Rans S-12 Owner's manual

SPECIFICATIONS

Wing Span 31.0 ft

Area 152 sq ft

Mean Chord 4 ft 10.5 in

Aspect.Ratio 6.33:1

Length 20 ft 6 in

Height 93 in

Cockpit Width 41 in

Number of Seats 2

Landing Gear Fixed Tricycle

Fuel Capacity 18 gal US

WEIGHTS AND LOADINGS

Gross Weight 1100 lbs

Empty Weight 610 lbs

Useful Load 490 lbs

Wing Loading 7.2 lbs

Power Loading 13.75 lbs

Limit Load Factors +4 -2

POWER PLANT

Engine Rotax 912 UL 2

Output 80 hp

Oil Capacity 3.0 qts

Coolant Capacity 4.4 qts

Propeller Diameter 72 in.

Prop Type Composite 3 blade

Gear Reduction 1:2.27

Fuel G.P.H. 4.1 gal @ 80%

PERFORMANCE 0’MSL

Take Off Roll 285 ft

Rate of Climb 900 fpm

Service Ceiling 14,000+ ft

Cruise 75 mph

VNE 100 mph

Stall Clean 42 mph

Stall Flaps 37 mph

Roll Rate 70deg /sec

Glide Ratio 7:1

Landing Roll 200 ft

Endurance 4.4 hrs

Range 374 miles

Pilot’s

Operating

Handbook

Rans S-12 Airaile

Keep this copy in aircraft at all times

(Current weight and balance inside)

Aircraft Registration Number N

Airframe S-12XL Airaile Serial No.

Engine Rotax 912UL-2 Serial No.

Propeller Warp Drive 3 Blade Composite Serial No.

Intercom PS-Engineering PM501 Serial No.

ELT Ameri-King AK450 Serial No.

Fire Suppression H3R Inc. Right-Outtm 14oz Halon Serial No.

Revision Release Codes

001 Preliminary Issue of POH, issued October 27, 1999 after completion of the

FAA airworthiness inspection

002 Issued after 5 hours test flight time

003 Issued on November 16th, 1999 after completion of test pilot’s full testing phase.

This issue is for the most part complete and contains typographical errors as well as content

omissions. The next release of the POH should be a practical final release.

004 Issued January 3rd, 2000 after the test pilot had a hard landing resulting from a full

flaps high angle climbout with a (simulated) engine failure. This was an effort to expand the

operational flight envelop of the aiplane and resulted in at least one data point OUTSIDE the

airspeed/altitude envelope. New notes added to the procedures section regarding short field

and rough field operations.

005 Issued February 23rd, 2000 with a checklist reflecting the condition inspection and

updated maintenance procedures and intervals. There are also changes to the content grammar,

readability and flow. Charts have been included electronically (as opposed to ‘cut and paste’

after printing out the document). This version will be updated again to reflect content changes

to the condition inspection about to be carried out on the plane and to finalize the handbook for

grammar, readability and content.

006 Issued March 12, 2000 Includes an updated cruise checklist and procedure because

of an incident whereby the fuel was not properly feeding from both tanks during cross country

flight. Reflects updates as necessary from the 100 hour inspection conducted in March.

007 Issued ??,2000 Minor typographical fixes included.

Table of Contents

Chapter 1. Familiarization . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 3

Learn the basic configuration and behavior of the airplane as well as the most impor-

tant operating rules regarding operation of a homebuilt experimental aircraft.

Chapter 2. Aircraft Performance . . . . . . . . . . . . . . . . . . . . . . . . .Page 4

Overview of the performance limitations such as maximum suggested crosswind,

short field takeoff distances, best angle and rate of climb configurations, and sugges-

tions as to how and when to use such configurations.

Chapter 3. Standard Procedures . . . . . . . . . . . . . . . . . . . . . . . . .Page 6

Learn the piloting procedures for almost any situation such as soft field takeoff pro-

cedures, how to start the engine, performing chandelles, etc. Includes

Chapter 4. Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . .Page 11

Current weight and balance data of the aircraft including techniques and charts to cal-

culate the loading of the aircraft prior to takeoff.

Chapter 5. Airframe Maintenance . . . . . . . . . . . . . . . . . . . . . .Page 12

Learn the philosophy and procedures for maintaining the airframe, who can perform

maintenance on the airframe and how often it should be done. Though not compre-

hensive, this chapter highlights most of the important inspection points. Full, detailed

inspection procedures can only be developed over time and by a qualified mechanic.

Chapter 6. Powerplant Maintenance . . . . . . . . . . . . . . . . . . . . .Page 14

Learn the fundamentals of engine maintenance. Reference to the engine manufactur-

er’s (Rotax) documentation is highly recommended. Full, detailed inspection proce-

dures can only be developed over time by a qualified engine mechanic.

Appendix A FAA Issued Operating Limitations . . . . . . . . . . . . . . . . . . . . . . Page 15

Appendix B Manufacturer Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 16

Appendix C Pre-flight and In-flight Checklists . . . . . . . . . . . . . . . . . . . . . . Page 17

Appendix D Reference Condition Inspection Checklist . . . . . . . . . . . . . . . . Page 19

Appendix E Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 21

Appendix F Maintenance tools, equipment and supplies . . . . . . . . . . . . . . . Page 22

PAGE 2

Chapter 1 Familiarization

The White/Rans S-12 is a two place, high wing pusher design of low weight and moderate

horsepower. Additionally the design has a below average lift to drag ratio due mostly to the

large thick wing. The stability of this design configuration is very high. There are no signifi-

cant divergent tendencies within the operational envelope of flight.

The aircraft kit was manufactured by Rans Aircraft in Hays, Kansas. In its kit form, the air-

plane came with all welding and sophisticated fabrication completed. The majority of the

amateur build requirements are satisfied by drilling holes in components, making the finish

cuts on lengths of tubing, running wiring, hoses, etc. and assembling the pre-manufactured

sub-assemblies into the completed aircraft. All told, the number of hours spent on the amateur

build portion of this aircraft mounted to over 750.

This aircraft does not meet FAR §103.1 and thus does not qualify as an “ultralight” but instead

according to FAR §21.175, and an experimental (special) airworthiness certificate must be

issued for this amateur-built aircraft. FAR §21.191 A private or recreational pilots license is

required to fly this airplane. Because this particular aircraft is not equipped with lights, night

flying is prohibited; and because no transponder or communication radio is installed, entry

into tower controlled airspace is prohibited. If you need another reason not to fly into weather

or other limited visibility conditions, the un-certificated Rotax 912 engine on this aircraft is

restricted to daytime VFR use only. For these reasons, flight into instrument meteorologi-

cal conditions with this aircraft is STRICTLY PROHIBITED. There is an emergency locator

transmitter on-board the aircraft capable of transmitting voice and also can be easily removed

from the aircraft for portable operation should the survivors need to leave the crash site. Also,

this aircraft is prohibited from carrying passengers for compensation or hire and that does

include buying the pilot lunch and a motel at your destination.

In-flight behavior of the aircraft is very similar to other high wing designs such as the Cessna

172 with the exception that the S-12 has a considerably higher power to weight ratio (for

increased climb and acceleration performance) and a higher drag to weight ratio (when you

loose power, the aircraft has very little momentum and drag slows it down IMMEDIATELY).

The pusher prop is located above the centerline of the airframe and compared to other more

traditional aircraft such as a 172, creates a significant nose-down moment with the addition of

power and conversely a nose-up moment with the reduction of power. This tendency is high-

est for example at the time of a missed-approach. The unwary pilot, adding full power from

an idle power setting at very low altitude and low airspeed will notice a very high stick force

required to keep the nose in a climb attitude.

This airplane is quite capable of short field operations. Take-off distances of less than 300 feet

with full flaps, 1 pilot, and a 10kt headwind are possible. Likewise short landing distances

are equally possible but difficult due to minimal braking power provided by the aircraft’s inef-

ficient hydraulic braking system. Rough and soft field operations are possible but should be

avoided where possible due to the fragile nature of the aircraft. The nosegear of this airplane

is particularly susceptible to damage when mis-treated.

Intentional spins are prohibited in this aircraft. However, even a low time pilot will be able

to recover easily from stalls and avoid departures. Stalls are marked with a gentle drop of the

nose or in the case of power-on climbing banked stalls, the high wing will in fact drop (pro-

vided no pilot rudder input is used). A power on stall with only the pilot on board may be hard

to recognize and in fact may never occur. The aircraft is not intended for aerobatics of any

nature which would intentionally exceed 2G’s positive loading (4G design limit) and while the

structure is designed to ultimately sustain 2G’s negative loading, it is recommended to avoid

negative loading of any nature due to fuel starvation problems with the gravity fed fuel system.

In general, maintenance of the aircraft is focused on the powerplant (coolant, oil and other

consumables) and the fabric sails. Loosing an engine or a big patch of your wing fabric is

just about the most likely and serious threat to your well-being. The sails are coated with a

UV resistant clear which extends their life from 350 exposure hours to approximately twice

that. In any case, the sails should be treated with care; frequent detailed inspections will avoid

any catastrophic failures. Other obvious failures are equally as important such as cracking

of structural members, fatigued aluminum, missing rivets, loose bolts and elongated holes.

Maintenance of the aircraft should only be performed by the designated repairman Jim White,

but by regulation can be performed by virtually anyone. A 12 month condition inspection is

a requirement of the airworthiness certificate and can be performed only by the designated

repairman or a licensed A&P mechanic. If at any time, a major change is made, a re-inspection

by the FAA is necessitated (FAR §21.93). When ownership of the aircraft is transferred, a new

repairman certificate will need to be issued through the FAA.

A specific outline of the aircraft’s operating limitations, as issued by the FAA at time of inspec-

tion, is given in Appendix A and as a requirement must be on-board the aircraft at all times.

All pilots should be aware of the FAA issued operating limitations for this amateur built air-

craft.

PAGE 3

Chapter 2 Aircraft Performance

Overview

Comprehensive performance charts (takeoff distances, rate of climb, etc.) are difficult to devel-

op in 40 hours of flight testing. It is generally not possible within the scope of basic flight test-

ing to experience the meteorological conditions that would allow a test pilot to generate data

for all density altitudes. This factor and the general performance of this aircraft lend them-

selves to one important performance characteristic: log time in the airplane and learn for your-

self the maximum performance characteristics if you need to push the envelope. Suggestions

of climb performance and take-off and landing distances charted at the end of this chapter are

logical estimations given by the test pilot.

Operational Milestones

This aircraft has been flown to 14,000 feet MSL with a single pilot, it has been operated on

very short (300 feet), very rough fields (furrowed field), it has flown in 20 to 25 mph winds,

it has flown in formation with other aircraft, and it has been flown at gross weight of 1100lbs.

Maximum demonstrated crosswind by the test pilot during the certification phase was about 10

knots.

Typical Engine Performance

As for engine performance, it is best to review the Rotax operating manual. This manual does

a very good job of informing the pilot with respect to engine performance and engine operating

parameters. As a fundamental means to knowing engine limitations, the following apply and

were observed during the first 40 hour test period:

RPM: Maximum 5 minutes at full throttle, Maximum 5500 continuous

Oil Temp: Do not takeoff less than 130 F or operate higher than 270 F

Oil Pressure: Typically comes up to 65psi immediately and stays there

CHT: Should be at least 130 F for engine runup and typically below 200 F

Water Temp: Raises to 130 F for runup and typically below 200 F

Water Pressure: Increases to 12 psi and may drop below that in cruise

Fuel Burn: Calculate flight plans with 4.5gph fuel usage and 65mph cruise

An important consideration for engine performance figures is a result of the very effective

cooling system of this aircraft. In cold weather it becomes necessary to block off the air inlet

to the radiator to keep the engine temperatures in the green. If you notice unusually cool

engine operation in flight, the best thing to do is descend to a lower (and warmer) altitude and

land when convenient to cover up the radiator inlet.

Takeoff and Landing Distance

In most any case, the runways typically encountered at modern day airports will be far longer

than necessary for the S-12, even on a warm day at gross weight. However, the novice pilot

should not attempt to operate on low performance days near gross weight with less than 1000

feet of runway. This is a scenario reserved for the pilot who is familiar with the aircraft. If

flying solo and reasonably familiar with the airplane, 500 feet of runway (without obstacles)

will usually suffice. With 50 foot obstacles in the same conditions, for takeoff or landing, a

good pilot should give himself 750 feet of runway. If all conditions are in the pilots favor

(pilot skill, sea level, 15mph headwind, solo pilot, smooth runway, no obstacles) then 200 feet

of runway can suffice for takeoff and 300 feet for landing. The main reason for increased

landing distance is the lack of braking power.

Figure 2.1 - Take-off and Landing Distance Chart

This take-off/landing distance chart is to be used as a guide for the new pilot. All of these

distances are purely estimation (extrapolated from key data points gathered during the testing

phase) by the test pilot and should serve as a general reference only. As a pilot of this aircraft,

you should be experienced in the plane before trying to fly yourself and a friend into a remote

area at high altitudes for an afternoon of hiking. You may find youself commited to an impos-

sible landing with not enough performance to execute a go around.

Best Glide and Rate of Climb

As previously mentioned, this data was collected for one set of conditions only and best esti-

mations must be used to extract the data to meaningful numbers at different weights and alti-

tudes. This rate of climb data was collected at a take-off weight of 880lbs at an elevation of

4000MSL with an ambient air temperature of about 55 to 60 degrees fahrenheit.

As density altitude increases, two factors change the performance characteristics of the aircraft

with regard to climb rate:

Engine power output decreases as altitude increases

Propellor effeciency decreases as altitude increases

It is important to understand that both of these effects are additive and will reduce performance

to a sub-par level at high altitudes. While testing the service ceiling at around 820 pounds,

6167U was observed to have a 200fpm maximum climb rate at 14,000 indicated altitude. At

gross weight and 10,000 density altitude, you may find yourself unable to attain more than a

200 fpm climb.

Figure 2.2 - Power On Rate of Climb Chart

The conclusions reached from the power on rate of climb test data are:

1) Best available rate of climb: no flaps, 50mph IAS, 760fpm

2) Best available angle of climb, 3 notches, 35mph IAS, 650fpm

3) Safest climb (test pilot’s recommendation: no flaps, 65mph, 700fpm

Although the true best angle of climb is obtained with full flaps at 35mph indicated, this is not

the safest procedure to follow because it is right at the stall speed of the aircraft and engine

failure would be difficult to recover from. Only hours of practice and experience will allow

PAGE 4

Density Altitude Take-off Weight (lb) Obstacle Clearance (ft) Surface Condition Runway Length (ft)

0 820 0 Asphalt 500

5000 820 0 Asphalt 700

10,000 820 0 Asphalt 1500

0 1100 0 Asphalt 650

5000 1100 0 Asphalt 1000

10,000 1100 0 Asphalt 1900

0 820 50 Grass/Dirt 700

5000 820 50 Grass/Dirt 1000

10,000 820 50 Grass/Dirt 2200

0 1100 50 Grass/Dirt 900

5000 1100 50 Grass/Dirt 1300

10,000 1100 50 Grass/Dirt 2600

For any given condition: allow 10 percent runway distance increase per 1000’ density altitude chage; allow 40 percent runway

increase from smooth to rough conditions; allow 30 percent runway increase from minimum weight to gross weight; allow 8

feet per foot obstacle clearance; allow 2 percent runway distance decrease per knot headwind.

a pilot to make the decision between a climbout over a critical obstacle at 35mph followed

by a safer climb at 50mph. By spending time examining the data from the above chart, an

experienced pilot/aerodynamiscist can make several very important discoveries regarding the

configuration of this airplane, but such a discussion is beyond the scope of a simple POH. It

is recommended to simply familiarize yourself with the trends left to right and top to bottom,

understand the transitions necessary when retracting or extending the flaps as it relates to climb

angle and airspeed (kinetic energy).

In addition to the power-on data, the same chart is given below in the power off configuration

to aid the pilot in selecting the best glide speed for engine out emergencies.

Figure 2.3 - Power Off Rate of Climb Chart

The absence of data in this chart reflects the importance of knowing just how fast the airplane

can be made to descend. It is highly unlikely that it will glide better with full flaps than in any

other configuration so that area of testing was ommited. The most important conclusion from

this data is as follows:

1) Best glide no wind conditions, no flaps, 50mph IAS, 500fpm, 8.8:1, 6.5 degrees below the horizon.

Chapter 3 Standard Procedures

Overview

This chapter is by far the most detailed of the operating handbook and indeed is the primary

reason for having a handbook for the aircraft. The test pilot has spent many hours flying the

airplane and has presented here the most refined, safest, and preferred procedures for most all

flight situations. All of the procedures herein should be reviewed by a pilot new to the aircraft

in order to gain familiarization with the philosophy and methods of flying 6167U. At the same

time, realize that everything in the handbook is subject to critiscism and the test pilot’s operat-

ing procedures are no exception.

Starting the Engine

When starting a cold engine, it is of utmost importance to avoid running the motor at very low

RPM until it has warmed up. This is because it runs very rough. To start the engine when it

is cold, begin with the throttle at idle and the starting carburetor activated. The starting car-

buretor is the more appropriate name given, by Rotax, to the choke. Engage the starter until

the engine starts and immediately begin monitoring the engine instruments. Oil pressure may

jump to as much as 100psi for as long as 10 seconds, but as the engine warms up slightly, the

oil pressure will return to normal. It is important to never engage the starter for more than 10

seconds continuously and to give it a 1 minute rest period between every 10 seconds, to pre-

vent over-stressing the starter components. After the engine starts, push the throttle open until

the engine runs at about 2500 RPM and at this point go ahead and close the starting carburetor

(close the choke). This should bring the RPM back to around 2000. In any case it will require

a little ‘artistry’ on behalf of the pilot to get a stubborn engine to idle when cold. The starting

carburetor sends a specific fuel air mixture to the engine which lets it run when cold, it is only

set for a condition of throttle at idle. After starting the motor, if you close the choke before

increasing the throttle, the engine may sputter or die, which is why after a brief period of run-

ning the motor with the choke on, you increase throttle to 2500RPM and then turn off the

choke. To warm up the engine, set the RPM to 2000 for at least 2 minutes and then increase to

2500RPM until oil temperature reaches at least 120 F. Now it is possible to continue with the

run-up procedure to check engine ignition.

If you observe that there is no fuel in the fuel filter, it is best to crank the engine with the

ignition OFF until you see the filter fill at least halfway and then continue for a few seconds

(do not crank for more than 10 seconds without a break). This condition will occur after you

change the fuel filter and also if you inadvertently run the engine with the fuel valve turned off.

Cranking the engine with the ignition off will load the supply side of the fuel system with fuel

and when you finally start the motor, it will not sputter for lack of fuel, which is something

that should be avoided if possible. It is important to note that the engine will run perfectly and

the pilot may observe the fuel filter only half full, this is normal.

Engine Run-up

After the engine instruments are in the green and when you are sure the area is clear, set the

parking brake and begin the run-up procedure. Increase RPM slowly to 3750 and sequentially

turn off and then back on each of the ignition switches. Running the engine on one igni-

tion circuit only will drop the RPM by about 200. There should be a maximum drop of 300

RPM and a difference between the two ignition systems of no more than 115 RPM. It will

likely be best to judge the behavior of this check mostly by listening to the motor. After the

PAGE 5

IAS Climb Ratio Angle

35 - - -

40 600 5.86 9.80

45 680 5.82 9.90

50 760 5.79 9.95

55 750 6.45 8.90

60 700 7.54 7.60

65 680 8.40 6.80

70 620 9.94 5.70

75 600 11.00 5.20

80 425 16.56 3.46

IAS Climb Ratio Angle

35 - - -

40 700 5.03 11.50

45 700 5.66 10.20

50 700 6.29 9.10

55 650 7.45 7.70

60 600 8.80 6.50

65 600 9.53 6.00

75 - - -

80 - - -

IAS Climb Ratio Angle

35 500 6.16 9.30

40 680 5.18 11.10

45 750 5.28 10.90

50 620 7.10 8.10

55 620 7.81 7.40

60 600 8.80 6.50

65 650 8.80 6.50

70 - - -

75 - - -

80- - -

IAS Climb Ratio Angle

35 625 4.93 11.70

40 600 5.86 9.80

45 620 6.39 9.00

50 700 6.29 9.10

55 - - -

60 - - -

65 - - -

70 - - -

75 - - -

80 - - -

Flaps 0 Notches Flaps 1 Notch Flaps 2 Notches Flaps 3 Notches

IAS Climb Ratio Angle

35 - - -

40 - - -

45 - - -

50 500 8.80 6.50

55 700 6.91 8.30

60 800 6.60 8.70

65 800 7.15 8.00

70 - - -

75 1100 6.00 9.60

80 1400 5.02 11.50

IAS Climb Ratio Angle

35 - - -

40 - - -

45 - - -

50 550 8.00 7.20

55 620 7.81 7.36

60 650 8.12 7.10

65 900 6.35 9.10

70 1000 6.16 9.30

75 - - -

80 1500 4.69 12.30

IAS Climb Ratio Angle

35 - - -

40 - - -

45 - - -

50 - - -

55 - - -

60 900 6.35 9.80

65 900 5.86 9.10

70 - - -

75 - - -

80 - - -

IAS Climb Ratio Angle

35 - - -

40 - - -

45 - - -

50 - - -

55 - - -

60 - - -

65 - - -

70 - - -

75 - - -

80 - - -

Flaps 0 Notches Flaps 1 Notch Flaps 2 Notches Flaps 3 Notches

check, return the throttle to idle. Each of the 4 cylinders in the engine has 2 spark plugs. One

ignition circuit controls one spark plug in each cylinder. Two ignition systems increase the

efficiency of the combustion (as evidenced by an RPM drop when you turn off one ignition

switch) and secondarily provide a redundancy feature that if one circuit should fail, there is a

second system to provide adequate power to land the airplane.

Using the Parking Brake Valve

The parking brake valve, if closed while the brakes are held on, will maintain better stop-

ping power than using the brakes alone. This is because most of the hydraulic energy lost in

this particular brake system is due to the flexure of the plastic brake line. While holding the

brakes on hard, switch the valve to the closed position and release the brakes with your feet.

Now the length of brake line holding hydraulic pressure is cut approximately in half, increas-

ing stopping power. This technique should be employed for short field takeoffs and landings

where stopping power is critical. It is also recommended for run-up procedure when checking

magneto operation (the engine generates an enormous amount of thrust at mag-check RPM

of 3750). Although when the valve is closed, it does allow you to apply brakes, it is recom-

mended to hold the brakes on, then close the valve. Due to the ease with which the parking

brake valve can be closed and open, it must remain an item on all checklists. It is not wise to

takeoff or land when the valve is closed. When taxiing, use the brakes as little as possible and

avoid using them lightly for extended periods, it is better to brake hard for a short period than

to ride them lightly. If the situation ever becomes critical, cut the engine power and as soon as

the aircraft is slow enough, put the airplane off the runway on the grass, there the rolling resis-

tance is greatly increased.

High Wind Taxi Methods

Taxiing in high winds and operating on the runway with high crosswinds is no laughing mat-

ter. This is a very light aircraft and can be quite easily tipped over of thrown about by wind.

Taxi with the utmost care in control orientation and always fly with authority and decisiveness

when in high crosswinds. Once the airplane starts to tip over there is little you can do to stop

it. If necessary, treat low wind or no wind days like high wind days. If you create the habit of

continuously correcting for wind on the ground, you will likely be much safer when the winds

do come. Take the time to create a chart for yourself showing control orientation for each type

of cross wind (quartering from the front, quartering from the rear, head on, tail wind, direct

crosswind). Remember that wind blowing backwards across the control surfaces (quartering

tailwind) causes them to work in reverse of what they normally do.

Take-Off Overview

For take-off it is important for you to remember a few things. First of all, if you loose

power in a high angle climb with full flaps or even 2 notches of flaps, you will have to

IMMEDIATELY put in a large amount of nose down control inputs to maintain airspeed. It

is easy to hesitate for a second or two and in this time your airplane can go from 70mph to

30mph. Second of all, you should treat the nose gear gently. Use a generous amount of eleva-

tor control to get the weight off the nosewheel as soon as possible, this also keeps the wheel

from spinning any faster than necessary and minimizes vibration. The nose will come off the

ground at 35mph with full throttle; with the throttle at idle, it is possible to hold the nose up at

25 to 30mph. This also keeps the rotational speed down for the large front wheel which is not

in perfect balance. In high crosswind operations, you may have to compromise a bit and keep

some weight on the nose for steering until you attain enough airspeed to keep the plane aligned

with the runway.

Take-Off Procedure

Be sure your take-off checklist is complete, add power smoothly and hold a large amount of

back stick until you feel the nosewheel come off the ground. Keep reducing back pressure as

the airspeed increases so that the nosewheel remains 4-5 inches off the ground. If you keep

the nosewheel off the ground you will be able to easily feel when the plane is ready to fly. Be

careful not to pull up too hard and scrape the tail skid on the ground. Climb the first 50 or 100

feet at 65mph unless you need to clear an obstacle, in which case use the best angle of climb

speed. After reaching 150 feet, ease out the flaps (if used) and continue the climb to your

cruise altitude. Always observe the maximum flap extension speed on takeoff and landing.

If the flap lever is difficult to pull, it is because there is too much wind pressure on the flaps.

Push the nose over and reduce the throttle to cruise. When adjusting the power setting, do so

in a slow and even manner. If you treat the engine with respect, it will respond when you ask

it to. However if you rev the motor recklessly with rapid and erratic power settings, it will

likely develop abnormal wear qualities.

Just As You Leave the Ground

As soon as you are off the ground, tap the brakes and stop the mains from spinning, you may

notice a considerable amount of shaking if they are spinning fast. Liftoff speed at gross weight

and two notches of flaps is approximately 40mph indicated airspeed. Continue your climb at

Vx or Vy as required.

Engine/Throttle Usage

The airplane can be held in a climb attitude at full power setting for as long as 5 minutes.

After this period of time you should allow for a short rest period or reduce the power of

your climb. The engine is not meant to run at full power indefinitely. Also, if you are in a

prolonged decent it is wise to periodically add power for a few seconds to clear the motor

of excessive fuel build-up and provide a chance for increased circulation of fluids. Be par-

ticularly careful after idling the engine for a minute or so on final approach and then adding

power for a go-around, give the engine a moment to respond to the first 1/4” of throttle input.

Another important aspect of the aircraft is it’s excess power. With the exception of steep

climbs, no matter what attitude the airplane is in, it is possible to quickly exceed 75mph. The

throttle in this aircraft becomes just as important as any of the other controls when maneuver-

ing and typically the airplane responds very rapidly to throttle inputs.

Cowl Flaps

This airplane does not have cowl flaps but there is something to be said on this subject. After

the initial flight test period and when the weather turned cold, the typical in flight engine

parameters started running too low. This is because of the highly effective radiator and the

exposed mounting configuration of the engine. If the aircraft is operated in cold weather, the

radiator inlet should be blocked either partially or completely. A completely blocked radia-

tor inlet in operational weather of 30 degrees F will yield engine temperatures that are on the

verge of too cool. If you discover the engine running too cool (out of the green) in flight,

descend to a lower altitude and continue to the nearest point where you can land to cover up

the inlet to the radiator. Running the engine at low temperatures is not healthy.

Rudder Usage

The rudder is trimmed for most normal flight conditions, however in a low airspeed high

power setting configuration, the aircraft will require a little more right rudder pressure. In

PAGE 6

power-off descents, the aircraft will require a slight amount of left rudder. These tendencies

are a result of the required aerodynamic right rudder trim which is set for a condition of level

un-accelerated flight. The pusher prop, rotating counter-clockwise with respect to the lon-

gitudinal axis of the aircraft, is generally located above the vertical tail surfaces and as such

the prop wash hits the left side of the vertical tail causing a nose-left tendency. Corrected in

normal flight with right rudder trim, when the power is cut to idle there is an excess of right

rudder moment and the pilot must use left rudder to fly straight.

Landing Overview

To land this aircraft it is important to remember that it has very little momentum (low gross

weight) and a relatively large amount of drag (big wing). If you are doing an approach with

full flaps and no power, the decent angle will probably exceed 25 degrees and the flare should

occur at no more than one and a half feet above the surface. Why? Because if you flare early,

the airplane will slow down drastically and settle rather abruptly on to the runway. If you

don’t like steep approaches and practically non-existent flares, then don’t use flaps, keep in just

a little power, and if you want a nice gentle and long flare, round out at about 5 feet and add

power at the same time to around 3000 RPM. This is enough power to keep you from slowing

down too much and gives you some time to allow the airplane to settle gently onto the runway

by ever so slightly reducing the power setting and lowering the nose.

Powered Flare Approach

If you are doing the powered flare landing, you should touch down on the main gear with

some power (2500 RPM) and once you do, reduce the power to idle and immediately reduce a

little back pressure. Remember, the more power you have the more tendency for the airplane

to pitch nose down. Even though you are cooking along at 40mph with 2500RPM and you

can’t hardly keep the nose wheel off the ground, when you cut the power the nose will come

up immediately but the airplane will not likely lift off. Let the nose settle to the ground slowly

and keep a little reserve elevator movement for the last few inches so that you can really touch

down softly. If you hold the nose up with full elevator, the airspeed will drop suddenly and so

will the nose, with no more up elevator to stop the motion.

Aerodynamic and Mechanical Braking

For maximum braking effect when on short fields, retract the flaps at touchdown to put weight

on the mains, keep the nose high for aerodynamic braking thru 35mph, all the while using

as much brake pressure as possible without slamming the nose to the ground. When you are

under 30mph, it is best to let the nose wheel down and use maximum brake pressure.

Shutting Down the Engine (on the ground and in-flight)

After you land the aircraft and taxi off the runway, you have already provided an adequate cool

down rest period for the engine. Normally after touch down, the throttle goes to idle and there

is a certain amount of taxing involved. Set the throttle to idle, turn off both ignition circuits

simultaneously and allow the propeller to stop. If you ever decide to turn off the engine while

in flight, it is necessary to do a 30 second ‘cool-down’ run at 3000RPM prior to ignition shut

off. Cutting the engine ignition when the engine has been running at high temperatures will

cause it undue stress. Running the motor at 3000RPM for 30 seconds will circulate water and

put the engine into a state of readiness for shut down. Be sure to reduce from 3000RPM to

idle prior to turning off the ignition circuits. Follow the appropriate start up procedure for hot

or cold start when it is time to re-fire the motor. Be sure to allow suffecient pre-heat time for

the engine to warm up if you shut it off during flight in cold weather.

Emergency Procedures, Off Field Emergency Landings

In the case of an engine that will not start in flight, first focus on flying the airplane at the best

glide speed of 50mph and aiming for a suitable landing field. This is the best still-air glide

speed and essentially is the slowest sink rate. This will maximize your options in gliding to

nearby fields and give you the most time to handle the emergency. If you have enough alti-

tude, go through the checklist for engine starting by first observing fuel quantity and the fuel

valve. Try a warm engine start first and if that fails, use the choke to start the engine. All the

while, do not fail to fly the airplane and under no condition should you ever try to stretch the

glide beyond what the aircraft is capable. Many pilots are killed because they are too ignorant

to recognize that the airplane is coming down whether they approve or not. Save the stall for

the last 1 or 2 feet of altitude if the terrain is very rough. Don’t try to stretch a glide over top

of power lines, it would be better to dive under them. If you stall and/or spin the aircraft at

low altitude, the NTSB accident report will paint an ugly picture of your piloting skills. You

should have enough time after committing to an off-field landing to do the following important

steps: 1) Secure your seatbelts and 2) Un-latch the doors for a speedy egress from the aircraft.

In addition, if you are certain of a serious emergency, do not hesitate to activate the ELT on

your way down...there is no reason to wait for it to activate during the impact. Also if there is

time it would be good to shut off the main fuel valve, but this is not a requirement.

Cruise Flight Fuel Consumption

Although it will not pose an immediate problem, if one of the fuel caps were not vented cor-

rectly you will find that during flight, fuel will feed from one tank only. If both fuel caps are

improperly vented and are exposed to low pressure, the engine will likely starve for fuel before

making it to the cruise flight situation. It is highly recommended to make estimated calcula-

tions regarding fuel usage, NEVER ASSUME that the quantity of fuel indicated in one tank

is also in the other tank. If there is any indication of something that isn’t quite right, make a

cautionary landing as soon as practicable.

Cruise, Climbs and Descents

This airplane was meant to move at 65mph. Essentially everything is done at 65mph. Climb

at 65mph, cruise at 65mph and descend at 65mph. As with any aircraft, the technique is to

adjust your pitch for airspeed (elevator stick pressure) and adjust your power for the climb/

descent rate. An intelligent reader quickly notes that flying this aircraft at 65mph ALL the time

results in moderate throttle usage. Just as mentioned previously, the throttle in this aircraft is

just as important as any other control. Learn to use it just like you use your feet on the rudders

or your hand on the stick. Add power to increase your climb rate, decrease power to increase

your descent rate. If you are flying too high, don’t just push the stick forward but also reduce

the throttle. If you are too low, don’t just pull the stick back but also add power. The plane

will cruise most comfortably at around 65mph indicated airspeed but cruising at 70, 75 or even

80mph is easy because of the excess power. Respect the yellow range marking on the airspeed

indicator because it is there for a purpose. Higher speeds are reserved for only the smoothest

of air.

Pitch Trim

There are two forces that trim the aircraft in its pitch attitude: power and elevator/horizontal

stabilizer position. Understand that adding power will add a nose down trim to the airplane

and reducing power will add a nose up trim to the airplane (remember the thrust line of the

engine is above the center of the airplane). Also understand that increasing airspeed adds a

PAGE 7

nose up trim and decreasing airspeed adds a nose down trim (due to the decalage settings of

the horizontal stabilizer, designed to produce negative lift at cruise airspeeds). The point of

this discussion is that the aircraft, by design, will fly approximately level (not climbing or

descending) regardless of the power setting. If you are holding forward pressure or back pres-

sure on the airplane to maintain level flight, chances are you have displaced the trim tab or you

are at the wrong speed for the power setting. Don’t fight the aircraft, allow it to establish an

equilibrium before you start to second guess the trim setting.

Add power: the power creates a pitch down moment which increases airspeed. The increased

airspeed thus creates a pitch up moment and the aircraft balances at a new higher, cruise speed.

Reduce power: the loss of power creates a pitch up moment which decreases airspeed. The

decreased airspeed thus creates a pitch down moment and the aircraft balances a new, lower,

cruise speed.

The balance of these forces will change depending on the location of the center of gravity of

the aircraft. Be prepared for unusual (more appropriately ‘unfamiliar’) behavior when you fly

the airplane in different loading conditions. Visualize the dynamics of trim and energy balance

while in flight to help you understand the interaction between pitch trim, power settings and

airspeed.

Steep Turns

Steep turns (60 degree bank) are an approved maneuver in the S-12 and pose no particular

threat with the pilots prior understanding of the aircraft’s behavior.

Remember that one of the most distinguishing characteristics of this plane is that it has very

little momentum because of its low weight. Because of this, it does not have the energy neces-

sary to carry it through a turn. To change the direction of the airplane from straight and level

requires acceleration, and acceleration requires energy. In a larger airplane, a slight increase

in throttle is enough energy for the turn because a certain amount can be robbed in the form

of airspeed, without jeopardizing the safety of the maneuver. In the S-12, the energy to turn

is far greater with respect to the stored energy of level flight (momentum) and will rapidly

decrease airspeed to the point of a stall. The remedy is to dive rather sharply during the turn or

to increase power as you begin banking the airplane. Practice will tell you how much power is

required, but for all practical purposes, from a cruise of 65mph, you should imagine adding full

power throughout the turn to maintain your altitude. Failure to do so will drop airspeed well

below 50mph.

Auto-Steepening Tendency

During the flight testing phase the aircraft was put through nearly every conceivable flight atti-

tude likely to be encountered by the average pilot in most conditions. The plane was not tested

for aerobatics and other such maneuvers but during testing, one significant flight mechanics

tendency was noticed. After banking into a turn more than about 20 degrees, a certain amount

of opposite aileron pressure is required to keep the bank from auto-steepening. This charac-

teristic is due in part to the large wing and low airspeed. In a tight turn at 65mph indicated

airspeed, the outside wing is traveling significantly faster than the inside wing and as a result

has more lift. The remedy is to use a slight amount of opposite aileron. The effect increases as

the radius of the turn decreases (low airspeed steep banks will create the most dramatic tenden-

cies). This can be a dangerous characteristic when flying at low altitudes in gusty winds so be

sure to understand the aircraft intimately before taking it to low altitudes.

Power-Off Stalls

Stalls in the Rans S-12 are docile and easy to recover from. Immediately after bring the power

to idle, the nose must be aggressively raised to get a stall in the normal attitude. If the nose is

not brought up immediately and quickly, even full up elevator will not bring the nose up to the

horizon and the plane will stall with a nose low attitude. Either way, recovery from the stall is

immediate following reduction of back pressure and the addition of power. There is very little

buffeting or any other pre-stall warning. If the airplane is in a coordinated turn (climbing or

diving) and the stall occurs rapidly enough, the high wing will drop bringing the aircraft to a

level bank attitude when the stall occurs. This behavior is the same when flaps are applied.

Power-On Stalls

Power-on stalls are equally as easy to recover from and require a healthy amount of back stick

to perform, especially with only one pilot at lower density altitudes. At low takeoff weights

and in high density air, the plane may not stall with full power and could simply mush along

at a very nose high attitude. There will be a considerable amount of noise and buffeting of the

aircraft and it will require an excessive amount of back pressure to keep the airplane in this

near-stall condition, which is instantly recovered from by reducing back stick pressure.

Skid and Slip Stalls

While not intended to be everyday maneuvers, stalls in slip or skid configurations possess no

violent tendencies to spin but do require special pilot skill and as such are not recommended

in most cases. The S-12 for all practical purposes has shown its ability to recover from such

a maneuver and that is about the extent of telling you about it in this manual. Stalls should

never be performed intentionally with the plane not in coordinated flight, to do so unknowingly

is the first indication of a pilots lack of skill and awareness.

Stall Recovery Procedure

The standard stall recovery procedure is as follows: Stick forward, full power, retract flaps and

immediately bring the nose up as airspeed hits 55mph. Stalls will result in no more than 500

feet of altitude lost, with proper piloting skills recoveries of less than 200 feet are common.

Forward Slips

The S-12 seems to behave rather erratically in forward slips and exhibits signs of instability

and divergence. For example after depressing the right rudder to get into a slip, the rudder

pedal practically keeps itself depressed at low airspeeds, a condition called “overbalance.”

This airplane is capable of slips and they do allow the pilot to quickly loose altitude but again

this is an advanced maneuver for skilled pilots only. The flight instruments are not accurate in

a forward slip. Practice slips at a higher altitude and use them only when comfortably above

the ground. Do not use slips for the last 500 feet of your decent to land.

PAGE 8

The Falling Leaf Maneuver

A falling leaf maneuver can be done by an advanced pilot provided there is sufficient altitude

to recover from an unwanted departure (spin). Remember this plane is prohibited for inten-

tional spins and if you are uncomfortable with your ability to keep the plane out of a spin, then

don’t do a falling leaf. It is a mildly violent maneuver and does cause some significant stress

on the airframe, thus should not be a regular maneuver or one that an amateur pilot toys with.

Bring the nose up and add a slight amount of power (2500 or 3000RPM), keep the stick nearly

full back to keep the plane in a stalled attitude. Use the rudder pedals to maintain directional

control by “stabbing” them with your feet. DO NOT push a pedal down and hold it down. If

the plane banks left, stab the right rudder and immediately release it, then be prepared for stab-

bing the left rudder. This maneuver can quickly accelerate into a spin with improper use of the

rudders by the pilot. If you loose positive control of the falling leaf maneuver, immediately

push the stick forward and recover from the stall. It will take a lot of practice to learn the

ability to “predict” which rudder pedal to push and how hard to push it. Falling Leaf is more

magical than it is aerodynamically balanced.

Spins and Spin Recovery

While the S-12 is prohibited against intentional spins, it is the test pilot’s best recommendation

to follow this technique to recover from unintentional spins:

1) throttle to idle and let go of the stick (or stick to neutral)

2) retract flaps (if extended)

3) apply rudder full opposite the direction of yaw

4) push the stick forward the amount necessary to unstall the wing

5) recover from the dive with no more than a 4G pull-up

Though not tested on N6167U, recovery from an unintentional spin using the above procedure

should yield prompt and decisive control of the situation.

Lazy Eights and Chandelles

While they were performed in the flight testing phase, these maneuvers are not recommended

in the S-12 until the pilot has had some aerobatic training. The S-12 is a fragile aircraft and

for the most part, if you are very aware of airspeeds and G-forces, you can execute some rather

enjoyable chandelles and lazy eights. However, a low time pilot with no understanding of

aerobatics may be quickly overwhelmed with either maneuver and inadvertently overstress the

aircraft. Use common sense when approaching these maneuvers.

Rough Field Operations

The Rans S-12 Aircraft is equipped with what the factory calls “tundra tires”. While they do

allow the airplane to operate from soft and rough fields, they do not indicate that the airplane

is well suited for this type of field. The particular concern with rough fields is the nosewheel.

For example, after touchdown on a rough field, it is better to taxi the remaining distance

required at 30mph with the nose off the ground than it is to taxi at 5mph with the nose on the

ground. It will take only one rough field operation to make the pilot aware of this, there is

a great deal of noise coming from the nosegear on rough fields. The rough field procedure

begins far before touchdown. Use full flaps to get the slowest touchdown speed and attempt to

hold the plane 2 inches off the runway until it settles down. Use as much back pressure as nec-

essary to keep the nose off the ground. Similarly on take-offs, the pilot should hold in FULL

back stick until the nose comes off the ground, then only use the amount of pressure required

to keep the nose off the ground. Use two notches of flaps for rough field take-offs. Three

notches may provided a ‘lighter’ feel but requires some special skills and is for the advanced

pilot. Engine failure near the ground with full flaps in a nose high attitude will result in a very

hard landing. Force the airplane off the ground as soon as possible and then fly the airplane

in ground effect until it accelerates to an acceptable climb-out speed. Steep climbs at low air-

speed with flaps extended should be avoided in all but the absolutely necessary cases.

Short Field Operations

Short field landings are about 30 to 40 percent longer than they need to be because of the inad-

equate braking system. Even with poor brakes, the S-12 can be comfortably operated in most

any condition on a 1000ft runway. Although at the time of print, this aircraft hasn’t been tested

at gross weight on a hot, humid day, the test pilot can comfortably report that 1000ft is enough

distance (even on a grass runway) to takeoff and land over 50 foot obstacles, provided the pilot

is of moderate skill. In many cases, with a skilled pilot operating at 3000 feet density altitude

and without a passenger on board, 500 feet of runway is comfortably sufficient, provided the

50 foot obstacle does not have to be cleared. For a short field take-off, use two notches of

flaps. An alternate technique for short field lift-off is to use three notches of flaps but this is

kind of an extreme measure and can lead to an accident if things go wrong. Hold the brakes as

hard as you can and run the power up to where the airplane is barely able to stand still. Then

quickly release the brakes while at the same time pushing the throttle to full power. Keep the

elevator essentially in the cruise setting for the most aerodynamic takeoff roll. If it is a rough

AND short field then keep the elevator horizontal until you reach 20mph and then briskly and

gently use it as necessary to get the nose off the ground. After the aircraft leaves the ground,

climb at the best angle of climb speed of 40mph. When you are clear of your obstacles (if

any), continue the climb at a safer speed of 65mph and retract the flaps slowly.

PAGE 9

Chapter 4 - Weight and Balance

The reference datum for weight and balance is at the center of the front wheel and with the

aircraft level, all arms and weights are measured rearward from there. Changes to standard

equipment require calculation of the weight and moment and a new ‘current’ weight and bal-

ance sheet should be printed, the old sheet being marked as “superceded.”

Installed Equipment, N6167U

Airframe White/Rans S-12XL Airaile Serial No. 04970797

Engine Rotax 912UL-2 Serial No. 4403068

Propeller Warp Drive 3 Blade Composite Serial No. T7760

Intercom PS-Engineering PM501 Serial No. XA-07690

ELT Ameri-King AK450 Serial No. 458 470

Fire Extinguisher H3R Right-Out 14oz Halon Serial No. V-162233

Weight and Balance 11 Oct, 1999

Weight Empty with full oil and antifreeze and no fuel: 610 lbs, Gross Weight 1100 lbs, Useful Load 490 lbs

Weight Arm Moment

Preflight Take-Off Weight and Balance Worksheet

Use the graphs on the following page to lookup the moments for each item. Mandatory data in [] optional in ()

Weight Arm Moment

If combined pilot and passenger weight are between 108 and 345 pounds that CG will be

acceptable regardless of fuel conditions. However, flying at the aft CG limit requires adjust-

ment of the horizontal stabilizer and hence as suggested by the test pilot, a solo pilot should

use 50 or 75 pounds of ballast when operating this aircraft. Failure to do so will impose severe

limits on the amount of nose down force available even with full forward stick. In any case,

always test the authority of the elevators by doing a short crow hop. The center of gravity

of the aircraft is the total moment divided by total weight and must fall within 69.5 and 76.5

inches (aft of the datum). The CG envelope is graphed on the following page, a point inside

the hatched region is safe with respect to loading.

PAGE 10

Rear tailwheel 14 lbs +214 in 2,996 lb*in

Left Main 298 lbs +78 in 23,244 lb*in

Right Main 298 lbs +78 in 23,244 lb*in

Empty Aircraft Totals 610 lbs +81 in 49,484 lb*in

Empty Aircraft 610 lbs +81 in 49,484 lb*in

Optional Ballast 75 lbs +20 in 1,500 lb*in

Pilot [ ] +49 in [ ]

Passenger [ ] +49 in [ ]

Fuel [ ] +78 in [ ]

TAKE-OFF [ ] ( ) [ ]

Acceptable CG Arm (Total Moment / Total Weight) is +69.5” to +76.5”

PAGE 11

420

390

360

330

270

240

210

180

120

450

300

150

Moment (1000*in*lb)

Weight (lbs)

Pilot and Passenger, 49 in. Aft

Fuel, 6 lb/gal, 78 in. aft

18 gal.

Figure 4.1 - Find the moment of pilot and passenger by moving horizontally from total weight to the pilot/passenger line, then

read down to moment. Find fuel pounds and moment by reading along the fuel line to the total fuel on board in gallons, read fuel

total weight at left and moment at bottom.

1,120

1,090

1,060

1,030

970

940

910

880

820

790

760

730

1,150

1,000

850

700

Moment (1000*in*lb)

Weight (lbs)

Allowable CG

69.5• -76.5•

Gross Weight, 1100 lbs.

NORMAL CATEGORY

Chapter 5 - Airframe Maintenance

Overview

MAINTENANCE OF THIS AIRCRAFT CAN BE CARRIED OUT BY NEARLY

ANYONE, HOWEVER A REQUIRED “CONDITION INSPECTION” EVERY 12

MONTHS CAN ONLY BE PERFORMED BY THE HOLDER OF THE REPAIR-

MAN’S CERTIFICATE FOR THIS AIRCRAFT (N6167U) OR A LICENSED A&P

MECHANIC.

This condition inspection is carried out in much the same manner as an “annual” that produc-

tion airplane owners are used to. Certificated parts, such as a certified engine, or other parts

certified for use on an airplane automatically are designated as unapproved when installed and

operated on an amateur-build aircraft. For this very reason, airworthiness directives do not

legally apply to this aircraft unless the directive specifically cites N6167U as non-compliant.

These technicalities notwithstanding, it would likely be foolish to disregard a factory AD on

any component of the aircraft. The safety of this aircraft rests primarily on the owner/operator

and designated repairman, not the FAA and not the engine or airframe manufacturer. Use com-

mon sense and show respect for the aircraft.

It is recommended to conduct an inspection which is the equal of a condition inspection, at 100

hour intervals. Of course when performed for a 100 hour interval purpose, the inspection does

not need to be carried out by the designated repairman.

As the reader might expect, this listing of maintenance is not comprehensive. Refer to records

kept in the aircraft logbook for additional practicle maintenance information. In most cases if

something requires periodic maintenance, the mechanic will make a meaningful entry in the

logbook reflecting what he/she has discovered.

Builder Key Areas

The pulley mount behind the left seat for the aileron cable was not manufactured properly and

may allow the pulley to ‘cam over’ into a non-free state whereby friction and control integrity

are severely compromised. As an effort to reduce the magnitude of this effect, the hoop was

bent slightly. This hoop should be inspected after the first hour, then doubling the interval until

it reaches the 100 hour point at which it is included in every 100 hour inspection.

The nut plates for the 3/16” bolts retaining the tail boom were noticed to behave in an unfa-

miliar fashion, due primarily with the builders inexperience with such fragile hardware and as

a result all 3/16” AN hardware used to mount the tailboom to the main fuselage cage should

be inspected at 5 hour intervals until the first 100 hours at which time they will be included in

every 100 hour inspection.

The mounting points for the control stick were slightly misaligned due in part to to an error

by the kit manufacturer and as a result the control stick may exhibit binding or galling when

moved fore and aft (elevator). The control stick (primarily elevator control movement) should

be inspected at 5 hours then every 25 until the 100 hour point at which time it remains on the

100 hour inspection list. This included the collar at the foremost part of the tail boom where

the elevator control rod passes thru to connect to the push-pull tube. This collar should be

lubricated with anti-seize at intervals of 25 hours or 1 year.

The manufacturer’s design of the rudder pedal and brake system (including the floor panel to

which it is mounted) is such that a great deal of stress is placed on key hardware. The bolts

used to secure the rudder assembly to the floor pan produce undue force and may eventually

cause failure of the mounting tabs or other associated hardware. This entire sub-system should

be inspected (under load) to ensure it’s integrity at 25 hour until reaching the 100 hour mark at

which time it will remain on the 100 hour inspection list.

The lower strut attach points were necessarily modified when it was discovered the

OEM equipment provided for less than 6 threads of engagement. The blocks into which the

ball joint for the rear strut lower attach point engages were manufactured to new specifications

from 4130 material and such that over 20 threads were engaged. The threads in this block

were NOT roll formed but instead cut and as a result must be inspected closely. This inspec-

tion necessitates removal of the bolt thru the rod end (and subsequent replacement of the lock

nut after 3 uses) and will remain on the 100 hour inspection list.

The jury struts don’t fit too great and have a lot of slop where the pins attach them to the main

struts. As a result of this mis-fit, it is anticipated that there will be some play and movement

in the system. At 10 hours then every 25 hours the safety wire should be cut, the pins removed

and the pins and holes inspected for wear until reaching the 100 hour mark at which time it

will remain on the 100 hour inspection list.

Periodic Inspection Points (100hr, Condition Insp., etc.)

Most items of inspection that are listed in the condition inspection checklist in Appendix E

should be included in the 100 hour inspections. In some respects this is unjustified but because

this aircraft is not built overly strong and because of the nature of the kit-build process, it is

wise to inspect everything closely after 100 hours, afterall that amounts to about 6,500 miles.

The wing struts should be inspected thoroughly (spend 15 minutes) every 10 hours. This

includes all bolts, safety wire, cotter pins etc. The struts, because they are extruded aluminum,

are particularly sensitive to nicks, dings and scratches. Look carefully for sings of wear par-

ticularly at the ends of the struts where hardware is mounted. The integrity of the jury struts is

also critical because failure of a jury strut could very quickly and violently lead to buckling of

a main strut. The plates and mounts to which the struts bolt on the wings and on the fuselage

are equally as important. Failure of the pin at the lower strut attach point, for example, would

lead to immediate loss of one wing and departure from controlled flight (serious injury or death

would follow). Likewise the integrity of the tail boom and each individual component of the

tail is critical to maintaining controlled flight. Failure of the boom or of a major component of

the tail (i.e. the tail boom extension) will cause departure from controlled flight.

The hinge bolts with castle nuts and cotter pins should be removed every 100 hours and

remain on the 100 hour inspection list. These bolts undergo a large amount of stress, fatigue

and especially wear considering the installation. It would not be unlikely for the bolts OR the

cages (hinge brackets) to show significant wear. Immediate replacement of the hinge bolts or

brackets should be carried out at the first signs of significant wear. Note also that after several

replacements of the hinge brackets, the nutplate on the inside of the wing spar will be beyond

it’s life limit and will have to be replaced. This level of replacement can be done only by

removing or cutting the wing covers and should be scheduled to coincide with the replacement

PAGE 12

of the airplane’s sails. Removing a bolt will necessitate replacement of a cotter pin for the

castle nut.

In any case, after the airplane’s first 100 hour inspection, all self-locking nuts removed for the

inspection shall be replaced. Bolts will be replaced on a wear indicated basis. Thereafter the

life of the nuts is to be set at 5 cycles (1 cycle is removal and installation of the nut). After the

5th cycle for the nut, it shall be replaced. Replacement scheduling based on hours of operation

will be based on how frequently the nut is removed for inspection purposes.

One of the fuel lines on the engine was over-tightened (hose clamp on rubber hose) and caused

immediate cracking of the hose. This was noticed after 1hr of operation in taxi tests and the

end of the hose was cut and re-clamped, this time with lighter pressure. This should remain an

inspection point for all hoses! Do not over tighten anything.

Every 15 hours, a light machine oil should be used on all control surface hinges, control mech-

anisms and rudder pedals. If it has been more than one month but less than 15 hours flight

time, the lubrication should be done prior to the next flight. The heim ends do not need lubri-

cation. Essentially the most important places to lubricate are those with extremely high pres-

sure (the aluminum bushings in the flap lever assembly, the rudder pedals, the control surface

hinges, etc.) It is best to use anti-seize lubricant on the elevator push-pull tube bushing. Also

use an extreme pressure grease on the nosegear strut every 150 hours or 12 months. Be sure

to thoroughly clean off the old grease, this is a highly exposed area and gets a good amount of

dirt inside.

Hydraulic brake fluid level should be checked with a flashlight every 25 hours and of course at

100 hour and condition inspection intervals as well. Before every flight, a quick glance to see

if there is air in the line coming from the bottom of the hydraulic resevoir is sufficient.

Washing the aircraft

Wash the aircraft using a soft sponge and a garden hose or bucket. Be very careful with the

hose and where you spray water. For the most part, if you avoid spraying directly near holes

and joints and so forth, the water will find it’s way out of the plane. After washing the aircraft,

a good automotive wax will help protect the airplane from the elements. A good wax to use is

Zymol. Whatever the case, follow the manufacturers recommendations when waxing. Some

of the do’s and don’ts of washing:

1) DO NOT spray water near the engine, especially behind the oil tank

2) DO NOT spray water near the pitot/static tubes

3) DO NOT spray water in holes or cavities where it will not readily drain

4) DO use a sponge and mild soap if necessary to scrub the airplane

5) DO use an air blower to remove excess water from joints, bolts, etc.

After the Lexan has dried, use an approved Lexan cleaner and polish to buff out minor scratch-

es, Maguires makes a cleaner and polish to buff out scratches and protect the surface very well.

Vacuum the interior of the aircraft as needed and use a dampened cloth to clean the interior

components such as the cabanes and fuselage cage. It may be handy to use the air blower to

free some of the debris trapped in the cracks of the cabin area, just use good judgement with

regard to this process, don’t blow the dirt somewhere where it can’t be vacuumed out. Another

good trick is to gently tap on the outer skin of the cabin, this will let the debris work it’s way

out from between the frame and the aluminum skin. If there are chemical spills then use the

necessary solvents to clean up the spill being especially careful around Lexan and other plas-

tics.

Because you don’t want to wash the plane any more than necessary, if you wish to remove a

light layer of dust that has accumulated, the best way to do so is with a soft, wet towel. Take

a real light pass across the surface with the cloth to get most of the dust onto the towel and

then continue with a little bit harder “buffing” motion. Being wet, the towel keeps you from

scratching the clear coat and if you are very very gentle, you can use the same wet towel to

clean off the lexan if you desire but it is best to rinse the lexan surfaces with water. If you

do not have the capacity to rinse the Lexan clean without touching it, use an air blower to get

most of the dust off prior to wiping it with a soft wet towel. Try not to buff the Lexan any

more often than necessary, just do it once a month if you can get away with it.

PAGE 13

Chapter 6 - Powerplant Maintenance

Overview

As the reader might expect, this listing of maintenance is not comprehensive. Refer to records

kept in the engine logbook for additional practicle maintenance information. In most cases if

something requires periodic maintenance, the mechanic will make a meaningful entry in the

logbook reflecting what he/she has discovered.

Propeller

“Re-torque all bolts after first hour of operation and then after every 5 to 10 hours as part of

regular maintenance.” -Warp Drive Inc. Instructions

Torque 1/4” bolts to 125 inch-pounds (25 increment) using 7/16” wrenches and 5/16” bolts

to 175 inch pounds (25 increment) using 1/2” wrenches. Periodically check the track of the

blades after torquing the blades or hub bolts. The three blades should track well within 1/8” of

each other and if they don’t, then something is wrong. Should the prop need to be re-adjusted,

the most accurate method is to remove it from the airplane and place it on a perfectly flat table

to adjust the pitch of each blade. Do so in a scientific manner to avoid any possibility of mal-

adjustment. As well the prop should be inspected briefly prior to each flight to ensure it is in

good condition. Always turn off the ignition before rotating the prop by hand and also remem-

ber that just because the switch is off doesn’t meant the engine won’t start! Excessive debris

encountered during ground operations will cause nicks and gouges in the prop compromising

it’s integrity. At the first sign of trouble the prop should be sent to the factory for repair. If

known debris conditions will be routinely encountered, the protective leading edge tape should

be installed. Blade tip speed on this particular aircraft is approximately 500mph at 5800

engine RPM, 2.2727 reduction ratio to the propellor.

Engine Mount

Torque the 10mm bolts (TYP 4) using a 17mm wrench to 40 lb*ft. Check that the barry

mounts are tight using a 9/16” wrench. This maintenance should be done at least every 50

hours.

Engine

Most engine maintenance is done by reference to the ROTAX owners manual! Always check

the fluid levels and the quality of the fluids. Replace more often if desired, do not operate

the engine with too much or too little fluid or with damaged fluids (burnt oil, dirty antifreeze,

contaminated fuel, etc). The oil and oil filter should be changed every 100 hours by using the

drill motor operated pump. Warmup the motor so that indicated oil temperature is about 120F.

Remove the oil tank cap and dipstick and insert a small diameter tube to the bottom of the oil

tank thru the dipstick hole. Pump out all oil possible (approximately .66 gallons). Remove

the oil filter carefully avoiding any excessive spills by placing rags underneath and having the

necessary clean up items on hand. Not too much oil will come out but enough to make a mess

if you don’t plan ahead. Wipe a small amount of clean oil around the rubber gasket of the new

oil filter and install it to the engine without pre-filling it. Fill the oil tank to the midpoint of

the marked region on the dip stick. Be sure the ignition is turned off and slowly rotate the prop

5 to 10 revolutions to fill the oil filter and oil pump. Now start the engine and monitor the oil

pressure very closely. Shutdown the engine after 30 seconds or 1 minute and again check the

oil level in the sump tank, add more oil if necessary. Do not overfill, it only takes about .2 gal-

lons to go from low to high point on the dip stick.

This engine has been run-in with standard 10W-40 oil?? from 0.9 hours (new hobbs meter)

to 25.0 hours at which time the oil used is switched to Mobil1 synthetic. It is important to

remember that the Rotax 912 is not designed to run with aviation oil, with or without additives.

Aviation grade oils typically have special additives that are not intended to be used in gearbox

systems and the 912 UL has a common reservoir of oil for the engine and the gearbox. This

engine was designed to be used with automotive grade oils only.

Change the fuel filter every 100 hours. Turn off the fuel valve and be prepared to catch excess

fuel that runs out of the lines. Inspect the fuel filter to the extent possible to monitor signs of

fuel system trouble. It is a good idea to monitor the condition of the fuel tanks (debris floating

in the bottom) and to thoroughly inspect the fuel lines for cracks or other problems.

Throttle

The throttle friction block and mechanism in the cockpit should be inspected for proper opera-

tion before every flight. It is a simple matter to open the throttle and then return it to idle to

observe if one or both of the cables may be sticking. On the 15 hour interval of airframe lubri-

cation, the red plastic block should be lubricated and the throttle should be operated several

times to ensure exact operation of the cable system. Likewise the choke (starting carburetor)

should be inspected at the same time. Every 100 hours, the throttle and choke cables should

be re-adjusted as well as the idle stop screws, if necessary, to synchronize the throttle opening.

This is done with a dual vacuum gage setup attached to the intake manifold ports on each car-

buretor; it is necessary to completely remove the intake manifold cross tube for this test.

PAGE 14

Appendix A FAA Issued Experimental Operating

Limitations

This is a reprint of the operating limitations issued by the Designated Airworthiness

Representative at the time of aircraft certification.

Phase I - Initial Flight Test in Restricted Area:

1. No person may operate this aircraft for other than the purpose of operating amateur-built aircraft to

accomplish the operation and flight test outline in the applicant’s letter, dated 06/10/99 in accordance

with FAR Section 21.193. Phase I and II amateur-built operations shall be conducted in accordance

with applicable air traffic and general operating rules of FAR Part 91 and the additional limitations

herein prescribed under provisions of FAR Section 91.319.

2. The initial 40 hours of flight shall be conducted within the geographical area excluding...

3. Except for takeoffs and landings, no person may operate this aircraft over densely populated areas

or in congested airways.

4. This aircraft is approved for day VFR operation only.

5. Unless prohibited by design, acrobatics are permitted in the assigned flight test area. All acrobatics

are to be conducted under the provisions of FAR Section 91.303.

6. No person may be carried in this aircraft during flight unless that person is required for the purpose

of the flight.

7. The cognizant FAA office must be notified and their response received in writing prior to flying this

aircraft after incorporating a major change, as defined by FAR Section 21.93.

8. The operator of this aircraft shall notify the control tower of the experimental nature of this aircraft

when operating into or out of airports with operating control towers.

9. The pilot-in-command of this aircraft must, as applicable, hold an appropriate category/class rating,

have an aircraft type rating, have a flight instructor’s logbook endorsement, or possess a “Letter of

Authorization” issued by an FAA Flight Standards Operations Inspector.

10. This aircraft does not meet the requirements of the applicable, comprehensive, and detailed airwor-

thiness code as provided by Annex 8 to the Convention of international Civil Aviation. This aircraft

may not be operated over any other country without the permission of that country.

Phase II - Flight Operations After Completion of Test Phase

Following satisfactory completion of the required number of flight hours in the flight test area,

the pilot shall certify in the logbook that the aircraft has been shown to comply with FAR Section

91.319(b). Compliance with FAR Section 91.319(b) shall be recorded in the aircraft logbook with the

following or similarly worded statement:

“I certify that the prescribed flight test hours have been completed and the aircraft is controllable throughout its

range of speeds and throughout all maneuvers to be executed, has no hazardous operating characteristics, or design

features, and is safe for operation.”

The following limitations apply outside of flight test area:

1. Limitations 1, 3, 7, 8, 9, and 10 from Phase I are applicable.

2. This aircraft is approved for day VFR only, unless equipped for night VFR and/or IFR, in accor-

dance with FAR Section 91.205.

3. This aircraft shall contain the placards, markings, etc., required by FAR Section 91.9.

4. This aircraft is prohibited from acrobatic flight, unless such flights were satisfactorily accomplished

and recorded in the aircraft logbook during the flight test period.

5. No person may operate this aircraft for carrying persons or property for compensation or hire.

6. The person operating this aircraft shall advise each person carried of the experimental nature of this

aircraft.

7. This aircraft shall not be operated for glider towing or parachute jumping operations, unless so

equipped and authorized.

8. No person shall operate this aircraft unless within the preceding 12 calendar months it has had a

condition inspection performed, in accordance with FAR Part 43, Appendix D, and has been found to

be in a condition for safe operation. In addition, this inspection shall be recorded in accordance with

Limitation 10, listed below.

9. The builder of this aircraft, if certificated as a repairman, or an FAA certified mechanic holding an

Airframe and Powerplant rating, may perform condition inspections, in accordance with FAR Part 43,

Appendix D.

10. Condition inspections shall be recorded in the aircraft maintenance records showing the following

or a similarly worded statement:

“I certify that this aircraft has been inspected on (insert date) in accordance with the scope and detail of Appendix

D of Part 43 and found to be in a condition for safe operation.”

The entry will include the aircraft total time-in-service, the name, signature, and certificate type and

number of the person performing the inspection.

PAGE 15

Appendix B - Manufacturer Index

Warp Drive, Inc.

1207 Highway 18 East

Ventura, Iowa 50482

(515) 357 6000

FAX (515) 357 7592

(800) 833 9357

Warp Drive 3 Blade 72” S/N T7760

Rans Aircraft, Inc.

4600 Highway 183 Alternate

Hays, Kansas 67601

(785) 625 6346

FAX (785) 625 2795

www.rans.com

S-12XL Airaile S/N 04970797

VDO Instruments

188 Brooke Rd.

P.O. Box 2897

Winchester, Virginia 22603

(540) 665 2428

2 1/16” Tachometer S.O.#08074

www.vdona.com

PS Engineering Inc.

9800 Martel Road

Lenoir City, Tennessee 37772

(423) 988 9800

FAX (423) 988 6619

www.ps-engineering.com

PM501 Intercom S/N XA-07690

Ameri-King Corporation

18842 Brookhurst Street

Fountain Valley, California 92708

(714) 963 6977

(714) 963 6200

AK-450 ELT S/N 458 470

Rotax Authorized Distributor

Leading Edge Airfoils, Inc.

8242 Cessna Drive

Peyton, Colorado 80831

(719) 683 5323

(719) 683 5333

Rotax 912 UL 2 Engine S/N 4403068

www.leadingedge-airfoils.com

H3R Incorporated

1810 Harrison Street

San Francisco, California 94012

Right-Outtm 14oz. Halon S/N V-162233

www.h3r.com

PAGE 16

Appendix C - Preflight Inspection

PAGE 17

Cockpit

AROW (airwor./regist./oper./weight)

Control Lock remove (seatbelts)

Fuel (quantity)

Sump Drain (open to drain water)

Flaps (extend)

Master Switch (cycle, check for power)

Ignition (both off)

ELT (latched, armed)

ELT lanyard & portable antenna (on-board)

Optional Ballast (installed, secured)

Cockpit Control Systems and Structure

Pedals (stops, bolts, rivets, cracks, stops)

Stick (binding, stops, push/pull tube bolt)

Cables (thimbles, tension, pulleys, fraying)

Brakes (air, fluid quantity, hoses, fittings)

Aileron T (condition, turnbuckles, safety)

Flaps (safety wire, bolts, binding)

Throttle (friction, pins, bolts, idle)

Choke (movement, friction)

Fuselage Cabanes (nicks, dings, scars)

Seats (tight, adjustment pins secure)

Fuel Lines (chaffing, clamps, leaks)

Electrical (chaffing, loose, cracks, burning)

Right Wing

Fuel (quantity, cap tight, vent forward)

Fabric (tears, UV damage, zippers closed)

Fairings (secure)

Attachment Bolts (tight, condition)

Flap (hinges, pins, pushrod, horn)

Aileron (hinges, pins, pushrod, horn)

Tip (buckling)

Struts (bolts, pins/wire, nicks, jury struts)

Center Cover (secure)

Right Main Gear

Leg (cracks, bends, brake line, hoses)

Brake (leaks, safetywire, bolts)

Tire (inflated)

Wheel (bolts, cotter pin)

Belly

Radiator (debris, leaks, damage)

ELT antenna (condition)

Right Fuselage

Lexan (scratches, cracks)

Structure (rivets)

Doors (hinges, handles)

Nose

Minipod (secure)

Tire (inflated)

Wheel (bolts, cotter pins)

Leg (cracks, bends, bolts, lubricated)

Battery (secure, pins, cracks, wiring)

Pitot/Static (clear, REMOVE COVER)

Left Fuselage

Lexan (scratches, cracks)

Structure (rivets)

Doors (hinges, handles)

Left Main Gear

Leg (cracks, bends, brake line, hoses)

Brake (leaks, safetywire, bolts)

Tire (inflated)

Wheel (bolts, cotter pin)

Left Wing

Fuel (quantity, cap tight, vent forward)

Struts (bolts, pins/wire, nicks, jury struts)

Tip (buckling)

Aileron (hinges, pins, pushrod, horn)

Flap (hinges, pins, pushrod, horn)

Attachment Bolts (secure)

Fairings (secure)

Fabric (tears, UV damage, zippers closed)

Engine and Propeller

Oil (quantity, cleanliness)

Coolant (quantity, cleanliness)

Air Cleaners (secure, cleanliness)

Muffler (cracks, wire, springs, condition)

All Hoses and Wires (condition)

Carb and Choke Cables (cable ends, wire)

Propeller Blades (cracks, nicks, dents)

Propeller Hub (bolts, cracks, condition)

Gearbox (backlash, axial movement)

Tail Boom

Inspection Plate (secure)

Collar (welds, tightness, deformity)

Boom (cracks, scratches, buckling)

V.Stab Mount (rivets, cracks, condition)

Left Tail

Stabilizer Hinges (wear, bolts, cotter pins)

Guy wires (thimbles, fraying, rings)

Fabric (tears, UV damage)

Tip (buckling)

Elevator(hinges, pins/rings, horn)

Rear Tail

Stabilizer Hinges (wear, bolts, cotter pins)

Guy wires (thimbles, fraying, rings)

Fabric (tears, UV damage)

Rudder Hinges (wear, bolts, cotter pins)

Rudder (cables, pins, lace cap, horn)

Rudder Trim (secure)

Tailwheel (freedom, wear)

Boom Extension (cracks, bends, bolts)

Right Tail

Guy wires (thimbles, fraying, rings)

Fabric (tears, UV damage)

Elevator (hinges, pins/rings, horn)

Elevator Trim Tab (hinges, horn)

Tip (buckling)

Stabilizer Hinges (wear, bolts, cotter pins)

Appendix C - Operational Checklists

PAGE 18

Intentional Spins and Aerobatics Prohibited

Certified for DAYTIME VFR only

Open Throttle During Descents

Operating Parameters

Engine .................................. Rotax 912UL 80hp

Reduction Ratio .................................... 2.2727:1

Usable Fuel ........................................... 17.7 gal.

gal*hr^-1 .................................... 6.0@5800RPM

gal*hr^-1 .................................... 4.0@4500RPM

Vs0 ........................................................... 35mph

Vs1 ........................................................... 45mph

Vr.............................................................. 35mph

Vlof .......................................................... 42mph

Vx............................................................. 45mph

Vy ............................................................. 59mph

Vl/d .......................................................... 63mph

Vfe ........................................................... 65mph

Va ............................................................. 80mph

Vno........................................................... 90mph

Vne......................................................... 100mph

Coolant Pressure ............................... 12 to 17psi

Coolant Temp....................................Max 300oF

Oil Pressure....................................... 22 to 73psi

Oil Temp .................................... 190oF to 230oF

CHT ..................................................Max 300oF

RPM ................................................ 5Min@5800

RPM ...................................... Continuous@5500

RPM .................................................. Idle@1400

Before Starting Checklist

Preflight ......................................... COMPLETE

Seat Belts ............................................. SECURE

Loose Objects .....................................STOWED

Flaps............................................................... UP

Flight Controls .......................................CHECK

Sump Drain..........................................CLOSED

Fuel Valve ......................................................ON

Parking Brake Valve .................................OPEN

Engine Start (cold)

Choke .............................................................ON

Throttle....................................................... IDLE

Area........................................................ CLEAR

Ignition......................................................BOTH

Brakes ............................................................ON

Starter.................................................. ENGAGE

Oil ....................................................PRESSURE

Throttle................................................2500RPM

Choke ........................................................... OFF

Throttle................................................2000RPM

Engine Start (hot)

Choke ........................................................... OFF

Throttle....................................................... IDLE

Area........................................................ CLEAR

Ignition......................................................BOTH

Brakes ............................................................ON

Starter.................................................. ENGAGE

Oil ....................................................PRESSURE

Engine Warmup

2 minutes......................................... @2000RPM

Continue.......................................... @2500RPM

Oil Temp ..................................................... 120F

Taxi Checklist

Brakes ....................................................CHECK

Intercom ................................... OPERATIONAL

Radio............................................. AS NEEDED

Engine Runup

Doors....................................................CLOSED

Engine Instruments ................................ GREEN

Brakes ............................................................ON

Parking Brake Valve ............................CLOSED

Throttle...............................................3850 RPM

Ignition.................................... RPM 300/115diff

Throttle....................................................... IDLE

Parking Brake Valve .................................OPEN

Pre-Takeoff

Elevator Trim .....................................TAKEOFF

Flight Controls .......................................CHECK

Flaps.......................................... AS REQUIRED

Altimeter ...................................................... SET

Engine Instruments ................................ GREEN

Fuel .................................................QUANTITY

Wind...............................................DIRECTION

Airspace ................................................. CLEAR

Cruise Flight

Fuel Tanks.............................. BOTH FEEDING

Pre-Landing Checklist

Seatbelts ............................................... SECURE

Doors....................................................CLOSED

Fuel .................................................QUANTITY

Parking Brake Valve .................................OPEN

Engine Instruments ................................ GREEN

Power ............................................ AS NEEDED

Flaps.............................................. AS NEEDED

Approach.................................................60MPH

Approach Flaps .......................................55MPH

Emergency Decent (in-flight fire)

Ignition......................................................... OFF

Master Switch .............................................. OFF

Fuel Valve .................................................... OFF

Seatbelts ............................................... SECURE

Doors......................................................... AJAR

Flaps.................................................... EXTEND

Decent Speed ..........................................75MPH

Shutdown

Throttle....................................................... IDLE

Ignition......................................................... OFF

Master Switch .............................................. OFF

Keys .........................................................HANG

Fuel Valve ............................................CLOSED

ELT.........................................................CHECK

Control Lock............................. AS REQUIRED

Pitot Tube Cover................................REPLACE

Appendix D - Condition Inspection Checklist

Rev 3 (Mar/12/99)

This checklist is written as a “semi-comprehensive” of things to look for. Many inspection points critical to safety are

implicit to the skill level required for this type of inspection process. Expect to spend at least 12 hours with this procedure,

more if complications arise. Refer to Rotax Owner’s Manual for complete engine maintenance procedures at 100 hour,

annual and other intervals. FAR Title 14 Chapter 43 Appendix D should add additional scope and understanding to all

checklist procedures below.

REVIEW OF THE PROCESS

Inspection must be carried out or closely supervised by the designated repairman or an A&P mechanic with

Authorization Inspection authority (AI). The flight test should preferably be conducted by a qualified pilot

who is very familiar with the S-12 but who has not been the airplane for the majority of its pre-inspection

flight hours. A pilot can spend months in a plane with problems that slowly get worse and worse and this

pilot will never perceive the problem because of the graduality with which it occurs. Also, a pilot who is a

third party to the aircraft will provide an objective and unbiased review of the performance of the airplane.

TTAE: Date: Completed By:

CHECK SMALL BOXES WHEN COMPLETED, INITIAL LARGE BOXES

Cleaning of aircraft: owash the fabric and metal surfaces of the aircraft with soap and water, ouse an air

blower to quickly remove moisture from all metal components, oclean the lexan using an appropriate plastic

cleaner and polish (Maguire’s or equivalent).

Paperwork review: oidentify previously unresolved issues in the airframe and engine logbooks, oreview

the status of life limited components and recurring airworthiness directives, oresearch any new or previously

skipped airworthiness directives for the airframe, powerplant or propellor, oinclude a copy of any and all

background information research papers with a copy of the condition inspection checklist.

Propellor system integrity: otorque prop hub bolts to proper specification, oinspect blades for nicks,

cracks and cleanliness, ohub for proper seating and cracks or signs of dammage, ogear backlash and axial

backlash, ocheck blade pitch settings and blade track.

Exhaust system integrity: oheader and muffler for cracks, oremove and inspect springs and hoops for

wear, oinspect condition of silicone bead, otighten header nuts to prevent harmonic vibration of header tubes,

orewire springs and apply anti-seize to ball-joints.

Ignition system integrity: oclean spark plugs, ospark plugs torqued properly and in good condition,

ospark plug wires tight, oignition ground wires, ostator area free of debris, oother ignition wiring compo-

nents, olines routed without interference and free of chafing.

Fuel system integrity: oall lines for cracks especially cracks in black line where hose clamps are used,

oall connections for tightness, oall lines for chafing and routing interference, ooperation of sump drain,

ocleanliness and age of fuel filter, oappearance of fuel tank interior (debris, discoloration etc.), odiscolor-

ation of blue lines or oxidation of black lines, ochafing protection on blue lines, ofuel cap gasket and vent

tube clear and secure, suppleness of lines, orouting of sump drain line.

Coolant system integrity: ocoolant level and mixture to -34F, olines routed without interference and

free of chaffing, oconnections for tightness, ohoses for cracks or signs of aging, osuppleness of lines,

oradiator free of debris and dammage, oradiator mount secure and free of cracks or dammage, ocap gasket

quality, orouting of coolant overflow line, ocoolant overflow tank for secure mounting, otemp/pressure

lines secure.

Carburetion System: oclean and re-oil air filters, oair filters properly safety wired, oreturn springs on

throttle and choke for wear and condition, ofuel overflow and vent lines routed properly, ocarburetor structure

free of damage, orubber boot quality and 7mm gap.

Oil system integrity: ooil coloration and age (50 hrs.), ooil quantity, olines routed without interference

and free of chaffing, ooil overflow line routing and condition, oconnections for tightness, ooil tank secure,

ohoses for cracks or signs of aging, osuppleness of lines, ofittings tight, ooil cap gasket quality.

Other engine electrical systems integrity: ooil pressure switch, oCHT sensor, ooil pressure sensor,

olines routed free of interference and chafing, oconnections secure, orouting of all lines to the electronic

components mounted to the keel, orouting of electrical lines to control panel, omiscellaneous motor struc-

tures, casing for cracks, etc.

Battery system integrity: obattery box secure, ofree of dammage and signs of wear, oconnections

tight (ground, starter, engine ground, obattery terminals, starter relay), ocables routed free of interference

and chafing, ocrimped ends secure to cables.

Lubrication of moving components: oall moving control surface hinges, orudder pedal system includ-

ing pushrod ball joints, otoe brake system, ocontrol stick bushings for elevator and one for aileron, oflap

actuator lever, oelevator trim tab hinges and control screw, ocable ends to rudder horns, oengine control

cable ends, odoor opening mechanism if necessary, othrottle lever and red block all with light machine oil,

oelevator push-pull rod and brake cylinders with anti-seize (do not any lubricate rod-ends).

Engine control system integrity: othrottle friction rod clean, ofriction block adjusted, overify idle

and full throttle advance of throttle cables, omicro-adjust throttle cables using dual vacuum gauges, oidle

settings correct, oengine tachometer reading correctly, obolts and pins secure in throttle control system,

othrottle cable housing free to move, othrottle and choke cables free of fraying and wear, ocable ends,

ochoke actuation satisfactory, ochokes close completly and open in synchronization, ofriction of choke pull

is managable.

Brake system integrity: ofluid level ok, ofluid resevoir secure and cap tight, oall tubing for signs of

aging or embrittlement, oconnections tight, ocylinder seals connections and lines for leaks, obrake cylinders

for leaks, orotor and pads for wear, orouting of lines free of chaffing and interference, oparking brake valve

operates properly, orotor bolts safetied properly, obrake cylinder free to float, obleed fitting caps, obleed

fiting tight, ocylinder and brake specific pedal components for mechanical integrity.

Landing gear system integrity: otires inflated to 15psi, otire for wear and aging, owheel hubs and axles

for signs of cracking or dammage, omain gear leg and nose wheel strut for structural integrity and cracks,

onose wheel strut for excessive wear or dammage, onose wheel strut for cleanliness of greased area, omaing

gear leg and nose wheel strut fuselage attach points for cracks or bending, obolts and cotter pins for security.

ELT system integrity: oantenna for condition, ocables and routing for connection and chaffing, ocondi-

tion of mounting system, osigns of wear or dammage to the support system, ooperation of the ELT unit itself

for transmitter power and activation (during annual only), oage of system batteries and remote panel battery

including total duration of operation limitations, olanyard and portable antenna onboard the aircraft.

Flap actuation system integrity: oconsole flap lever mechanism for cracks loose connections or dam-

mage, oend effectors for tightness and wear, ooperational check of flaps throughout movement range, oflap

frame mechanically sound, oflap control hinges and bolt for wear and cotter pin, oflap fabric for dammage

and condition, oflap control horn for mechanical integrity and dammage, oactuation cables for routing and

safety wiring, ospring return system for wear and operation and dammage, oflap control rod exit fairings for

wear and integrity.

Elevator trim system integrity: ofor proper friction free operation, otightness and security of cable rout-

ing for chafing and interference, otrim tab for mechanical condition, otrim tab hinges for wear and tightness

of hing screws, otrim tab console mechanism for mechanical condition and wear.

PAGE 19

Elevator system integrity: opush pull tube for mechanical integrity, opush pull tube end effectors for

bolt dammage and tightness and for wear or dammage, ocontrol stops for wear and rivet integrity, opush-pull

rod for binding and lubrication and wear, oelevator frames for dammage or wear, oelevator hinges and bolt

for wear and cotter pins, oelevator control horns for mechanical integrity, oelevator split push-pull tube end

effector for cracks and bolt safety rings, ocontrol stick for tightness to fuselage cage, ocontrol stick mecha-

nism for cracks or other signs of dammage or wear.

Aileron system integrity: ocables for tension, ocables for fraying or wear, ocable thimbles for wear,

opulleys and pulley cages for wear and mechanical condition, ocontrol tee for signs of dammage or wear,

oturnbuckles for safety wire and tightness, oturnbuckle attach points (cables and tee side) for wear, oaile-

ron push-pull tubes for end effector condition or cracks and condition of main bolt and safety ring, oaileron

servo horns for signs of dammage or wear, oaileron rods for wear and end effector condition, oaileron frame

for mechanical condition, oaileron fabric for condition, oaileron control horn for dammage or wear, oball

joint end effectors for binding, oaileron hinges and bolt for wear and cotter pins, ofreedom of movement

throughout operational range of control stick, olimit of control movement, oaileron rod exit fairings for wear

and integrity, ocontrol stops for proper operation, ocontrol stick safety wire “bushing” for proper operation,

odual controls stick connector for wear.

Rudder system integrity: ocables for tension, ocables for fraying or wear, ocable thimbles for wear,

opulleys and pulley cages for wear and mechanical condition, oplastic cable bushings for wear and operation,

orudder pedals for wear or dammage, opedal mounting system for mechanical dammage or wear or binding,

opedal bolts for tightness, ocockpit floor for signs of dammage from excessive brake system application,

opushrod connections to nose gear for tightness and wear and mechanical integrity, ocontrol stops for proper

funciton, ofreedom of movement throughout envelope of rudder movement, obinding of rudder with elevator,

orudder frame for mechanical condition dammage and wear, orudder hinges and bolts for wear and cotter

pins, orudder horns for dammage or wear, orudder lacing cap for secure fit, orudder fabric for condition,

ocable end effectors for tightness and cotter pins, orudder trim tube secure.

Empennage structure integrity: ohorizontal stabilizer frames for mechanical condition, overtical stabi-

lizer frame for mechanical condition, ofabric for condition, ofabric lacing for condition and tension, ov.stab

and h.stab attachment hinges and bolts for condition and cotter pins, overtical stab mount for cracks and other

signs of fatigue, overtical stab mount rivets for condition, otail boom extension for cracks or dammage,

oboom extension hardware for condition and wear, oguy cables for fraying and tension, oguy cable ends for

secure attachment and thimble condition, oguy cable attachment points for lock rings.

Tail boom structure integrity: otail boom tube for cracks or any other sign of deformation, otail boom

tube for fatigue at any point where it is attached to the frame or something is mounted to it, osight down inside

of tail boom with a light at the lower end for back lighting, osystems inside boom for interference or signs of

dammage, otail boom collar and collar bolts for cracks or deformation, otail boom attach points to fuselage

cage for signs of dammage and mechanical condition, oflow fence structure for clues indicating tail boom

flexure (i.e. popped rivets).

Cockpit systems integrity: opre-flight and standard procedures checklists onboard, ofire extinguisher

mount secure, ofire extinguisher ready for use, ointercom system wiring for routing conflicts or chaffing,

ointercom secure to fuselage keel, ointercom jack box mount for mechanical condition, oairworthiness and

registration and pilots operating handbook with current weight and balance is on board the aircraft, oinstru-

ment panel for structural integrity, opitot and static tubes for cleanliness and line routing conflicts or chafing,

opitot and static system operating correctly (annual inspection only), ocompass mount for structural integrity,

oseats for mechanical condition and condition of fabric and tension straps, ohour meter operational, ofuel

quantity/spins/experimental instrument arcs and other placards properly installed and in good visual condition,

ointercom operational, oseat belt mounting structures and belts, ofloor board for cracks or dammage and

floorboard wear plate for condition.

Cockpit cage integrity: ofor cracks or deformation of any weld or part of the structure, ofor elongation of

bolt holes, ofor flecked paint indicative of cracks, ofor overall “squareness” and indications of dammage that

is only visible in the big picture, ofor loose fasteners, ofor dammaged tabs or mounts welded to the cage.

Fuselage cabanes and keel integrity: ofor dents or deep scars that would affect the structural strength

of these components, ofor flecked paint or other signs of deformation, ofor elongated fastener holes, ofor

components loosely mounted to the keel, ofor loose fasteners.

Motor mount integrity: otorque the motor mount bolts (into the engine block), ocheck the tightness of

the engine bolts thru the barry mounts, oinspect each component of the barry mount system for any sign of

dammage such as cracks or deformation, olateral stabilizer supports secure and in good condition.

Wing mount system integrity: ohinge blocks and keel standoff and all hardware for cracks or loose fas-

teners or signs of fatigue or dammage, okeel mount point free of elongation, ostruts for nicks or deformation

especially cracking along the length of the extrusion and near the end, ostrut blocks for signs of overstress such

as cracks or deformation, ostrut fairing for security, ojury struts for signs of vibrational wear, ojury strut pin

safety wire and cotter pins, ojury strut pins and sockets for wear, olower strut attachment point to fuselage

for cracks or deformation, olower strut pin for lock ring and wear, othreaded strut blocks and threaded rod

ends for signs of thread dammage.

Wing structure integrity: ointernal wing structure for any sign of dammage, ofor loose fasteners, ofor

signs of vibration wear or fatigue or over stress, ofuel tank mount system for loose rivets or other dammage,

owing fabric for condition, ofabric ribs for secure ends, owing structure for signs of buckling with applied

load (push up and down rather hard on the wing).

Fuselage superstructure integrity: olexan and sheetmetal for missing or loose rivets, olexan for exces-

sive scratching, olexan and sheetmetal for buckling which would indicate other problems with the airframe,

odoor mechanisms for operation, odoor hardware for function, ocenter cover sheetmetal and mount system

for mechanical integrity, odoor seals and other seals for signs of aging, olexan for signs of aging.

Aircraft ground operations and flight test: obtain a pilot for the ground and flight test who has not been in

the aircraft for the majority of its last 100 hours of service. This pilot will provide an objective and non-emo-

tional evaluation of the aircraft including a obasic pre-flight inspection, oground run-up of the engine (check

throttle synchronization and tachometer calibration, overify operation of charging system, oin-flight perfor-

mance checks, oand any other basic check of flight maneuverability, otrailing position of controls in flight.

Airframe and Engine logbook entries: Upon completion of the inspection, make the appropriate entries in

the airframe and engine logbooks to reflect the results of the inspection. This must include the endorsement

of the designated repairman or an A&P mechanic as required by the Phase II Operating Limitations Part 10 as

issued by the FAA for 6167U.

Information such as what corrective action was taken or needs to be taken,

suggestions to new maintenance intervals and records of the performance of the engine and airframe in flight

should all be included in the entries.

End of Condition Inspection Checklist

PAGE 20

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