Solo Wings Aquilla 582 User manual

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Aquilla 582
Manual

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RECORD OF OWNERSHIP
DATE NEW OWNERS NAME

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INDEX
PAGE
GENERAL 4
SPECIFICATIONS 5
FLIGHT MANUAL 6
OPERATIONAL REQUIREMENTS 7
MAINTENANCE REQUIREMENTS 8
RIGGING PROCEDURE 9-13
PRE – FLIGHT INSPECTION 14-17
CONTROLLING YOUR TRIKE 18
FLYING SAFELY 19
MAINTENANCE MANUAL 20
TROUBLE SHOOTING 21
ENGINE PROBLEM ISOLATION CHART 22-24
AIRFRAME MAINTENANCE 25-26
ANNUAL INSPECTION 27-28
TUNING INSTRUCTION FOR AN AQUILLA WING 29
TRIMMING IN PITCH 30
RECOMMENDED FACTORY JETTING 31
Issue date: 01.07.86
Re . date: 02.05.90, 01.03.96, 01.12.96,01.11,99,15.12.03,12.09.07

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GENERAL
AIRCRAFT MANUFACTURER: Solo Wings cc
AIRCRAFT MODEL: Aquilla
AIRCRAFT SERIAL NUMBER: WA
AIRCRAFT REGISTRATION NO: ZU-
REGULATIONS: As laid down by the CAA and the
Air Na igation Regulations.
OPERATIONAL REQUIREMENTS:
Insert picture here

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AQUILLA 582 SPECIFICATIONS
POWER PLANT Rotax 582 – 64HP, 2 cylinder, 2 stroke,
liquid cooled, dual ignition
WING AREA STD 14 square metres
MED 15 square metres
LG 16.5 square metres
WING SPAN 10.5 metres
EMPTY WEIGHT 195 kg’s
MAXIMUM ALL UP WEIGHT 450 kg’s
FUEL CAPACITY 50 litres
FUEL RATING 95 / 97 octane
PERFORMANCE
CLIMB RATE Solo 6 mt/s
Dual 4 mt/s
STALL SPEED Solo 50 kph
Dual 65 kph
FUEL CONSUMPTION Solo 11 litres per hour
Dual 13 litres per hour
CRUISE SPEED 65 – 100 kph
MAXIMUM SPEED 140 kph
DEISGN LOADS – AQUILLA - POSITVE 4 g’s
DESIGN LOADS - AQUILLA - NEGATIVE 1.5 g’s
DESIGN LOADS – TOP LASS - POSITIVE 4 g’s
DESIGN LOADS – TOP LASS - NEGATIVE 1.0 g’s
LIMITING AND RECOMMENDED AIRSPEEDS
Best angle of climb 30 degrees
Best rate of climb 70 kph
Ne er exceed 140 kph
Stall with full load 60 kph

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FLIGHT MANUAL
INTRODUCTION
We strongl recommend that you study this chapter of the manual as we feel that it could
increase your general awareness in the air.
Irrespecti e of your pre ious flying experience, unless that experience is already on a Trike,
do not attempt to fly the AQUILLA without first getting some dual instruction from a qualified
instructor. You must go through the process of getting your M.P.L.
TRIKE CONFIGURATION
It is controlled by weight shift on all three axes. The power is controlled by a foot throttle on
the right pedal and the choke and cruise throttle le ers are under the seat on the left. The two
position ON / OFF switches are in the instrument pod. The front wheel brake can only be
operated from the front with the left foot.
The designated flight en elope of the AQUILLA excludes all aerobatics. This is defined as pitch
greater that 30 degrees and roll greater that 60 degrees. Pilots are urgentl warned to ensure
that the fl the AQUILLA within the specified flight envelope.
SECURING YOUR UNATTENDED AQUILLA
We suggest you always carry extra bungee, rope and tie down pegs, you may not always
land next to your hangar, and it could pre ent on of those “if only” stories. If your Trike is
left unattended, e en for a short time, it should be parked side on to the wing with the
windward wingtip resting on the ground.

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OPERATIONAL REQUIREMENTS
POINTS TO REMEMBER
-The pilot must ha e his/her pilots licence with him in the aeroplane.
-You must ha e an “Authority to Fly Certificate” (this document has different names in
different countries – such as “Microlight Flight Certificate” issued by the Ci il A iation
Authority of the country in which you reside and fly.
-You cannot fly in controlled airspace or within the circuit area of any licensed airfield, or
abo e 1,000 ft agl unless the microlight is equipped with an appro ed VHF radio, a
sensiti e altimeter, an air speed indicator, a compass and the pilot is in contact with ATC
and other air traffic.
-Your aircraft needs to be maintained in accordance with the laws go erning
maintenance of microlight aeroplanes.
-You cannot fly at night or in IMC, nor fly o er built up areas or o er an open-air assembly
of persons.
-Your aeroplane must be maintained as per the Air Na igation Regulations of your
country are met.
-The Aeroplane Operators Manual and Airframe logbook, as required by your country’s
A iation regulations, must be readily a ailable at the time of operation and the pilot in
command must be con ersant with its contents. The pilot must also be responsible for
recording the flying times in the airframe logbook after each flight.

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MAINTENANCE REQUIREMENTS
Again, the following is a guide only, the requirements of your country’s Ci il A iation Authority
pertaining to the maintenance of microlight aeroplane takes precedence:
-The owner is responsible for the ser iceability of his microlight aeroplane and has to
ensure that it is in a fully ser iceable condition prior to each flight.
-An annual inspection of the microlight aeroplane must be carried out in accordance with
the Aeroplane Operators Manual by an appropriately licensed AMO, AME or Appro ed
Person at inter als not exceeding 12 months. The maintenance records of the microlight
aeroplane must be endorsed in the Airframe logbook and a signed form detailing the
inspection and maintenance record sent to the Ci il A iation Authority.
-In addition to the annual inspection, microlight aeroplanes in the training category must
ha e inspections equi alent to annual inspections, e ery 50 flying hours.
NOTE:
The aeroplane may not in any way be modified without the prior appro al of the CAA. The
appro ed modification or repair must be inspected and recorded in the Airframe Logbook by
an appropriately licensed AMO, AME or an Appro ed Person.
AEROPLANES USED FOR TRAINING
The following is a guide for microlight aeroplanes to by used for training.
-The microlight is registered in the training category with the CAA.
-The insurance is alid for training.
-A suitable communication system between the instructor and the student must be
pro ided and maintained during training flights.
-The microlight must ha e full dual controls.
-The aeroplane must be inspected at 50 hour inter als as per the maintenance
requirements of the CAA.
ACCIDENTS AND INCIDENTS
All accidents and incidents as defined in the Air Na igation Regulations must be reported to the
CAA and Microlight Association of your country.

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RIGGING PROCEDURE AQUILLA I
1. Lay the wing bag on the ground with the zip facing up.
2. Assemble the trapeze control bar and then turn the wing o er.
3. Now remo e the wing bag.
4. Insert the centre (nose) batten.
5. Spread the leading edges.
6. Ensure that the crossbar cables are on either side of the kingpost locating plug.
7. Plug in the kingpost and hook the rear cable in place.
8. Install the fixed washout tubes. These are attached to the tip of the leading edges
with bungee cord.
9. Install the four half battens. These are top battens but are inserted under the sail. The
difference between these and the other cur ed battens are the tips which are the
same, front and rear. (Onl applicable to Aquilla I wings)
10. Install and attach the rest of the top battens.
11. Pull the crossbar retention cord rearwards and install bolt and wingnut to crossbar
cable. Use the first hole i.e. the loosest setting. Make sure cord is secure in the Velcro
pocket.
12. Lift the wing up and attach the nose cable
13. Insert bottom battens. (Straight battens)
14. Check o er complete wing and lea e nose down into the wind.
15. Wheel the undercarriage in from the rear with the nose wheel rolling o er the base bar.
16. Attach Trike to the uni ersal hang block
17. Raise the nose until the keel is le el. Velcro the nose cone in place.
18. Chock rear wheels to ensure that the Trike does not roll backwards.
19. Attach top of the airfoil tube to the U bracket on the pylon.
20. Grab base bar and lift the wing up until you can position the airfoil tube into its lower
U-bracket.
21. Insert attachment pin to lower airfoil mount
NOW DO YOUR PRE-FLIGHT INSPECTION

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RIGGING PROCEDURE – AQUILLA II
1. Lay the wing bag on the ground with the zip facing up.
2. Assemble the trapeze control bar and then turn the wing o er.
3. Now remo e the wing bag.
4. Insert the centre (nose) batten from the front
5. Spread the leading edges.
6. Ensure that the crossbar cables are on either side of the kingpost locating plug.
7. Plug in the kingpost and hook the rear top cable in place.
8. Install the washout tubes. These are attached near the tip of the leading edges
with bungee cord. You access them through the Velcro. You do nto need to loosen the
Velcro
much.
9. Install and attach all of the top battens. The bungee cords are always tensioned double
i.e. top and bottom.
10. Pull the crossbar retention cord rearwards and install bolt and wingnut to crossbar
cable. Use the first hole i.e. the loosest setting. Make sure cord is secure in the Velcro
pocket.
11. Lift the wing up and attach the nose cable
12. Insert bottom battens. (Straight battens)
12. Check o er complete wing and lea e nose down into the wind.
13. Wheel the undercarriage in from the rear with the nose wheel rolling o er the base bar.
14. Attach Trike to the uni ersal hang block
15. Raise the nose until the keel is le el. Velcro the nose cone in place.
16. Chock rear wheels to ensure that the Trike does not roll backwards.
17. Attach top of the airfoil tube to the U bracket on the pylon.
18. Grab base bar and lift the wing up until you can position the airfoil tube into its lower
U-bracket.
19. Insert attachment pin to lower airfoil mount
NOW DO YOUR PRE-FLIGHT INSPECTION

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RIGGING PROCEDURE – TOP LASS
Assembling the Top Lass wing from its bag
1. Lay the wing on its back and open the bag.
2. Assemble the trapeze with the wing nut on the corner.
3. Assemble the two struts using the cle is pins on either corner of the trapeze.
4. Turn it o er and stand it on the trapeze.
5. Insert the front cable at the nose
6. Spread the wings open
7. Insert the battens
8. Le el the wing and tension the spreader bar cable. Connect in place at the back of the
keel.
9. Swi el the sprog and washout tubes into place.
Assembling the Top Lass wing from trailer
1. Remo e wing bags
2. Open out wings

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3. Insert all the battens
4. Insert washout tubes and attach the sprog tubes with elcro straps.
5. Tension the spreader bar cable.

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6. Insert the front airfoil tube into the top U-bracket with its pin and lift the wing.
7. Place the airfoil tube in the bottom U-bracket position and insert the pin.
8. Insert the locating bolt through the lower pylon.
9. Wheel off the trailer
NOW DO YOUR PRE-FLIGHT INSPECTION

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PRE-FLIGHT INSPECTION
The pre-flight or isual exterior inspection is done before each and e ery flight. Spectators
as well as other pilots like to look, feel, touch your aircraft, usually when you are not
around! During the pre-flight inspection you need to make sure that nothing is missing or
out of place and that no-one has tampered with the aircraft.
To conduct the inspection in a manner that ensures that nothing is left out, get into a habit
of following a fixed routine. First break down the components or sections of the pre-flight
into small logical units and do a hands – on “touch and feel” check.
Checking out our aircraft is as important as checking out the weather. PLEASE
don’t ever become complacent about pre-flights.
NOSE WHEEL
1. Check the tyre for wear and cuts also for proper inflation.
2. Check foot throttle and foot brake assemblies for freedom of mo ement and cable wear.
3. Check axle nut for security.
4. Check if mudguard is secure.
5. Check proper installation of pin and safety ring at the base of the airfoil upright.
6. Check shock absorbers.
7. Check brake
SEAT
1. Check front and rear seat belts for security and also check mechanism.
2. Check all seat attachment straps for security, wear and proper placement.
3. Check front seat attachment clamps for security and wear.
4. Check security of all nuts and bolts.
5. Check hand throttle for friction and cable wear
6. Check choke le er for friction and cable wear.
REAR WHEELS AND UNDERCARRIAGE
1. Check the wheel nuts for security.
2. Check tyres for proper inflation, wear and tear.
3. Check all cables – those attached to the axles as well as the bolt.
4. Check main axle tubes.
5. Check mudguards for security and freedom of tyre mo ement.

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PYLON
1. Check the general condition of the pylon, look for cracks and elongation of hole.
2. Check the front support attachment pin and ring.
3. Check for free mo ement of hang point assembly and elongation of hangbolt hole.
4. Check hinge point area for security, wear and tear – Brackets, bolts, locking bolt etc.
5. Check that the safety cable between the pylon and the keel goes around the wing keel twice
and is in front of the wing hangblock. It must pass underneath the crossbar tensioning
cables.
WING
1. Check front of nose batten is correctly located.
2. Open the inspection zips and check that bolts and cables are secure.
3. Run your hands down the leading edges to check for dents or irregularities.
4. Check all cables for fraying and kinks.
5. Check fixed washout tubes on wing tips are correctly located.
6. Check all luff lines are secure and kingpost is in place (Does not apply to Top Lass)
7. Check sprog tube & cable is correctly positioned with elcro secure (Top Lass only)
8. Check all batten bungee cords are in place and not worn.
9. Check crossbar tensioning rope is secure in pocket. (Does not apply to Top Lass)
10. Check struts for straightness and security (Top Lass only)
11. Open surface Velcro and check crossbar hinge point and cable attachment point.
12. Check the trapeze tubes, corner fittings, attachment point and all brackets, bolts
13. and nuts.
Check that the control bar and downtubes of the trapeze are perfectly straight.
14. Check the hang point, safety cable and trapeze top joint are secure.
On the Aquilla II wing check the spreader bar restraining strap is securely elcroed in place.
This holds the spreader bar down in front of the trapeze bracket.
15. Check sail for damage.

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582 ROTAX ENGINE
1. Check the engine bolts and rubbers for security and wear.
2. Check engine mount cradle as well as bolts and nuts.
3. Check fuel system. From tank to filter to carburettor. Check all tubes for wear, leaks and
to make sure they are secure.
4. Check tank for water and contamination. Do not rel on filters.
5. Check fuel al e and breather are clear and open.
6. Check the complete electrical system, loose connections, worn wires and loose spark
plugs.
7. Systematically check and feel all bolts and nuts for security and corrosion.
8. Check the propeller for general condition, dents and dings, also ensure all 6 propeller
bolts are properly secured with lock nuts.
9. Check the complete exhaust system, attachment bolts, springs, exhaust gaskets
(for leaks) and make sure springs are wired.
10. Check carburettors are secure by mo ing them up and down on their mounting rubbers.
Check carburettor rubbers for perishing and cracks.
11. Check radiator and all the mounting points, also check hoses for security, wear and tear.
NOW YOU ARE READY TO GO!!
But first do our Operation Check List
ENGINE START
-Before allowing your passenger into the rear seat it is ad isable to first warm up the
engine. Look around to ensure there are no onlookers, children, animals near to the
propeller.
-Chock the rear and front wheels.
-Apply full choke.
-Make sure the throttle is properly closed.
-Switch both ignition switches on
-Loudly shout “prop clear”
-Turn the ignition key.
-Close the choke as the throttle is gently opened.
-Check the operation of both ignition switches. At 3000rpm the engine should not loose
more than 300rpm when one ignition is switched off.
-Warm the engine up for until the oil temperature is at least 50 degree celsius.

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BEFORE TAKE OFF
-Check that the passenger is securely strapped in and that he has no loose items that
could fly into the propeller during flight. Ensure that his intercom, helmet and goggles
are secure.
-Start the engine, let the aircraft mo e slowly forward and then check the brake.
-Taxi the aircraft to a safe operating area.
-Check the full and free mo ement of the uni ersal joint between the trike and the wing
by mo ing the wing backwards and forwards and from side to side.
-Check that the seat belts are securely fastened, including the back seat belt if there is no
passenger.
-Ensure that the saddle bags are closed and that there are no other loose objects that
may fall into the propeller.
-Do not mo e onto the runway until the engine has been running for at least 2 minutes
and is warm. Do a full power engine check for at least 10 seconds. Before doing the
power check look at what is behind the Aquilla so that something is not damaged or
blown away by the prop blast. Check in which direction the dust from the prop blast will
tra el.
-Check that the approaches to the runway are clear and that there is no traffic on final
approach.
-Check wind direction and strength.
-Check that the altimeter and other instruments are set correctly.
-Again check the two ignition circuits by switching one off at a time.
-Check you ha e sufficient fuel.
TAKE OFF
-Re-check the wind direction
-Re the engine slowly up to full power against the brake and back down to idle.
-Release the brake and re the engine slowly up to full power for take off.
-Keep the nose pointed straight down the runway by steering the nose wheel.
-From the beginning of the take-off run, hold the control bar approximately 90% of the
way out i.e. about 8cm from the forward airfoil tube stop. This will ensure that the
aircraft becomes airborne at about 50 km/h. Once airborne let the control bar mo e
back to the neutral position and the Aquilla will climb out at approximately 70km/h. Do
not climb too steeply.
-When all obstacles ha e been cleared, reduce the throttle setting as required.

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CONTROLLING YOUR TRIKE
TAXIING
Once familiar with all the controls, your instructor will require that you become totally at home
with the nose wheel fork, brake and throttle controls for ground handling. The footrests are
attached directly to the nose wheel fork unit and the steering is thus similar to that of a
tricycle. The wheel follows the mo ement of your feet, i.e. the right foot forward for a left turn
and ice- ersa. You need to be competent with the ground handling, as it is ery important
during the take off and landing roll.
FLIGHT CONTROLS
The trike unit is attached to the wing by means of a uni ersal joint, which is free to pi ot in two
planes. The longitudinal mo ement (fore and aft) of the trike is used to control the Aquilla in
the pitching plane, and lateral mo ement for controlling the rolling plane. To be more specific,
by mo ing the wing control bar backwards the Aquilla’s nose is towards you. By pushing the
control bar away from you, the angle of attack increases with increased drag, resulting in a
decrease in airspeed.
Roll control is accomplished in a ery similar fashion. To roll to the right is achie ed by pushing
the control bar o er to the left. When the required angle of bank has been established, the
wing must be centralised by mo ing the control bar back to the middle or neutral position.
EMERGENCY PROCEDURES
ENGINE STOPS, LOSES POWER OR RUNS ROUGHLY
1. Don’t panic
2. Check terrain below for the best flat field or road.
3. Check for obstacles especially power lines.
4. Check wind direction.
5. Approach with a little more speed than usual.
6. Practice these landings o er a large airfield regularly.
YOU GET CAUGHT IN A CLOUD
1. Don’t panic
2. Keep bar centralized and in neutral pitch
3. If there are any high obstacles around, climb.
4. If you ha e a compass or GPS use them to keep on a straight heading.
5. Your options are either to climb through and pop out abo e or find a clear area and
descend. These Trikes ha e flown o er 30 minutes in cloud on many occasions so keep
your head and you’ll be fine. But ne er oluntarily go into cloud.

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FLYING SAFELY
In the pre ious pages of this manual there seem to ha e been many “dire warnings” but in the
interests of your safety and because we really want to encourage fun safe flying we are
including a few more tips on how to keep flying for a long, long time.
In particular we would like to highlight what has pro en to be one of the most dangerous
acrobatic manoeu res:~
The Whipstall is defined as a stall break induced from an angle abo e 30 degrees. At the stall
break the wing will pitch down sharply and accelerate rapidly. The steeper the entry into this
break, the steeper the subsequent di e. A high whipstall where airspeed decays significantly
can lead to an irreco erable situation. If the wing loses all airspeed at a high angle of attack, the
nose drops sharply and it accelerates forward. It can easily fly around the mass of the Trike unit
and occupants completel inverting the aircraft. If a whipstall is entered into by accident or
careless piloting, under no circumstances must the control bar be pulled back at the break or
immediately after the nose pitch – down reco ery has begun. Action of this kind ma turn a
survivable whipstall into a non survivable one. The correct approach is to hold the bar out past
the neutral position until the airspeed has built up, holding off the back pressure caused by the
nose rotating downward. Be ready for a ery high forward pressure as the airspeed goes up
and the wing starts to reco er. There is a chance of a second and steeper whipstall being
entered at the reco ery of the first.
One way to pre ent a second whipstall is to bank the aircraft as the speed starts to rapidly
decay after initial reco ery. This will put you into a high-speed turn from which you should be
able to reco er normal flight.
Operating aircraft at or beyond the limits of the flight en elope has se ere limitations. It can
lead to loss of pilot control due to control error. (Trike inertia forces beyond the ability of the
pilot to counteract) or a host of other unknowns. As the design speeds of microlights increase,
so it is easier to fly outside the limits of the microlight. There is no reason why they should e er
be reached in safe and normal flight. To sum up: Unacceptable steep angles of attack after
shoot-ups or similar flight manoeu res result in whipstalls and subsequent in ersion of the
aircraft with resultant loss of flight control and possible structural failure.

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MAINTENANCE MANUAL
RUNNING IN YOUR 582 ENGINE
It is ad isable to run in your engine for at least one hour, a oid long climb outs at full power
and long periods of idling which will cause high temperatures. Circuit work is best for the
engine
at this time as you are running at arious power settings.
JETTING
At sea le el your Aquilla 582 will run best on standard main jet. If you are operating at higher
altitudes +-3 000 ft, then it is ad isable to use the Rotax chart for selecting jet size.
FUEL
Use regular or premium unleaded car fuel. A gas can be used.
OIL MIX RATIOS
Use a good quality two-stroke oil, the type recommended for high performance engines, and
mix 50:1 if not fitted with a separate oil feed. Be aware that synthetic and mineral oils do not
mix.
The gearbox oil we use is SAE 140.
SPARK PLUGS
We recommend NGK spark plugs – they are supplied as standard equipment by Rotax. Check
your engine manual for the grade of plug used for your engine.
FUEL FILTERS
Use diesel engine types. They ha e a nylon mesh filter element instead of a paper filter.
Check regularly – Dirt filters cause engine outs.
AIR FILTERS
Air filters can be washed with a mild detergent.