t67manual.pdf

November 2004

INSERT

Page 1 of 3 Page 2 of 3 Page 3 of 3

Temporary Amendment No 10 to

TP T67M200lFM

FIREFLY T67M200 PILOT'S NOTES

INSERTION OF LEAVES

- facing page P D-I (Supplement O) - facing page P D-2 (Supplement D) - facing page P D-3 (Supplement D)

TEMPORARY AMENDMENT RECORD SHEET

Record the incorporation of this temporary amendment leaflet

THIS INSTRUCTION SHEET

Complete the deta~ls below and return this complete sheet to Slingsby Aviation Ltd Technical Publications Department

I acknowledge receipt of Temporary Amendment No 10 to T67M200IFM

z g 0 7 . 2 o d Company: GrAii h &mn~cuyt! cd! , , f ? S f ~ . < ;di!dn Date: . ... .. . . . , . , ,, .. .... .. ... , , ,

PILOTS NOTES FIREFLY T67M200

PILOTS NOTES rncorporatlng the CAA approved fl~ght manual

Registration : TC-CBA

Constructors No. 2030

CAA Approved D a t e : A u & t 1985 I TP . T67M200lFM

FIREFLY T67M200

Copyr ight c 1985 S l i n g s b y A v i a t i o n PLC.

F i r s t pub l i shed i n Great B r i t a i n by S l i ngsby A v i a t i o n PLC 1985

Publ ished & p r i n t e d i n Great B r i t a i n by S l i ngsby A v i a t i o n P ic . I) . . $

A l l . r i g h t s reserved. No p a r t a f t h i s . , ~ u b l i c a t i o n may be reproduced, s to red i n . a r e t r i e v a l system, . o r t r a n s m i t t e d i n any form o r by any means, e l e c t r o n i c , mechanical, photocopying, r e c o r d i n g or otherwise, w i t h o u t t h e pri'or permiss ion o f t h e pub l i she rs . ,

..

Noth ing i n t h i s Manual must be - t a k ~ n as superseding t h e L e g i s l a t i on, Rules Regulat ions, Procedures and I n f o r m a t i o n conta ined i n t h e A i r Nav iga t ion Order, t h e A i r N a v i g a t i o n (General) Regula t ions, Rules o f t h e A i r and A i r T r a f f i c Con t ro l Regulat ions, t h e UK A i r P i l o t , NOTAMS or ae ronau t i ca l I n f o r m a t i o n C i r c u l a r s .

CAA Approved August 1985

TP .T67M200/FM

AVlATlCN PLC


?ILOTS NOTES - SLINGSBY FIREFLY T67M200

CO?(IEi~TS

S e c t i o n 0 k e ,

........................................................ T i t l e Page 0-1 Contents .......................................................... 0-3 Notes t o Readers ................................................. 0-5 .................................... Index and Record o f Amendments 0-9 .............................................. Amendment H i g h l i g h t s 9-11 ................................... L i s t o f Associ a ted P u b l i c a t i o n s 0-13

Sec t ion 1 Leading P a r t i c u l a r s ana Dimensions

Sec t ion 2 L i m i t a t i o n s and P lacards

Sec t ion 3 N o r r a l Procedures

S e c t i o n 4 Emergency Procedures

S e c t i o n 5 Performance and F l i g h t P lann ing

S e c t i o n 6 Systems Layout, D e s c r i p t i o n and Use

S e c t i o n i Handl ing

S e c t i o n 8 Cen t re o f G r a v i t y Computer and I l l u s t r a t i o n s

S e c t i o n 9 Suppl enents


TP .TSiMZOO/FM 1 1


INTENTIONALLY BLANK


NOTICE TO READERS

I n t r o d u c t i o n

> 1. This manual i s produced by Sl ingsby Av ia t i on L t d and incorporates t h e CAA approved f l i g h t manual; i t combines a l l a i r f rame, engine, p rope l l e r , systems and handl ing i n fo rma t ion necessary f o r t h e opera t ion o f t h e F i r e f l y . The more d e t a i l e d i n fo rma t ion necessary f o r t h e maintenance o f t h e a i r c r a f t i s contained i n t h e re levan t maker's pub l i ca t i ons l i s t e d on Page 0-13. Sect ions 1 t o 4, p a r t s o f Sect ions 5 and 8 p lus any CAA Supplements form t h e F l i g h t Manual and c a r r y CAA approval . Pages i n Sect ions 5 and 8 which are no t sub jec t t o CAA approval have t h e words CAA Approved omit ted from the page references.

Statement o f I n i t i a l C e r t i f i c a t i o n

2. This manual complies w i t h FAR 23 and B r i t i s h C i v i l A i rwor th iness , Requirements where requi red. -.

Signed

Date .......... .1. ,%.?be.. ... CAA Approval No DAI 2243/46

A u t h o r i t y o f t h i s Manual

This manual forms p a r t o f t h e UK CAA documentation f o r t h e a i r c r a f t shown be1 ow and incorporates the CAA approved A i r c r a f t F l i g h t Manual a t Sect ion 1 t o 4, p a r t s o f 5 and 8 p lus any CAA Supplements: the l i m i t a t i o n s l i s t e d i n Sect ion 2 must be observed as must any f u r t h e r l i m i t a t i o n s i n t h e CAA Supplements a t t h e end o f the manual.

Check L i s t s

4. The l i m i t a t i o n s , checks and emergencies are l a i d ou t i n S e c i i o n j 2, 3 and 4; those t o which reference might be requ i red du r ing a i r c r a f t opera t ion a r e a l s o l a i d out i n t h e F l i g h t Reference Cards.

6

CAA ro roved A p r i l 1998 A8 TP .T67M200/FM

J{SL,NGSLIY A\lIArIoN LTn


Amendments

5. The amendment service consists of Permanent Amendments and Amendment Highlights (obtainable from Slingsby Aviation PLC) as fol 1 ows :

a) Amendments will be issued as necessary and will be consecutively numbered. They will be issued as replacement sheets where practicable and will have the amendment l i s t number and date presented on i t . Where amendments contain s ignif icant additions o r a i t e r a t i ons t o the t ex t , these will be marked > .... < and where text has been removed will be marked < > .

b) Amendment Highlights Where amendments contain s ign i f ican t changes t o operating information t h i s will be summarised on an Amendments Highlight sheet which will come with the amendment. A complete new Amendments Highlight sheet will be issued with each amendment l i s t and the previous 2 permanent Amendments Lis ts highlights will be retained on i t .

Adherence t o Procedures

6. The procedures outlined in t h i s manual form the basis of good operating procedures b u t consideration of airmanship may, on occasions, d i c t a t e other courses of action.

Convention in t he Text

7 . When numbers appear in brackets in the tex t they r e f e r t o the key in the fold-out i l l u s t r a t i ons in Section 8.

8. When reference i s made t o l e f t and r igh t , fore and a f t , o r clockwise and anti-clockwise, these directions a re invariably intended t o represent directions as seen by a p i lo t correct ly seated in the a i r c r a f t .

9. All gauged o r measured quanti t ies quoted in the tex t a re indicated values unless otherwise stated.

10. Warnings a re inserted in the text only when they contain information of par t i cu la r safety significance which might not be evident t o an operator unfamiliar with the a i r c r a f t type and design.

11. Each page of t h i s manual bears a section and page number, a document number and a date of issue. The pages of any part of the manual can be checked by referring t o the l i s t of contents fo r each chapter which l i s t s the f i r s t and l a s t e f fec t ive page f o r each chapter and section.

P. .O-6 CAA Approved


Supplements

12 Where d i f f e r e n t op t ions e x i s t f o r t h e f i t t i n g o r where a d d i t i o n a l or rcod i f ied equipment may be f i t t e d , no standard chapter can be inco rpora ted i n t h e manual. I n i o r m a t i on on a l l v a r i able-standard or, non-standard equipment i s thus issued i n dn a p p r o p r i a t e supplement; t h i s i s t o be inco rpora ted i n Sec t ion 9 of t h i s manual and i t s i n c l u s i o n recorded i n t h e supplement r e c o r d a t t h e beg inn ing o f Sec t ion 9.


TP .T67M200/FM

- PILOTS NOTES

FIREFLY T67M200

INTENTIONALLY BLANK

.~ - CAA Approved

August 1985 TP .T67M200/FM


INDEX AND RECORD OFAENDMENTS ZSSUED BY THE CONSTRUCTOR -

Amendments

Amendment Date Date S i g n a t u r e L. i s t No: Issued I n c o r p o r a t e d

1 - R.iarr!% \4Y? Dewnbi~ I9M &M i x T E . k

2 .. . . ~~-.'> s E k ~ i b ~ i Y a f D c . u ~ ~ O ~ ~ I S M Pkfl izcfi,~ i~u'k,

3 '> D K S i M/W (33'8

4 -3 pJwed 'Fr

P .O-9 CAA Approved

August 1985 TP .T67M200/FM


I NTENTI0NALL.Y BLANK


TP . T67M200/FM

PILOTS NOTES FIREFLY T67MZOU

RECORD OF TEMPRORARY AMENDMENT LEAFLETS (TAL)

/ TAL CONTENT DATE DATE ISSUED INCORPORATED

P 0-1 0A CAA Approved April 1998 A8

TP T67M200lFM

PILOTS NOTES FIREFLY T'67M200

INTENTIONALLY BLANK

P 0-106 CAA Approved

April 1998 A8 TP T67M200iFM

d < ~ ' , N m A\lIATION LTO


AMENDMENT HIGHLIGHTS

A comp le te new sheet w i l l be i s s u e d w i t h each amendment l i s t ; t h e p r e v i o u s 2 permanent amendment l i s t s w i l l be r e t a i n e d .

Amendment L i s t No:

S u b j e c t Pages (s )

8 M i n o r t e x t c o r r e c t i o n Record o f Temporary Amendment i e a f i e t s ( T A L ~ Amendment H i g h l i g h t s New Pages (Check l i s t ) New f i g u r e Minor t e x t change Mod 458 and 468 i n f o r m a t i o n added Mod 129 and 822 i n f o r m a t i o n added Amended page numbers

M i n o r t e x t change Mod 656 and 7576 i n f o r m a t i o n added M i n o r t e x t changes M i n o r t e x t changes M i n o r t e x t changes Mod 656 i n f o r m a t i o n added Mod 7578 i n f o r m a t i o n added Mod 129 and 810 i n f o r m a t i o n added M i n o r l a y o u t change Paragraph 3.7.3 added

M i n o r t e x t changes M i n o r t e x t changes Mod 312 i n f o r m a t i o n added M inor t e x t changes Paragraph 3.7.3 added M i n o r t e x t changes Paragraph 4 1 3 added

Paragraph 4 1.3 added M i n o r t e x t c o r r e c t i o n AS: p o s i t i o n e i i o i j up-dated C o r r e c t i o n t o t a b l e s

0-11 ( t h i s page) 0-15 & 0-16 1-1 1.-2 1.-3 1 -4 S e c t i o n 2 c o n t e n t s 2-2 2-4 2-5 2.-6

2-8 2-9 S e c t i o n 3 c o n t e n t s 3 - 1 3 -5 3 - 8 3 -9 t o 3 - 1 1 3-12 3-13 & 3-14 S e c t i o n 4 c o n t e n t s 4- 1

by the United Kingdom Civil Aviation Authority

. -qg Date.: ..................

. P..O.-11 CAA Approved

A p r i 1 1998 A8 TP .,T67M200/FM

-'{S~,KSW A\'iATION LTO


AMENDMENT HIGHLIGHTS (Con't.)

Amendment Sub jec t L i s t No..

8

M inor t e x t change C o r r e c t i o n t o page i e i Amend page numbers

Minor t e x t change Mod 300 and 336 Fuel s e l e c t o r c o n t r o l l a b e l s added Minor t e x t change New f u e l system diagram Minor t e x t change Minor l a y o u t change Mod 656 i n f o r m a t i o n added Minor t e x t change Minor t e x t changes Mod 656 i n f o r m a t i o n added Minor t e x t change Minor t e x t change Page re fe rence c o r r e c t i o n

NOTE

Th i s amendment de le tes TAL's 4, 5 and 6

Page (s) -.

5-40 and 5-5 7 A ^ r l r l 5 - 1 L U ;)-LC

S e c t i o n 6 con ten t s 6-7 and 6-8

6-8A and 6-8B 6-9 and 6-10 6.-11 6-14 6-160 6-28 6-35 and 6-36 7-3 . .

7-4 7-5 and 7-6 7-12 and 7-13 8-516 t o 8-9/10

P.0-12 CAA Approved

A p r i l 1998 A8 TP .T67M200/FM

~{SLPHGSGY AV~ATICN PLC


LIST OF ASSOCIATED PUBLICATIONS

> ENGINE - AVCO LYCCMING AEIO-360 Ser ies Opera t ion Manual.

PROPELLER - PROPELLERWERK HOFFMANN HO-V123 I n s t r u c t i o n Manual

RADIOS .- Cmrnun ica t ions ) ) Handbooks r .e levant t o make

N a v i g a t i o n >

CAA Approved March 1997 A1 TPaT67M200/FM


CHECKLIST 7 Number of pages is 133 (plus relevant supplements and temporary amendments) consisting of the following :

Page No

0-1 to 0-4 August 1985 0-5 7 April 1998

CAA Approved A p r i l 1998 A8 TP .T67MZOO/FM

Amdt No

0-6 to 0- 10 0-10A to 0-12 0-13 0-14 0-1 5 and 0-1 6 Section I - Contents 1-1 to 1-4 Section 2 - Contents 2-1 2-2 2-3 2-4 to 2-9 2-1 0 Section 3 .- Contents to 3-1 3-2 to 3.-4 3-5 3-6 3-7 to 3-74 Section 4 - Contents to 4-8 Section 5 .- Contents 5-1 5-2 5-3 5-4 5-4A 5-4B 5-5 5-6 ' 5.-7 to 5-12 Section 6 - Contents Contents (continued) to 6-1 6.2 6-3 6-4 and 6-5 6-6 6-7 to 6- 1 1 6-12 and 6-1 3 6-14 6- 15 to 6-1 6A 6-16B I

I

' August 1985 April 1998 March 1987 August 1985 April 1988 July 1988 April 1988 April 1998 March 1987 April 1998 April 1998 April 1998 March 1988 April 1998 September 1987 April 1998 December '1988 April 1998 April 1998 April 1988

I April 1998 April 1990 April 1998 April 1990 April 1990 April 1998 April 1998 December 1988 April 1998 April 1998 August 1985 September 1987 July 1988 August 1985 March 1988 August 1998 March 1988 August 1998 August 1990 August ,1998

8 - 8 1

8 5 8 8 1 8 7 8 4 8 2 8 6 8 8 7 8

8 7 7 8 8 6 8 8

6-1 7 / March 1987

-==.-:- -==- 1-


Page No d- 6-18 and 6-18A 6-1 9 and 6-20 6-2 1 6.-22 6-23 to 6-23 6-26 6-27 6-28 (5.29 and 6-30 6-31 6-32 and 6.33 6-34 6--35 and 6-36 637 and 6-38 Section 7 -. Contents to 7-2 '7-3 to 7-6 7-7 and 7-8 7-9 7-10 to 7-1 1 '7-12 and 7-13 7-.I4 Section 8 -, Contents 8-1 I2 and 8-3 8-4 8-516 to 8-911 0

March 1988 December 1988 August 1985 March 1988 August 1985 March 1988 August 1990 Augusi I985 March 1988 March 1988 March 1988 March 1988 April 1998 Aug~~s t 1985 August 1985 April 1998 August 1985 August 1985 August 1985 April 1998 August 1985 March 1988 April 1990 August 1985 April 1998

P.0-16 CAA Approved

April 1998 A8 TP T67M200/FM


SECTION 1 LEADING PARTICULARS AND DIMENSIONS --

CONTENTS

> 1.1 '3 View P l a n w i t h p a i n t r e s t r i c t i o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 <

1 . . 2 Dimensions and Leading P a r t i c u l a r s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

L a s t e f f e c t i v e page i s P . l -4

CAA Approved J u l y 1988 A5

TP ..T67M200/FM

PILOTS NOTES F1REFL.Y T67M200

INTENTIONALLY BLANK

CAA Approved A u g u s t 1985

Tp . T67M200/FM


> 1.1 3 VIEW PLAN WITH PAINT RESTRICTIONS

All Dimensions in Metres

KEY TO COLOUR RESTRICTIONS

Unrestricted I Only colours approved by the manufacturer

(Lighter colours and shades are preferable to dark ones)

CAA Approved April 1998 A8 TP .T67M200 /FM

PILOTS NOTES FIREFLY 1'67M200

1.2 DIMENSIONS AND LEADING PARTICULARS

O v e r a l l Dimensions

Wing span ....................................................................................... 10.60m

Overa l 1 1 ength ........................................................................... 7,, ,323111

O v e r a l l h e i g h t ......................................... . = . : - . . ........................ ?,,?5m

S u r f a c e a rea ............................................................................. 12.60m2

D i h e d r a l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3"304

P r o f i l e and i n c i d e n c e a t t h e wing r o o t NACA 23 015 ......................... 3"

P r o f i l e and i n c i d e n c e a t t h e t i p NACA 23 013 ................................ 0°20'

A i 1 e r o n

S u r f a c e a r e a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,52m2 each

Movements (Pre Mod 392) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . u P 16" +lo Down 12.25' +lo

> (Post Mod 392) . .............................................. ,UP 14" +lo Down 11-75" + l o

Mass ba lance (Pre Mod 276) . . . . . . . . . . . . Balanced t o 43 kg mm + 5 k g mm ( T r a i 1 i n g Edge Down)

(Post Mod 276) ................ Balanced t o 77 kg mm + 5 k g mm ( T r a i l i n g Edge Down) <

Flap

T o t a l s u r f a c e area ......................................................................... 1 . 74m 2

D e f l e c t i o n s ............................... T a k e o f f ( P o s i t i o n 1) 18" +lo-Z0down Land ing ( P o s i t i o n 2) 40" +lo-3"down

P..1-2 CAA Approved

A p r i 1 1998 A8 TP .T67M200/FM

PILOTS NOTES FIREFLY T67MZ00

Tai lp l ane

Fixed surface area ....................................................... 1.65m2

.......................... Incidence t o fuselage reference . . . . . . . . . . . . 4 + 1"

2 Elevator surface area ................................................... .0.99m

Movements ............................................................. u P 2O0*2" Down 2Z0+3"-0"

Trim tab movements ........................................ Up & Down 24"+b0-2"

Elevator mass balance ......................................... 100% +5% -0%

Fin

Surface area ................................................................... 0 .80mZ

Rudder

2 Surface area .................................................................. 0.81111

> Rudder movements (Pre Mod 458) ................... Each s ide 30°t2" (Post Mod 458) ....................... Each s ide 30"+1° c

Undercarri aqe

Tricycle Type

Forward shock absorber oleo-pneumatic pressure 7 bar (100 ps i )

Mainwheel shock absorber oleo-pneumatic pressure 5 . 5 bar (80 ps i )

Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,.44m

Wheel Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,495111

Front Tyre ............................... .5.00 - 5 pressure '3..5 bar (50 p s i )

> Rear Tyre ...... ..6.00 - 6 pressure 1.7 bar (25 psi ) (Pre Mod 468) pressure 2.4 bar (35 p s i ) (Post Mod 468) c

P . l - 3 CAA Approved

Aoril 1998 A8


Wheel Brakes

Mainwheels on l y . Cleveland d i s c brakes w i t h d u p l i c a t e t o e brakes and w i t h pa rk i ng brake.

P ropu l s i on U n i t

Engine ..................................................... Lycoming AEIO-360-A1E

Engine r a t i n g s ...................................................... 200 bhp a t 2700 rpm

Fuel ......... .AVGAS 100LL. Tank capac i t y 2 x 17.75 Imp Gal (80.7 1 i t r e s ) Useable f u e l 2 x 1 7 . 3 1 Imp Gal (78.7 l i t r ' e s )

O i l .......................................................................... MIL Spec. L-22851

Grade SAE 15W-50 o r 20W-50 A l l Temperatures SAE 60 Above 27OC SAE 40 o r 50 Above 15.5"C . . . . . . . . .

SAE 40 SAE 40 o r .30

from -1°C t o 32°C from -18°C t o 21°C

SAE 20 Below -12°C

S t r a i g h t m inera l o i l f o r f i r s t 50 h r s then ashless d i spe rsan t grade may be used.

An a l t e r n a t i v e warm a i r supp ly a u t o m a t i c a l l y opens i f t he engine a i r i n t a k e becomes b locked.

P r o p e l l e r (Post Mod 333) ..................... Hoffmann HO-V123K-V/180 DT (Pre Mod 333) ............................... Hoffmann HO-V123K-V/180R

z (Post Mod 822) ............................. Hoffmann HO-V123K-KV/180DT <

Cockp i t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 seats s i d e by s i d e

> Canopy (Pre Mod 129) .................................. One p iece canopy h i n g i n g upwards and rearward

(Post Mod 129) ................................... F ixed windscreen w i t h canopy h i n g i n g upwards and rearward c

Luggage .............................................................................. 30 kg (66 l b s )

P .. 1-4 CAA Approved

A p r i l 1998 A8 TP .T67M200/FM

<<SUW~~~ A\. IATION LTO y


SECTION 2 LIMITATIONS AND PLACARDS

CONTENTS

& ..

2 .. 1 Class and Category o f C e r t i f i c a t i o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 -1

2 . .2 Minimum Crew ..................................................................................... 2-1

2 . 3 Maximum Occupants ............................................................................... 2 - 1

2.4 Engine L i m i t a t i o n s ................................................................ 2-2

2.5 A i r f r a m e L i m i t a t i o n s ....................................................................... 2-3

2.5.1 Cen t re o f G r a v i t y Measurement and L i m i t a t i o n s . . . . . . . . . . . . . . . . . . . . 2-3 2.5.2 Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 2.5 .. 3 Weights f o r Takeo f f and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 2.5.4 L i m i t i n g Speeds (IAS) ........................................................... 2-3 2 . 5 .. 5 L i m i t a t i o n s f o r A e r o b a t i c s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 2 ..5.. 6 F l i g h t i n I c i n g C o n d i t i o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 2.5.7 F l i g h t i n I M C or a t N i g h t . .................................................. 2-5 2 . 5 . 8 L i m i t a t i o n s f o r I n v e r t e d F l i g h t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2.6 P l a c a r d s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2 . .6 .. 1 Ins t rument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 2 . 6 . 2 Labe ls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

> 2 .. 7 O p e r a t i o n a l L i m i t a t i o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

2 ..7.. 1 Maximum Opera t ing A1 t i t u d e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 2 ..7.. 2 Maximum Takeo f f and Land ing A l t i t u d e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 <

2 .. 7 . 3 O p e r a t i n g Temperatures ...................................................... 2-9

2 .. 8 P a i n t F i n i s h .................................................................. 2-9

L a s t e f f e c t i v e page i s P 2 - 9

CAA Approved A p r i l 1998 A8 TP . T67M2001FM


INTENTIONALLY BLANK


~ p . T67M200/FM

AVIATION PLC


2.1 CLASS AND CATEGORY OF CERTIFICATION

F o r t h e purpose o f t h e F i r s t Schedule o f t h e A i r N a v i g a t i o n Order, t h i s a i r c r a f t i s c l a s s i f i e d as an Aeroplane .. ( l a n d p l a n e ) .

The S l i n g s b y T67M200 type o f a i r c r a f t i s e l i g i b l e f o r c e r t i f i c a t i o n i n t h e U n i t e d Kingdom i n t h e T ranspor t Category (Passenger ). T h i s aerop lane may, however, be r e s t r i c t e d t o another ca tegory and a p a r t i c u l a r use and t h i s w i l l be s t a t e d on t h e C e r t i f i c a t e o f A i r w o r t h i n e s s .

> When f l o w n f o r p u b l i c t r a n s p o r t , compl iance w i t h per formance Group E o f t h e < A i r N a v i g a t i o n (General) R e g u l a t i o n s must be e s t a b l i s h e d u s i n g t h e o p e r a t i n g techn iques and parameters l a i d down i n t h e f l i g h t manual.

The S l i n g s b y T67M200 t y p e o f a i r c r a f t has been c e r t i f i e d b y t h e CAA on t h e b a s i s o f c a n p l i a n c e w i t h U.S. CFR 1 4 p a r t 23 - A i r w o r t h i n e s s Standards: normal, u t i l i t y & a e r o b a t i c c a t e o g r y aeroplanes a t amendments 23 - 27, p l u s s p e c i a l c o n d i t i o n s as d e f i n e d b y t h e CAA.

Speci a1 C o n d i t i o n - Canposi te Mater i a1 C o n s t r u c t i o n . B r i t i s h C i v i l A i r w o r t h i n e s s Requirements as f o l l o w s :

S e c t i o n K L i g h t Aeroplanes, I s s u e 6 - A p r i l 1974, Chapters 2-2 t o 2-5 i n c l u s i v e , as necessary f o r t h e a i r c r a f t t o be c l a s s i f i e d i n Performance Group E. S e c t i o n N Noise, I s s u e 2 - November 1978. S e c t i o n R Radio, I s s u e 4 - A p r i l 1974. C u r r e n t A i r w o r t h i n e s s Not ices. E l e c t r i c a l Power S u p p l i e s f o r A i r c r a f t Rad io Systems.

2.2 MINIMUM CREW

The minimum crew f o r o p e r a t i o n o f t h e a i r c r a f t i s one p i l o t .

2.3 MAXIMUM OCCUPANTS

The t o t a l number o f persons c a r r i e d i n c l u d i n g crew s h a l l n o t exceed two, n o r t h e number of sea ts w h i c h i s approved f o r use d u r i n g t a k e - o f f and 1 and i ng.

2.4 ENGINE LIMITATIONS

RPM -

The maximum eng ine speed i s 2700 RPM. No overspeed i s p e r m i t t e d .

O i l Contents

The maximum o i l sump c a p a c i t y i s 8 US Q u a r t s . The minimum s a f e q u a n t i t y i n t h e sump i s 4 US q u a r t s and a t t h i s l e v e l p r o l o n g e d o p e r a t i o n beyond t h e f o l l o w i n g maximum p i t c h a t t i t u d e s must be avoided:

Nose up .... 30' Nose down.. . . 20° P.2-1

CAA A proved March y987 A1 TP .T~~PI~CO/FM

PILOTS NOTES FIREFLY T67M20O

O i l Pressure on Start-Up

The engine must be shut down i f t h e o i l pressure has no t s t a r t e d t o r i s e w i t h i n 30 seconds o f s t a r t i n g t h e engine..

O i l Pressures Maximum Minimum

Normal Operat ing 6 . 2 bar ( 90-psi) 4.1 bar (60 p s i )

S t a r t and Warm-up 7.0 bar (100 p s i ) 3 . 8 bar (55 p s i )

Id1 i ng - - 1.7 bar (25 p s i )

Man i fo ld Pressure/RPM L i m i t a t i o n

The mani fo ld pressure measured i n inches o f mercury must no t be a l lowed t o exceed t h e RPM measured i n hundreds by more than an increment o f 4, eg a t 2200 RPM t h e man i fo ld pressure must not be al lowed t o exceed 26 inches.

O i l Pressure Dur inq Aerobat ic Manoeuvres

Avoid f l i g h t a t zero ' G ' s t a t e f o r more than 10 seconds as i n these modes t h e o i l system w i l l no t scavenge.

Maqneto Check

Maximum RPM drop when swi tch ing e i t h e r magneto 175 RPM o f f a t 1800 RPM.

Maximum d i f f e r e n c e between l e f t and r i g h t magneto 50 RPM RPM drops a t 1800 RPM,,

Cy l i nde r Head Temperature -

Maximum permiss ib le temperature

For cont inuous operat ion c y l i n d e r head temperatures should be maintained below 446°F (230°C)

O i l Temperatures

Maximum permiss ib le

> Engine o i l temperature should no t be below 60°C dur ing cont inuous operat ion.

The minimum f u e l grade i s 100LL..

Tank capac i ty 2 x 17.75 Imp Gal l (80.7 l i t r e s )

Unuseable f u e l i s 2 x 0.44 Imp Gal l ( 2 l i t r e s ) . ,

P .2 -2 CAA Approved

A p r i l 1998 A8 TP .T67M200/FM

AVIATION LTO


2.6.1 ,Instrument Markinqs

Oil Pressure

Standard e l e c t r i c gauge

Minimum oi 1 pressure Beginning of Red a rc 1.7 bar

Low o i l pressure Ye1 low arc 1.7 t o 4.2 bar

Normal operating range Green a rc 4.2 t o 6.2 bar

High o i l pressure Yellow arc 6.2 t o 7 bar

Maximum oi 1 pressure Beginning of Red a rc 7 bar

Mod 681 d i r ec t reading gauge

Minimum oi 1 pressure 1 s t Red l i ne 25 psi

Low o i l pressure From 1st Red l i n e t o 25 psi t o 55 psi s t a r t Green arc

Normal operating range Green arc 55 psi t o 90 psi

High o i l pressure From end Green a rc t o 90 psi t o 115 psi 2nd Red 1 i ne

Maximum oi 1 pressure 2nd Red 1 i ne 115 psi

'TAL 8/P. 1 of 1 CAA Approved January 2003

T67M200/FM

>{SLINGSBY .7\ AVIATION LTD


Ground Runninq

The maximum CHT o f 26OoC must no t be exceeded du r i ng ground runn ing and ope ra t i on a t f u l l t h r o t t l e should not exceed 3 minutes.

- 2.5 AIRFRAME LIMITATIONS

2.5.1 Centre o f G r a v i t y Measurement and L i m i t a t i o n s

T h e datum f o r measurement o f t h e c e n t r e o f g r a v i t y i s as f o l l ows :

> a) The l e v e l l i n g datum i s achieved by use o f a r i g g i n g board a long t h e t o p o f t h e fuse lage ( r e f T67M200 Maintenance Manual) .

b) The f o r e and a f t datum i s t h e forward face o f t h e bulkhead f i r e w a l l (Frame 1) <

The l i m i t s o f t h e c e n t r e o f g r a v i t y a t MTWA a re as fo l l ows , being measured a f t o f datum:

Pre Mod 358 Post Mod 358

Forward 1 i m i t 82 3mm 823mm

A f t l i m i t 888mm 875mm

NOTE

For l i m i t s a t o ther weights r e f e r t o Sec t ion 8 8.1 and 8..2

2.5.2 Loadinq

a) The maximum number o f occupants

b) The maximum baggage l o a d i n baggage compartment 30 kg (66 l b s )

2.5.3 Weiqhts f o r Take-of f and Landinq

Pre Mod 358

The maximum weight f o r t a k e - o f f and l and ing Cat A 975kg (2150 l b s ) .- - -

Post Mod 358

The maximum weight f o r t a k e - o f f Cat N -.--. 1020 kg (2250 l b s )

NOTE --

> I n cases o f emergency on ly , where landings have t o be c a r r i e d ou t a t AUW's between 2150 and 2250 l b s r e f e r t o Sec t ion 5 Paragraph 5.4 Landing Performance Post Mod 358. <

P.2-3 CAA Approved

Ap r i 1 1998 A8 TP .T67M200/FM


2.5.4 Limitinq Speeds (IASL

VNE Never exceed speed 180 kts

V N O Normal operat ing l i m i t speed 140 kts

VA Manoeuvring speed 140 kts

> Flap l imi t ing speeds Post Mod 656

Takeoff pos i t ion (18") 120 kts Landing pos i t ion (40") 98 kts

Pre Mod 656 Both f l a p pos i t ions 88 kts

2.5.5 Limitat ions for Aerobatics up t o AUW 975 kg (2150 lbs )

Aerobat ic manoeuvres with f l a p s extended a r e not permi t ted .

Tai l S l i d e s and Inverted Spins a r e not permi t ted .

' G ' Limitat ion ( s t r u c t . temp. below 50°C)

Flaps up +6g -39 Flaps down t2g -1g

When s t r u c t u r a l temperature reaches 50°C or more DO NOT car ry out ae roba t i c s : 7 A L i0 2.5 5 e ba4 H nxnd zr 02 zmf

Flaps up + 4 4 g -29 Flaps down t2g -1g

Maximum permissible s t r u c t u r e temperature f o r a e r o b a t i c s i s 50°C

Entry Speeds ( k t s ) (IAS)

Slow S t a l l S t a l l

r o l l t u rn en t ry turn r o t a t e

Loop Roll off t h e top Fl ick r o l l max Spin

, , See Paragraph 3.7

2.5.6 F l iqh t i n Icinq Conditions

> The a i r c r a f t i s not c leared f o r f l i g h t i n t o known i c i n g condi t ions . c

P . 2-4 CAA Approved

April 1998 A8 TP .T67M200/FM


2.5.7 F l i q h t i n IMC o r a t Night

F l i g h t i s permitted in IMC day and fo r night f l i g h t .

For f l i g h t by night o r IFR refer t o t h e Air Navigation Leg i s l a t ion f o r equipment requi red .

2 .5 .8 L imi t a t ions f o r Inverted Fl iqht

When low on fue l only fuel in c o l l e c t o r tank w i l l be a v a i l a b l e .

2.6 PLACARDS

2.6.1 Instrument Markinqs

Oil Temperature

Maximum temperature

Oil P res su re

Ye1 low a r c be1 ow 40°C

Green a r c 40°C t o 1 1 8 O C

Red Line 118°C

> Minimum pressure ~ e g i g n i n g of Red a r c

" - Low o i l pressure - - Ye1 low-arc ..is: S\ " ' $ ., ' L-- Normal operat i$ range , G i e e n a r c

1 Q "- / I

High , o i - ~ ~ ' ~ r e s s u r e Ye1 low a r c

,,/-t6ximum pressure ,~ ginning of Red a r c

Cylinder Head Temperatures

Normal ope ra t ing range Green a r c

High c y l i n d e r head temperature Yellow a r c

Maximum temperature Beginning of Red a r c

Tachometer

Normal opera t ing range

Maximum rpm

1 .7 ba r

1 .7 t o 4.2 bar

4.2 t o 6.2 bar

6.2 t o 7 bar

7 Bar

Green a r c 700 t o 2,700 rpm

Red l i n e 2,700 rpm

P..2-5 CAA Approved

Apri l 1998 A 8 TP .T67M200/FM

<{SLINGSBY AvlnrlON LTo


AS1 Markinqs

VNE Radial red l i n e 180 knots

Cautionary zone Ye1 l o w a r c 140 t o 180 knots

Norma? opera t ing range Green a r c 56 t o 140 knots

Flap sp2ed range (Landing f l a p 40")

Post Mod 656 White a r c 49 t o 98 knots Pre Mod 656 White a rc 49 t o 88 knots <

OAT Gauqe /5&uc+..7d[ / p l ~ e r d k e 3-S?

S t r u c t u r e temperature Maximum

Red l i n e 50°C

P .2-6 CAA Approved



2.6 .2 L a b e l s 7 4 . ~ 40 prg. 2*6.2 ye ~ , G * A & zg .OF 2008

T h e f o l l o w i n g i n f o r m a t i o n i s t o be f u r n i s h e d o n p l a c a r d s w e l l w i t h i n s i g h t o f P i l o t .

-. PRE MOO 3 5 8 <

NO SMOKING

L I M I T A T I O N S

VNE (KTS) ( I A S ) 1 8 0

MANOEUVRING SPEED VA (KTS) ( I A S ) 1 4 0

FLAP OPERATING SPEED (KTS) ( I A S ) 88

MAX TOTAL WEIGHT AUTHORISED (KG) 9 7 5

MAX g LOADS STRUCTURAL TEMPERATURE

BELOW 50°C ABOVE 50°C

FLAPS UP +6g - 3 9 + 4 49 - 2 9

FLAPS DOWN +2g - 1 9 +2g - 1 g

ALT ITUDE LOSS I N A STALL RECOVERY 1 5 0 F T (46m)

F L I G H T I N T O KNOWN OR FORECAST I C I N G CONDITIONS PROHIBITED

AIRCRAFT CERTIF ICATED FOR F L I G H T I N IMC, DAY AND FOR NIGHT F L I G H T

AEROBATIC MANOEUVRES - UP TO A L L UP WEIGHT 9 7 5 K g ( 2 1 5 0 l b s )

MAXIMUM PERMISS IBLE STRUCTURE TEMPERATURE FOR AEROBATICS I S 50°C

ENTRY SPEEDS (KTS) ( I A S )

SLOW ROLL l i 0

STALL TURN ENTRY 110

STALL TURN ROTATE 5 0

LOOP 1 2 0

ROLL OFF THE TOP 1 4 0

F L I C K ROLL MAX 80

S P I N SEE F L I G H T MANUAL

CAA A p p r o v e d A p r i 1 1 9 9 8 A 8 TP .T67M200/FM


> POST MOO 358/PRE MOD 6 5 6 <

NO SMOKING


VNE (KTS) ( I A S )

MANOEUVRING SPEED VA (KTS) ( I A S )

FLAP OPERATING SPEED (KTS) ( I A S )

MAX TOTAL WEIGHT AUTHORISED FOR TAKEOFF (KG)

1 MAX TOTAL WEIGHT AUTHORISED FOR LANDING ( k g ) 9 7 5 1 I MAX LOADS UP TO 9 7 5 KG STRUCTURAL TEMPERATURE

BELOW 50°C ABOVE 50°C I FLAPS UP + 6 g - 3 9 + 4 . . 4 9 - 2 9 FLAPS DOWN + 2 g -1g +2g -1g

ALT ITUDE LOSS I N A STALL RECOVERY 1 5 0 F T (46rn)

F L I G H T I N T O KNOWN OR FORECAST I C I N G CONDITIONS PROHIBITED


MAX LOADS ABOVE 9 7 5 KG % s 'i '-r>L,b\+ ,+ec.-i

FLAPS UP + 3 , 8 g - l . . 6 g FLAPS DOWN + 2 9 - 1 9

AEROBATIC MANOEUVRES - UP TO ALL UP WEIGHT 9 7 5 K g ( 2 1 5 0 lbs)


ENTRY SPEEDS (KTS) ( I A S )

iL~- , 4 9

SLOW ROLL

STALL TURN ENTRY

1 STALL TURN ROTATE 5 0 1 LOOP

ROLL OFF THE TOP

F L I C K ROLL MAX

S P I N

80

SEE F L I G H T MANUAL

ABOVE 9 7 5 KG AEROBATICS PROHIBITED 1 P .2 -7A

CAA A p p r o v e d A p r i 1 1998 A 8 TP .T67M200/FM


POST MOD 656/PRE MOD 7 5 7 8


NO SMOKING

VNE 1 8 0 K I A S

MANOEUVRING SPEED VA 1 4 0 K I A S

FLAP L I M I T I N G SPEEDS

TAKEOFF P O S I T I O N (18") LANDING P O S I T I O N ( 4 0 " )

MAX TOTAL WEIGHT AUTHORISED (TAKE OFF) MAX TOTAL WEIGHT AUTHORISED (LANDING)

MAX LOADS UP TO 9 7 5 K g

1 2 0 K I A S 9 8 K I A S

STRUCTURAL TEMPERATURE BELOW 50°C ABOVE 50°C

FLAPS UP + 6 g - 3 9 + 4 . . 4 g - 2 9 FLAPS DOWN i . 2 9 - 1 g +2g -1g

MAX LOADS ABOVE 9 7 5 K g

FLAPS UP + 3 . 8 g -1 6 g +3 .8g - 1 . 6 9 FLAPS DOWN + 2 9 - 1 g + 2 g -1g


F L I G H T I N T O KNOWN OR FORECAST I C I N G CONDITIONS PROHIB ITED

AIRCRAFT CERTIF ICATED FOR F L I G H T I N IMC, DAY AND FOR NIGHT FLIGHT

AEROBATIC MANOEUVRES - UP TO ALL UP WEIGHT 9 7 5 K g ( 2 1 5 0 l b s )


ENTRY SPEEDS K I A S 110

STALL TURN ENTRY 110

STALL TURN ROTATE

LOOP

ROLL OFF THE TOP 1 4 0



ABOVE 9 7 5 K g AEROBATICS PROHIBITED

P . 2 - 7 B CAA A p p r o v e d

A p r i l 1 9 9 8 A 8 TP .T67M200/FM

- ' { s U ~ ~ ~ ~ ~ ' A\'I&TiON LTD


MANOEUVRING SPEED VA 1 4 0 K I A S



NO SMOKING

VNE 1 8 0 K I A S

TAKEOFF P O S I T I O N ( 1 8 O ) LANDING P O S I T I O N ( 4 0 " )

MAX TOTAL WEIGHT AUTHORISED (TAKE OFF) MAX TOTAL WEIGHT AUTHORISED (LANDING)

MAX LOADS UP TO 9 7 5 K g

120 K I A S 98 K I A S

STRUCTURAL TEMPERATURE BELOW 50°C ABOVE 50°C

FLAPS UP +6g - 3 9 +4 .4g - 2 9 FLAPS DOWN +2g - 1 g + 2 g -1g

MAX LOADS ABOVE 9 7 5 K g

FLAPS UP + 3 , 8 g - 1 , . 6 g +3 .8g - 1 . 6 9 FLAPS DOWN +2g - 1 9 + 2 9 -1g


F L I G H T INTO KNOWN I C I N G CONDITIONS PROHIBITED


AEROBATIC MANOEUVRES - UP TO A L L UP WEIGHT 9 7 5 K g ( 2 1 5 0 lbs )


SLOW ROLL

STALL TURN ENTRY

ENTRY SPEEDS K I A S 110

STALL TURN ROTATE 5 0

LOOP

ROLL OFF THE TOP



CAA A p p r o v e d A p r i l 1 9 9 8 A 8 TP .T67M200/FM


2.6.2 Labe ls (con t inued)

N o t i c e above t h e luqqaqe compartment

30 Kg MAX

FOR C OF G AND TOTAL WEIGHT LIMITATIONS

A f t o f t h e r e f u e l l i n q caps - on each w inq upper s u r f a c e

7 8 . 7 L i t r e s 17.31 Imo Gal

Mod 2928 A/C

78.7 L i t r e s 20.77 US G a l l s

P o s t Mod 310B A/C

Fuel t y p e and c o n t e n t s , as above, i n L i t r e s Imp G a l l s and US G a l l s a r e combined on a f u e l

f i l l e r / w i n a i o i n t v i n v l c o v e r i n a

A t t h e f o o t o f t h e f l a p c o n t r o l l e v e r on t h e c e n t r a l f a i r i n q

T a k e o f f Land ing

On t h e t r i m i n d i c a t o r i n f r o n t o f t h e t r i m c o n t r o l

U (Nose Up) N ( N e u t r a l ) D (Nose Down)

On t h e unders ide o f t h e o i l f i l l e r access f l a p

MIL-L-22851 SAE 15W50 OR SAE 20W50

On canopy f rame one each s i d e o f l a t c h mechani* (POST NO0 129)

CANOPY MUST ALWAYS REMAIN CLOSED AND LATCHED DURING FLIGHT

UNLESS EMERGENCY EVACUATION I S INTENDED

Page 2-7D CAA Approved

March 1988 A4 TP .T67M200/FM


2.6 .2 L a b e l s ( con t inued)

Under s i d e o f canopy l a t c h cover (POST MOD 129)

> On r e a r f a c e o f canopy l a t c h cover , one s i d e o f l e v e r (Pos t Mod 129)

On i n s t r u m e n t panel below canopy l o c k i n q l e v e r (Mod 810) ( S i n g l e p i e c e canopy a i r c r a f t )

I IMPORTANT! I I ALWAYSCHECKTHATLATCH IS FULLY ENGAGED I

On t h e t o p o f t h e i n s t r u m e n t panel

I CAUTION I TURN OFF STROBE LIGHT WHEN TAXIING NEAR OTHER AIRCRAFT OR WHEN FLYING I N FOG OR CLOUDS. STANDARD POSITION LIGHTS MUST BE USED FOR ALL NIGHT 1 OPERATIONS

Below f u e l c o n t e n t s qauqes

34.62 IMP GALLS

Mod 2928 A/C

USABLE FUEL 41.6 US GALLS

WITH FLAPS EXTENDED ARE NOT PERMITTED

Page 2-8 CAA Approved

A p r i 1 1998 A8 TP . T67M200/FM

TEMPORARY LIMITATIONS FOR POST MOD 1778 AND 272B AIRCRAFT

2 . 7 OPERATIONAL LIMITATIONS ---- When Mod 177B or 2728 are incorporated the a i r c r a f t must no t be f lown i n t h e v i c i n i t y o f known or fo recas t thunderstorm o r l i g h t n i n g -^+l...i+', ' I L L I Y I L ) r

TAL 2/P.1 o f 1 CAA ~ p p r . o v e d

August 1988 TP ,1'67M200/F'M


2.7.1 Maximum Operat inq A l t i t u d e

The maximum permiss ib le operat ing a l t i t u d e i s 12,000 f t w i thou t oxygen equipment being f i t t e d .

2.7.2 Maximum Takeoff and Landinq A l t i t u d e -. Ine maximum takeo f f and iana ing a lx ixude i s 8000 ft dens i t y a l t i t u d e .

2.7.3 Operat inq Temperatures

Maximum opera t ing temperature i s I S A +23"C.

Minimum opera t ing temperature i s -20°C before w i n t e r i s a t i o n i s requi red. .

(1) For operat ions below OAT -20°C consu l t t h e engine and propel 1 e r handbooks f o r procedure.

(2) There i s no def ined lower l i m i t f o r t h e a i r c r a f t s t ruc tu re . ,

2.8 P A I N T FINISH --

C e r t a i n areas o f the a i r c r a f t have c o l o u r r e s t r i c t i o n s , these are i n d i c a t e d on t h e 3 View Plan (p .1-1) .

The above r e s t r i c t i o n s are t o a s s i s t i n keeping t h e c r i t i c a l areas of ' s t r u c t u r e cool .

Page 2-9 CAA Approved

A p r i l 1998 A8 TP . T67M200/FM


I N T E N T I O N A L L Y BLANK

P a g e 2-10 CAA A p p r o v e d

March 1988 A 4


SECTION 3 NORMAL PROCEDURES

CONTENTS

............ 3.1 Befo re S t a r t i n g t h e Engine ......... ....... . . ............... '3-1

3.1 .. 1 I n i t i a l Check ........................................................ 3-1 3.1.2 Ex te rna l Check .............................................. 3-2

3.2 S t a r t i n g t h e Engine ............................................... 3-5

3 ..2.. 1 P r e - s t a r t Cockp i t Checks ...................................... 3-5 ............ 3.2.2 S t a r t i n g t h e Engine and A f t e r S t a r t Checks 3-7

3 . 3 Taxy ing .............................................................. 3-8

3.4 T e s t i n g t h e Engine ......................................................... 3-8

3 . 5 Pre- take o f f V i t a l Ac t ions ......................................................... 3-9

3.6 Take o f f and Cl imb .............................................................. 3-10

3.7 E rec t Spin Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

3.7.1 Standard Recovery Technique .................................................. 3-11 3.7.2 Non-Standard Recovery ........................................................ 3-12 3.7 .. 3 Aeroba t i cs o r Sp inn ing - Gyro Inst ruments ......................... 3-12 <

3 . 8 P r a c t i c e Forced Landings .................................................. 3-12

3 . 9 R e j o i n Checks ............................................................................ 3-12

> 3 .. 10 L.anding Checks and Speeds ...................................................... 3 - 1 3

3 .. lo.. 1 Downwind Checks ............................................................... 3-13 c 3.10 .. 2 C i r c u i t Speeds ................................................... 3-13 3.10.3 F i n a l Checks .......................................... 3-13

3.11.1 Checks A f t e r Landing .................................. 3-14 3 ..l 1.2 S topp ing t h e Engine ............................................ 3-14 3.11.3 F i t t i n g F l y i n g Con t ro l Locks (Mod 316) ........................ 3-14

Las t e f f e c t i v e page i s P.3-14

CAA Approved A p r i l 1998 A8 TP . T67M200/FM

SUN-^ AVlAT IC>N PLC


1NTENTIONALL.Y BLANK


TP. T67M200/FM


3 .1 BEFORE STARTING THE ENGINE

3 . 1 1 I n i t i a l Check

Check l oad ing and C o f G (Sect ion 7. .1.1)

Approachi nq t h e A i r c r a f t

Observe t h e general appearance o f the a i r c r a f t , check t h a t t h e towing arm and p i t o t cover p lus any snow, i c e o r hoar f r o s t have been removed. Check t h a t chocks are i n p o s i t i o n ( i f requ i red) , t h a t a f i r e ex t i ngu i she r i s a v a i i a b i e , and look f o r any obvious s igns o f leaks.

Cockpit (ground crew ass is ted)

Magnetos .............................. O f f , key out

Park ing Brake .......................... On (Pump brakes)

Master sw i t ch ........................... On

A1 t e r n a t o r warning ........................ Cancel f l ashe r

P i t o t heater .............................. On f o r 20 secs

Strobe l i g h t ( i f f i t t e d ) . . . . . . . . . . . . . . . . . . On - check - o f f

. . . . . . . R o t a t i n g beacons ( i f f i t t e d ) On - check - o f f

T r im ........................................... Note p o s i t i o n

S t a l l warning ................................ Check 1 i gh t /ho rn

S t r u c t u r a l temperature . . . . . . . . . . . . . . . . . . . . . . Press t e s t sw i t ch - check ( i n hot cond i t ions) s t r u c t u r a l temperature - on

OAT gauge below 50°C

P i t o t head ................................... Check heat

P i t o t heater .............................. O f f

Nav l i g h t s ................................ On - check - o f f ( i f requ i red)

Landing l i g h t s ....................... On - check - o f f ( i f requ i red)

Master sw i t ch .......................... Off

CAUTION

STROBE POSITION LIGHT NOT TO BE USED I N CLOUD, MIST OR ON THE GROUND.

P.3-1 CAA Approved

A p r i l 1998 A8 TP .T67M200/FM


3.1.2 Ex te rna l Check ( r e f i l l u s t r a t i o n 8 3 P r i n c i p a l Features)

> S t a r t a t l e f t w ing inboard t r a i l i n g edge. -.

L e f t wing

F lap

A i l e r o n

C o n d i t i o n , p lay , s t i f f nu t , o p e r a t i n g arm, d r a i n s c l e a r

Cond i t i on , movement, p lay , s t i f f n u t , d r a i n s c l e a r

Nav 1 i g h t / s t r o b e , ,, , , ,, . , . ,, . C o n d i t i o n , s e c u r i t y

Leading edge . . . . . . . . . . . . . . . . . . . . C o n d i t i o n

Fuel cap . . . . . . . . . . . . . . . . . . . . . . . . . . . C o r r e c t l y f i t t e d and locked

Fuel d r a i n . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check f o r water contaminat ion

Access panel . . . . . . . . . . . . . . . . . . . . . Secure, a1 igned

Wing sur faces . . . . . . . . . . . . . . . . . . . . . . . C o n d i t i o n

P i t o t head . . . . . . . . . . . . . . . . . . . . . . Hole c l e a r ' / c o n d i t i o n

Undercar r iage ..................... Condi ti on/extension.

Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Damage, leaks, d i s c c o n d i t i o n

Tyre ............................... C o n d i t i o n , creep, i n f l a t i o n

Forward fuse lage

Fresh a i r i n t a k e . . . . . . . . . . . . . . . . . C l e a r

Cowling 1.H s i d e .................. S e c u r i t y , '7 fas teners , 2 p ins , o i l l e a k s

Nosewheel o l e o ............... Cond i t i on , ex tens ion

................ Nosewheel t y r e Cond i t i on , creep, i n f l a t i o n

....................... Ram a i r i n l e t Check foam f i l t e r i s c lean

Landing l i g h t s ................. C o n d i t i o n

P. .3 -2 CAA Approved

September 1987 A2 TP T67M200/FM


> 3.1.2 E x t e r n a l Check (con t inued) - -- Forward fuse lage (con t inued)

P r o p e l l e r . . . . . . . . . . . . . . . . . . . . . . Cond i t i on ,

Sp inner . ,. , . . ,, . ,, . . ,, . . ,, . , . . Cond i t i on , s e c u r i t y

E:ngine c o o l i n g i n l e t s . . . . . . . C lear

Cowl ing RH s i d e . . . . . . . . . . . S e c u r i t y , 6 fas teners , 2 p i n s

O i l . . . . . . . . . . . . . . . . . . . . . . . . . Contents, panel secure

F r e s h a i r i n t a k e . , . , . . , . . ,. C lea r . Temp. probe

R i g h t Wing

1.eading edge . . . . . . . . . . . . . . . . . . . C o n d i t i o n

F u e l cap . . . . . . . . . . . . . . . . . . . . C o r r e c t l y f i t t e d and locked

Fue l d r a i n . . . . . . . . . . . . . . . . . . . . . . Check f o r water con tamina t ion

Underca r r iage . . . . . . . . . . . . . . . . . . . C o n d i t i o n , ex tens ion .

Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . Damage, l eaks , d i s c c o n d i t i o n

Ty re . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cond i t i on , creep, i n f l a t i o n

Wing sur faces . . . . . . . . . . . . . . . . . . C o n d i t i o n

Access panel . . . . . . . . . . . . . . . . . . . . Secure, a1 igned

Nav l i g h t / s t r o b e . . . . . . . . . . . . . . . Cond i t i on , s e c u r i t y

A i l e r o n . . . . . . . . . . . . . . . . . . . . . . . . . . Cond i t i on , movement, p l a y , s t i f f n u t , d r a i n s c l e a r

F l a p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C o n d i t i o n , p lay , s t i f f n u t , o p e r a t i n g arm, d r a i n s c l e a r

Nav a e r i a l s ( i f f i t t e d ) Cond i t i on , s e c u r i t y

Rear fuse1 age and T a i l p l a n e

R o t a t i n g beacon . . . . . . . . . . . . C o n d i t i o n (under a / c ) ( i f f i t t e d )

Canopy RH s i d e .. . . . Cond i t i on , c lean

P .3-3 CAA Approved

September 1987 A2 TP .T67M200/FM


3.1.2 E x t e r n a l Check (con t inued) -- > Rear f u s e l a g e and T a i l p lane ( c o n t i n u e d )

VHF a e r i a l ( i f f i t t e d ) . . . Cond i t i on , secure

S t a t i c ven t RH s i d e . P l u g o u t , c l e a r

F i n f a i r i n g . . . . . . . . . . . . . . . . . . . . . . Secure

f ' a i l p l a n e RH s i d e . , . ,, . . , . . C o n d i t i o n

E l e v a t o r RH s i d e . . . . Cond i t i on , movement, p l a y , d r a i n s c l e a r

Access panel . . . . . . . . . . . . . . . . . . . . . . . Secure, a1 igned

St robe l i g h t . . . . . . . . . . . . . . . . . . . . C o n d i t i o n ( i f f i t t e d )

R o t a t i n g beacon ( f i n ) . . . . . C o n d i t i o n ( i f f i t t e d )

F i n . . . . . . . . . . . . . . . . . . . . . . . . . . . . C o n d i t i o n

Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . C o n d i t i o n . Al ignment (check w i t h nosewheel ) , Cable, c l e v i s p i n

T a i l bumper . . . . . . . . . . . . . . . . . . . . . . . . C o n d i t i o n

T r i m t a b . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cond i t i on , p o s i t i o n , s e c u r i t y , p lay , c l e v i s p i n , l o c k i n g n u t s

E l e v a t o r LH s i d e . . . . . . . . . . . . . . . . Cond i t i on , d r a i n s c l e a r , movenlent

T a i l p l a n e LH s i d e . . . . . . . . . . C o n d i t i o n

S t a t i c ven t LH s i d e . . . . P lug ou t , c l e a r

Canopy LH s i d e . . . . . . . . . . . . . . . . . . Cond i t i on , c l e a n

P 3 -4 CAA Approved

September 1987 A2 TP T67M200/FM


3.2 STARTING T H E ENGINE

3.2.1 Pre-s tar t Cockpit Checks

> Cockpit .............................................. Check f o r loose a r t i c l e s If so lo secure RH harness <

F i r s t aid k i t ...................... Stowed

Escape axe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stowed

F i re extinguisher ............................... Stowed

Baggage ........................... Secure

Rudder pedals ....................................... Adjust f o r leg length Ensuring locating pin i s f u l l y engaged <

Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Strap in (5 s t raps) .. ... Helmetlheadset ....................... Plugged in

Flying controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E l evator/Ai 1 eron, fu l l and f ree movement

Lights ...................................... All off

Radios .............................................. Off

NAV aids ......................................... Off

Elec t r ic fuel pump .......................... Off

A1 ternator ................................... O f f

Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O n

Alternator warn ....................... Cancel f l asher

Cockpit 1 ights ................................... As required

Nav l igh ts ........................ As required

Intercomm ................................. On

.............. Pi to t heat . . . , . . . . . . . Off

Vacuum gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zero

S t a l l warn l ight .......................... O u t

S t a r t e r engd 1 igh t . . . . . . . . . . . . . . . . . . . . . . . . O u t

CAA Approved April 1998 A8 TP .T67M200/FM


3 2 1 .- P r e - s t a r t C o c k p i t Checks (Cont inued)

Accelerometer Reset

M a n i f o l d pressure , , , . . ,, ,, , . , ,, .. Note

RPM gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zero

F l i g h t i n s t r u w n t s . . . . . . . . . . . . . . . . . . . . . C o n d i t i o n

AS1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zero

A l t i m e t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set zero, note sub-scale r e a d i n g

Standby a l t i w t e r . . . . . . . . . . . . . . . . . . . . . . . . Se t zero, no te sub-scale read ing, ( i f f i t t e d ) compare

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V S I - +100 f t /m in

Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C o r r e c t

. . . . . . . . . . . . . . . . . . . . . . . . . E.ngine temps/press Zero o r ambient

A m e t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zero - C i r c u i t b reakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A l l i n ... i f n o t i n v e s t i g a t e - T h r o t t l e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check f u l l mvement, f r i c t i o n ad jus ted , leave c l o s e d

" P r o p e l l e r Governor Con t ro l . . . ......... Check f u l l movewnt , l eave a t max RPM

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * M i x t u r e c o n t r o l Check f u l l movement, l e a v e a t lean cut,-.off

> V u e l con ten ts .................................. Check ( b o t h gauges)

Fue l cock On ( S e l e c t tank w i t h l o w e s t q u a n t i t y ) <

A l t e r n a t o r s w i t c h .................... O f f

> P a r k i n g brake ................................... On (Pump brakes) <

" F l a p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F u l l check -. l e a v e up

&. T r i m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check f u l l range and leave n e u t r a l

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Canopy Secure

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . w P r o p e l l e r C lear P . 3--6

CAA ~ ~ ~ r ' o v e d December 1988 A6

TP .T67M200/FM

3.2.2 S t a r t i n q t h e Enuine and A f t e r S t a r t Checks

A1 t e r n a t o r . ,. ,. . . ., . .. .. .. . . ,. . ,. . . . ,, . . .... . .. On, check warn ing l i g h t o u t

> NOTE - Avoid l o n g p e r i o d s o f o p e r a t i o n w i t h t h e t h r o t t l e a t i d l e

< as t h i s can l e a d t o spark p l u g f o u l i n g .

TAL 9 /P , .1 o f 2 C'AA Approved

March 2004 T67M20O/FM


3.2.2 S t a r t i n q the Enqine and A f t e r S t a r t Checks

Engine c o l d

.,' M ix tu re ........................................... F u l l r i c h

E l e c t r i c f u e l pump ......................... On <

. T h r o t t l e .......................................... Open (%inch t o %inch) u n t i l a s l i g h t f u e l f l o w i s i n d i c a t e d on t h e f u e l pressure guage.

\ E l e c t r i c f u e l pump ................ O f f

. Mix tu re ................................ Lean c u t o f f .

Engine hot procedure

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Open inch Electric fuel pump ................... On Mixture.. ........................................ Smoothly to full rich and

immediotely to OFF

; Magneto .......................................... L e f t

C A U T I O N

WITH CANOPY OPEN DO NOT EXCEED 1500 RPM

r S t a r t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Press; (check s t a r t e r warning l i g h t on d u r i n g s t a r t ) ; re1 ease when engine f i r e s

...................................... Mix tu re S lowly t o f u l l r i c h

Magneto ................................ Both

S t a r t e r warning ................................ Check o u t

RPM ............................................ Set 1200 t o warm up

O i l p ressure ................................... Risen w i t h i n 30 secs, i f no t , STOP ENGINE IMMEDIATELY

A1 t e r n a t o r ......................................... On, check warning 1 i g h t out

Radios ] 1 . . . . . . ................................. As requ i red

Nav a ids ]

X Suct ion .............................................. I n d i c a t i n g


3.2.2 S t a r t i n q t h e Enqine and A f t e r S t a r t Checks (con t inued)

> . Hor izon .......................... E r e c t i n g - a d j u s t datum (Operate q u i c k e r e c t knob on e l e c t r i c a r t i f i c i a l h o r i z o n Mod 312)

D i r e c t i o n i n d i c a t o r ......................... Synchron ise w i t h compass

Radio .............................. .......... Check on 2 f r e q s i f p o s s i b l e O b t a i n t a x y c l e a r a n c e

A l t i m e t e r ........................................ Check s e t t i n g / i n d i c a t i o n s

> + Ammeter . . .............................. Shows p o s i t i v e charge

A l t e r n a t o r f a i l u r e warn ing ........ Check l i g h t o u t

Canopy ............................ Closed and l o c k e d o r f u l l y open

CAUTION $

SHOULD STARTER WARNING LIGHT FAIL TO EXTINGUISH AFTER STARTER BUTTON I S RELEASED CLOSE DOWN ENGINE

3.3 TAXYING

Brakes ........... Checked (Both s i d e s i f manned)

Rudder.. .............................................. Check f u l l t r a v e l a v a i l ab1 e

Ins t ruments ................................... Check compass, D I , h o r i z o n , t u r n c o - o r d i n a t o r and ADF f o r c o r r e c t

3.4 TESTING THE ENGINE

ed and l o c k e d

>

>

< >

P.3-8 CAA Approved

A p r i l 1998 A8 TP .T67M200/FM

J<sLJNGsBY 7 AVIATION LTO


3.4 TESTING THE ENGINE

CAUTION

WHEN CLOSING THE CANOPY PRIOR TO FLIGHT, CHECK ALIGNMENT OF WITNESS LINE ON CANOPY OPEN/CLOSE PLACARD AND BOTTOM OF RELEASE HANDLE, TO ENSURE THAT THE LATCH MECHANISM I S I N THE FULLY LOCKED POSITION

............................ Canopy Closed and locked

Parking brake ..................... On (Pump brakes)

Safety ............................ Clear behind

Fuel cock ......................... Check on (Change tanks)

Fuel pressure ..................... 0.5 t o 8 p s i

O i l pressure ...................... Green 4.2 t o 6.2 bar

O i l temp .......................... Green 40°C t o 118OC

Cyl inder head temp ................ Green 100°C t o 230°C

............................... RPM Set between 2000-2100 RPM

Suction ........................... Green (4.5 t o 5.5 i n Hg)

Magneto drop ................... ... Max 175 RPM, no more than 50 RPM d i f f e rence between L and R

Prope l l e r ......................... Exercise p i t c h cont ro l 4 t imes RPM drop n o t more than 500

I d l i n g ............................ Check i d l i n g 800 RPM minimum

O i l Pressure During Normal 0 e r a t i o n Because o f the greater lenath o f the o i l f low ~ a t h re__ rom t h e sump t o t h e o i l pump, t h e urn6 has t o work harder' than normal t o 'draw o i l through' these

Yines: the resu l tan t pressure drop th rou h these l i n e s r e s u l t s i n a lowered o i l pressure. This e f f e c t w i l 9 be more marked when t h e engine i s co ld and u n l i k e a standard engine, t h e i nd i ca ted o i l pressure w i l l normal ly tend t o r i s e as t h e engine warms up. Thus i t i s not necessar i ly an i n d i c a t i o n o f t r o u b l e i f the o i l pressure minima are on l y j u s t met on s ta r t -up .

CAA' Approved June 2001

PP .T67M200/FM


/ bedween P a n d R/

Propeller

Idling

Oil ~ r e s s d e Durinq h o r n d o p e r a t i o n Because of the greater length o i l flow p rom the sump t o the o i l has t work harder t ormal t o draw o i l throug r"'p9 these t h e l ines: pump

drop through these l i ne s resu l t s in a e f f ec t will be more marked when the

a standard engine, the indicated o i l t o r i s e as the engine warms up.

indication of trouble i f the o i l pressure minima are on1 y j u s t met on s t a r t -up

3.5 PRE-TAKEOFF VITAL ACTIONS

Throt t le f r i c t i on ................... S t i f f P i t o t heater .......................... On ( i f conditions require) Oil temp/press ..................... Green

................................. Suction Green (4.5 t o 5..5 in Hg) Horizon ................................ Erect Direction indicator .............. Synchronised - note wander Strobe l ight .................. On Magnetos ............................. Both Elec t r ic Fuel pump .............. On Fuel contents ........................... Check (Both gauges) Fuel cock ......................... Check on (Left or Riaht) Flaps .............. . . .. . . ........ UD o r takeoff

.,

Check l i f t o f f speed P R E MOD 358 MTWA 2150 lbs (975 k q ) 50 kts takeoff f l ap (18") 53 kts no f laps POST MOD 358 MTWA 2250 lbs (1020 k q ) 55 kts takeoff f l ao (18") , \ ~ ~ ,

64 kts no f l ap Trim ...... ,... ........... . . . ,.. Set a t N

> Harness .................................... Tight and secure ( Ine r t i a reel types locked)

Controls el ev/ai 1 ................. Full and f r e e movement Canopy ............................ Closed a n d locked

P 2 - 9 CAA Approved

April 1998 A8 TP . T67M200/FM


PRE-TAKEOFF EMERGENCY BRIEF

The f o l l o w i n g p o i n t s must be b r i e f e d :

1. Engine f a i l u r e on t h e ground.

2. Engine f a i l u r e below :300 ft..

3 . Engine f a i l u r e above 300 ft.

The f o l l o w i n g p o i n t s must be considered:

1. Runway su r f ace t y p e and c o n d i t i o n

2. Runway l e n g t h

3 . Sur face wind.

4. A v a i l a b i l i t y o f emergency l and ing areas o u t s i d e t h e a i r f i e l d . .

3.6 TAKEOFF AND CLIMB

Takeoff

T h r o t t l e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ful 1 t h r o t t l e RPM ...................................... Check 2600 RPM t o 2650 RPM Man i f o l d ~ r e s s u r e ........... Jus t below ambient ~-~

O i l o resshre ....................... Green O i 1 temp ............................. Not r e d C y l i n d e r head temp .......... Below max AS1 .................................... Inc reas ing Raise nosewheel ..... ....,. . . . a t 30 k t s IAS L i f t o f f speed ..................... PRE MOD'338 MTWA 2150 i b s (975 kq)

50 k t s t a k e o f f f l a p (18") 53 k t s no f l a p POST MOD 338 MTWA 2250 l b s (1020 kq) 55 k t s t a k e o f f f l a t (18') 64 k t s no f l a p

Climb .......................... 75 k t s t a k e o f f f l a p (18") 80 k t s no f l a p

WARNINGS

(1) I N STRONG CROSSWIND CONDITIONS LEAVE NOSEWHEEL ON THE GROUND UNTIL TAKEOFF SPEED THEN ROTATE - TO LIFT-OFF ATTITUDE

(2) I F CANOPY WAS NOT LOCKED BEFORE TAKEOFF MAKE NO ATTEMPT TO LOCK I T IN FLIGHT - KEEP SPEED TO SAFE MINIMUM AND LAND AS SOON AS POSSIBLE

CAA ro roved A p r i l 1998 A8 TP .T67M200/FM


After Takeof f Checks

Brakes ........................................................ On/of'f ...................................................... Flaps Raise a t 75 k t s -. Temps & press ...................................... Green

> E l e c t r i c a l f u e l pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O f f (At a sa fe he igh t ) < Fuel pressure .......................................... Check

Departure Checks

A1 t i m e t e r .................................... Set as requ i red Temps & press .......................................... Check Avionics ............................................... As requi red

O i l Temperatures

Average Ambient A i r Desired O i l Temp

Above 26.67'C 82°C Above 15.55OC 82°C -1.1l0C t o 32.2Z°C 82°C -17.77"C t o 21.11°C Below -12.22"

Maximum O i l Temp

3.7 ERECT S P I N RECOVERY

3.7.1 Standard Recoverv Technique

a) Close t h e th r .o t t l e . Raise the f l aps . Check d i r e c t i o n o f s p i n on t h e t u r n co-ord ina tor . Aoolv f u l l rudder t o oooose t h e i n d i c a t e d d i r e c t i o n o f t u r n

e ~ b \ d ' a i l e r o n s f i r m l y n e b t r a l . f Move con t ro l column progressive1 y forward u n t i 1 sp in s t o p s . 9 Cen t ra l i se rudder. h Level the wings w i t h a i l e r o n i Recover from t h e d i ve

WARNING

WITH C OF G AT REARWARD LIMIT THE PILOT MUST BE PREPARED TO MOVE CONTROL COLUMN FULLY FORWARD TO RECOVER FROM S P I N

P .3-11 CAA Approved

A p r i l 1998 A8 TP .T67M20O/FM


3.7.2 Incorrect Recovery

A high rotation r a t e spin may occur i f the correct recovery procedure i s not followed, par t icular ly i f the control column i s moved forward, par t i a l ly or f u l l y , BEFORE the application of fu l l anti-spin rudder. Such out-of-sequence control actions will delay recovery and increase the height loss . i f the a i r c r a f t has not recovered within 2 complete rotations a f t e r application of fu l l an t i - sp in rudder and f u l l y forward control column, the following procedure may be used t o expedite recovery

a .. Check t h a t FULL anti-spin rudder i s applied.

b. Move the control column F U L L Y AFT - then SLOWLY FORWARD unti l the spin stops.

c . Central i s e the controls and recover t o level f l i gh t (observing the "g" l im i t a t i ons ) .

3.7.3 Aerobatics or Spinninq - Gyro Instruments

Aerobatics or spinning may cause the a r t i f i c i a l horizon or directional gyro t o topple. Up t o 10 minutes may be required for a gyro instrument t o resume normal operation.

3.8 PRACTICE FORCED LANDINGS

Mixture r ich.

Descend at 78 kts

Warm engine and c lear plugs as required

3.9 REJOIN CHECKS

Fuel contents .......................... Check (both gauges)

Fuel cock .......................................... Check on (Select tank with highest quantity)

Engine ............................................... Check gauges green. Mixture rich

.... Direction indicator ., .. ., .......... Synchronise

Radio ........................................ Select and check comms and navigation a ids . Make joining ca l l

Altimeter .................................. Set correct mil 1 ibar s e t t i ng

CAA Approved April 1998 A 8 TP .T67M200/FM


3.10 LANDING C H E C K S AND SPEEDS

3.10.1 Downwind Checks

Brakes ................................... Off - parking brake off

Engine ........................................ Temps and press green.. Mixture r ich and locked.

~7 RPM to max

Fuel cock ......................................... Check on. (Left o r Right)

Fuel contents .................................. Check ( fo r tank selected)

E lec t r ic fuel pump.. ............................ On

Fuel pressure .............................. Green

Flaps ........................................ As required

Altimeter ................................. QFE se t

Harness ............................................. Tight and locked

3.10.2 Circui t Speeds

I Normal

Position

Down Wind

/F ina l Turn I Takeoff I 79 / Finals I Landing

I Flapless

Threshold

Speed -- Position

3.10.3 Final Checks

Landing

. . . . . . Flap ............................... ,. ,. ., Set as required

.... . . . . Altimeter ...... . . . . . . . . . . . , . ..... , . . Correct QFE s e t

. . . . Landing ........................ ., .............. ,. Clearance received

65

P,.3-13 CAA Approved

April 1998 A 8 TP ..'T67M200/FM


3.11 AFTER LANDING

3.11.1 Checks A f t e r L a n d i n q

Land ing 1 i g h t ..................................... O f f S t r o b e l i g h t ( i f f i t t e d ) .................. O f f R o t a t i n g beacon ( i f f i t t e d ) .................. O f f P i t o t h e a t ......................................... O f f E l e c t r i c f u e l pump ........................... Off F l a p s .......................................... Up

3.11.2 S t o p p i n q t h e Enq ine

> P a r k i n g b r a k e ............................. On (Pump brakes)

Run a t 1000 RPM f o r 1 m i n u t e

Radios .................................................. .......................................... N a v i g a t i o n A i d s

Nav l i g h t s ................................................ A l t e r n a t o r .....................................

.................................................... Magnetos T h r o t t l e ................................................... M i x t u r e ..................................................... Magnetos .....................................................

...................................... Mas te r s w i t c h Fue l cock ............................................ F l a l s ........... : .......................................... Par i ng b r a k e ...................................

3.11.3 F i t t i n q f l y i n q c o n t r o l l o c k s (MOO 316)

Off O f f - . . Off Off (Check a1 t e r n a t o r f a i l warn ing opera tes ) Check f o r dead c u t C losed C u t o f f When eng ine s tops , O f f O f f Off Down Leave on i f a i r c r a f t n o t chocked

F l a p s ............................................ S e l e c t up C o n t r o l l o c k ....................................... F i t t o c o n t r o l s t i c k s

and f l a p s , ( c a r e f u l 1 y move assy i n t o f o r w a r d s t i c k p o s i t i o n )

3.11.2 Stopp inq t h e Engine

RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I n c r e a s e t o 1800 f o r 15-20 seconds, then reduce t o 1200 p r i o r t o shu t

< down.

T h r o t t l e . . . . ............................ .Closed

TAL 9/P ,.2 o f 2 CAA Approved

March 2004 T67M200/FM


SECTION 4 EMERGENCY PROCEDURES

CONTENTS

4.1 F i r e s .................................................................................... 4-1

4.1 .. 1 E l e c t r i c a l F i r e ........................................................... 4-1 4 .. 1.2 Eng ine F i r e ..................................................................... 4-1 4.1 .. 3 C o c k p i t F i r e ................................................................. 4-1 <

4.2 Forced Land ing ................................................................................. 4-2

4.3 D i t c h i n g .................................................................................... 4-3

4 .. 4 Eng ine F a i l u r e - P r o p e l l e r Stopped ............................................... 4-4

4.5 Eng ine F a i l u r e - P r o p e l l e r T u r n i n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

4.6 Fumes i n t h e C o c k p i t .................................................................... 4-6

4 . .7 A1 t e r n a t o r F a i l u r e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6

4 . 8 Communication F a i l u r e . . ..................................................................... 4-6

4.9 O i l P ressure F a i l u r e ........................................................................ 4-7

4 .. 10 P rope l 1 e r Governor F a i 1 u r e ............................................................ 4-7

4 . 1 0 . 1 RPM w i 11 n o t I n c r e a s e ................................................. 4.-7

4.10 .. 2 RPM Overspeeds o r w i 11 n o t Decrease ..................................... 4-7

4 . .11 P o r t e l e c t r i c a l a r t i f i c i a l h o r i z o n f a i l u r e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8

L a s t e f f e c t i v e page i s 4-8

CAA Approved A p r i l 1998 A8 TPaT67M200/FM


INTENTIONALLY BLANK


TP .T67M200/FM

-r{~UMGSBy AVIATION L I T 0


4 .1 FIRES

WARNING

THE EXTINGUISHER I N THE COCKPIT IS BCC AND GIVES OFF TOXIC FUMES I N A CONFINED SPACE. I T SHOULD BE USED WITH CARE. ENSURE ONLY SUFFICIENT EXTINGUISHING I S USED TO PUT OUT FIRE THEN OPEN ALL FRESH AIR VENTS

4.1.1 E l e c t r i c a l F i r e

A1 t e r n a t o r .................................. . O f f M a s t e r s w i t c h ........................... O f f C i r c u i t b reakers ........................ . . T r i p a1 1

Land as soon as p o s s i b l e - t h e e n g i n e w i l l c o n t i n u e t o r u n b u t a l l e l e c t r i c a l s e r v i c e s have been l o s t .

A f t e r a l l c i r c u i t b reakers have been t r i p p e d t h e b a t t e r y power may be r e s t o r e d t o enab le s e l e c t i v e r e s e t t i n g o f c i r c u i t b r e a k e r s i f necessary . Should t h e ammeter show an e x c e s s i v e d i s c h a r q e when a p a r t i c u l a r c i r c u i t b r e a k e r i s r e s e t t h e n l e a v e t h a t c i r c u i t b r e a k e r i n t h e t r i p p e d p o s i t i o n . F i n a l l y r e s t o r e power t o t h e a1 t e r n a t o r .

4.1.2 Eng ine F i r e

T h r o t t l e . . ........................................... P r o p e l 1 e r ........................................... M i x t u r e .............................................. Fue l cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magnetos . .......................................... E l e c t r i c Fue l pump ........................... C o c k p i t h o t a i r . . ..............................

............................................ Radio A1 t e r n a t o r .......................................... M a s t e r s w i t c h ...................................

C losed M in RPM C u t - o f f O f f O f f O f f O f f T r a n s m i t emergency c a l l O f f O f f

C a r r y o u t Fo rced Land ing DO NOT ATTEMPT RESTART

> 4.1.3 C o c k p i t F i r e

On ground

C o c k p i t a i r v e n t i l a t i o n i n t a k e s . Open

F i r e E x t i n g u i s h e r . . . . . . . . . . . . . . . . . . . . . . . . . D i s c h a r g e a t sou rce o f f i r e

Eng ine ........................................... S h u t down (para 4 . 1 . 2 Eng ine F i r e )

Canopy .......................................... Open and Evacuate C o c k p i t

P . . 4 - I CAA Approved

A p r i l 1998 A8 TP .T67M200/FM


> I n f l i g h t

C o c k p i t A i r V e n n t i l a t i o n and H e a t e r I n t a k e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed

- F i r e E x t i n g u i s h e r ............................... Discharge a t sou rce o f

f i r e

Canopy D i r e c t V i s i o n Window .......... Open h a l f w a y t o c l e a r smoke and remove f i r e e x t i n g u i s h a n t t r a c e s

F i r e Damage ..................................... Assess ( I f necessary c a r r y o u t d r i l l s 4.1.1 E l e c t r i c a l F i r e and/or 4.1..2 Engine F i r e )

4.2 FORCED LANDING

G l i d e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 k t s - g i v e s about ( 1 . 3 nm p e r 1000 f t i n s t i l l a i r - P o s t Mod 333) o r (1.5 nm p e r 1000 f t i n

s t i l l a i r p r e Mod 733)

*Radio . .................................... Emergency c a l 1

T h r o t t l e . . . . . . . . . . . . . . . . . . . . . C losed

Prope l l e r .......................... M i n RPM

* M i x t u r e ............................... C u t o f f

.................. . *Fuel cock ,. O f f

*Magnetos .......................... O f f

* E l e c t r i c f u e l pump .., . Off

A1 t e r n a t o r ...................... O f f

*Master s w i t c h . . . . . . . . . . . . . . . . . . . . O f f

*Harness ............................ T i g h t and l o c k e d

*Canopy ................................... C losed and 1 ocked

G l i d i n g speeds . . . . . . . . . . . . . . C lean - 70 k t s T a k e o f f f l a p - 70 k t s Land ing f l a p - 65 k t s

Thresh01 d speed .................. 60 k t s

I tems marked * must b e comple ted even f o l l o w i n g an enq ine f a i l u r e a f t e r t a k e o f f .

P.4-2 CAA Approved

A p r i 1 1998 A8 TP. T67M200/FM


4.3 DITCHING

WARNINGS

I F ABOVE 2000 FT AMSL CONSIDER ABANDONMENT BY PARACHUTE.

DITCHING I S BEST CARRIED OUT WHILST ENGINE POWER I S AVAILABLE TO CONTROL THE RATE OF DESCENT.,

I N A STRONG WIND, LAND INTO WIND PREFERABLY ON THE CREST OF A WAVE. I F THE SWELL I S HEAVY LAND ALONG THE SWELL.

Wi th Power Ava i 1 a b l e

Harness .................................... T i g h t and l o c k e d

Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C losed o r l o c k e d open (Post Mod 283 a /c)

F l a p s . . . . ............................................ F u l 1 y down

Speed ..................................... 60 k t s

Ra te o f descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 f t m i n

DO NOT ROUND OUT Con t inue descent i n t o t h e w a t e r .

W i t h o u t Power Ava i l a b 1 e

Forced l a n d i n g checks ................ Completed excep t canopy

Canopy ............................. Closed o r l o c k e d open (Pos t Mod 28.3 a/c)

F l a p s ................................ F u l l y down

Speed ........................................ 60 k t s

Ra te o f descent ............................. As e s t a b l i s h e d

DO NOT FULLY ROUND OUT Check r a t e o f descen t b u t f l y t h e a i r c r a f t i n t o t h e water .

CAUTIONS

I N BOTH CASES THE AIRCRAFT MAY TURN ON ITS BACK. RELEASE THE SEAT HARNESS AND EXIT VIA THE OPEN CANOPY BEFORE INFLATING L.SJ.

WITH CANOPY I N OPEN POSITION DURING FLIGHT SUCTION CONTROLLED INSTRUMENTS WILL BE MORE DIFFICULT TO READ DUE TO INDICATOR NEEDLE FLUTTER.

P.4-3 CAA Approved

A p r i 1 1998 A8 TP .T67M200/FM


4.4 ENGINE FAILURE - PROPELLER STOPPED

WARNINGS

EARLY PREPARATION FOR AN EMERGENCY LANDING I S PREFERABLE TO FOLLOWING DRILLS AND THEN BEING LEFT WITH TOO LITTLE HEIGHT TO CARRY OUT A SAFE LANDING.

I F THE ENGINE STOPPED W I T H UNUSUAL MECHANICAL NOISE, DO NOT ATTEMPT RESTART, BUT CARRY OUT FORCED LANDING.

Res ta r t Procedure

... . Master sw i t ch ............................ ,. ,. Check on T h r o t t l e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. ...... 114 i n c h open

....... Propel 1 e r . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . ., , Max RPM . M ix tu re .......................... Lean c u t - o f f

Fuel contents ..., ....... ..., . . . . . . ,. .. ., ......... Check (Both gauges) Fuel cock ............... ,. . . . . . . . . . . . . ., . . . . . . . . On ( L e f t o r R igh t ) Magnetos . . ..............,................ LH E l e c t r i c f u e l pump . . . . . . . . . . . . . . . ,. ........ On Fuel pressure . . . . . . . . . . . . . . . . . . . . . . . . . . Check

..... A1 t e r n a t o r . . . . . . . . . . . . . . . . ,. . . . . . . . . . . . . . . . . . ,. O f f

EITHER operate s t a r t e r OR, i f s t a r t e r i s i nope ra t i ve , d i ve t o s t a r t p r o p e l l e r t u r n i n g (approx 115 k t s ) . I f d i v i n g t o s t a r t t h e engine care must be taken on t h e p u l l - o u t no t t o exceed t h e g l i m i t s ( r e f Sec t ion 2) ,,

When engine s t a r t s ,

............................ Mix tu re S lowly t o f u l l r i c h A l t e r n a t o r ...................... ..On T h r o t t l e ................................ Increase power s low ly

A l low engine t o warm up

DIVING TO RESTART THE ENGINE USES 600-800 FT

I f t h e p r o p e l l e r stopped dur ing aerobat ics, t h e engine may be s t a r t e d immediate ly us ing t h e s t a r t e r bu t ton so l ong as the re was no mechanical no i se when t h e engine stopped.


A p r i l 1998 A8 TP ., T67M200/FM

-'{SLINGSPY avln.lON LTm


4.5 ENGINE FAILURE - PROPELLER TURNING

WARNING

EARLY PREPARATION FOR AN EMERGENCY LANDING I S PREFERABLE TO FOLLOWING DRILLS AND THEN BEING LEFT WITH TOO LITTLE HEIGHT TO CARRY OUT A SAFE LANDING.

MECHANICAL I f t h e r e i s no o i l p r e s s u r e o r i f t h e r e i s unusual mechanica l n o i s e :

T h r o t t l e ............................. Closed P r o p e l l e r ....................... Min RPM (Speed c o n t r o l

f u l l y a f t ) M i x t u r e ....................................... C u t o f f F u e l cock ........................... O f f Magnetos ........................................ O f f E l e c t r i c f u e l pump ........................ O f f

CARRY OUT FORCED LANDING.

R e s t a r t P rocedure

FUEL

Fue l c o n t e n t s ................................ Not Zero (Both Tanks) ................................. Fue l cock On L e f t o r R i g h t Tank

M i x t u r e .................................... Lean - c u t o f f T h r o t t l e ................................ 1/4 i n c h OPEN E l e c t r i c f u e l pump ................... On Fue l p r e s s u r e .......................... Check

MAGNETOS

B o t h ...................................... i f no b e t t e r R i g h t ......................................... i f no b e t t e r L e f t .......................................... i f no b e t t e r , B o t h

I F NO IMPROVEMENT - CARRY OUT FORCED LANDING

P ..4-5 CAA Approved

A p r i l 1998 A8 TP .T67M200/FM


4 . 6 FUMES I N THE COCKPIT

C o c k p i t h o t a i r /demis t ...................... . O f f F r e s h a i r v e n t s ........................... F u l l y open

Check a l l eng ine i n s t r u m e n t s f o r any s i g n o f m a l f u n c t i o n . I f s m e l l i s e l e c t r i c a l - e l e c t r i c a l f i r e d r i l l , . I f t h e sme l l i s p e t r o l , do n o t make any e l e c t r i c a l s e l e c t i o n a t a l l as a spark c o u l d l e a d t o f i r e .

iAND AS SOON AS POSSiBiE

4.7 ALTERNATOR FAILURE

A1 t e r n a t o r ....................................... , . O f f ' E x c i t a t i o n c /b ...................................... .Set A1 t e r n a t o r c /b ................................. . S e t A1 t e r n a t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On

I f t h e a l t e r n a t o r o u t p u t cannot be rega ined, reduce e l e c t r i c a l l oads t o a minimum, t o conserve b a t t e r y l i f e . Descend o u t o f c l o u d b e f o r e s e r v i c e s f a i l ( r a d i o , gauges e t c ) .. Land a t n e a r e s t s u i t a b l e a i r f i e l d .

> I n any event, t h e b a t t e r y d u r a t i o n , w i t h a l l e s s e n t i a l s e r v i c e s o p e r a t i n g i s i n excess o f 30 minutes.

4.8 COMMUNICATIONS FAILURE

Check volumes and s e l e c t i o n s on r a d i o s and c o n t r o l panel

Check c i r c u i t breakers . . T r y a l t e r n a t e f r e q u e n c i e s .

Change headset i f p o s s i b l e .

P l u g i n headset on o t h e r s i d e - use o t h e r t r a n s m i t t e r b u t t o n .

Turn r a d i o s o f f , a l l o w t o coo l f o r 5 minutes and then t r y aga in .

P.4-6 CAA Approved

A p r i l 1998 A8 TP .T67MZOO/FM


4.9 OIL PRESSURE FAILURE

WARNING

PROLONGED USE OF POWER AFTER ENGINE OIL PRESSURE FAILURE WILL LEAD TO ENGINE MECHANICAL DAMAGE

F u l l t h r o t t l e may be used i n emergency but engine f a i l u r e i s l i k e l y t o f o l l o w l o s s o f o i l pressure, p a r t i c u l a r l y i f much power i s used.

K r m .............................................. c o n t r o l w i t h t h r o t t l e T h r o t t l e ................................... closed - except f o r

emergency

Car ry ou t fo rced landina a t nearest a v a i l a b l e s i t e .

4.10 PROPELLER GOVERNOR FAILURE

4.10.1 RPM w i l l not Increase

(a) Check t h a t engine o i l pressure has not f a i l e d .

(b) Check tha t man i fo ld pressure i s above 15" - open t h r o t t l e i f necessary t o achieve t h i s .

(c) Exerc ise t h e RPM con t ro l s l ow ly throughout t h e whole range

(d) I f t h e RPM s t i l l does n o t respond, leave t h e RPM con t ro l i n mid-range and use engine power observing t h e RPM/Manifold pressure l i m i t s i n Sect ion 2..

<

(e) Land at nearest a v a i l a b l e a i r f i e l d .

4.10.2 RPM Overspeeds o r w i l l not Decrease

(a) Use t h r o t t l e t o keep RPM i n l i m i t s - use o f more than about 314 t h r o t t l e may cause RPM t o overspeed.

(b) Leave RPM con t ro l i n mid-range.

(c) Reduce speed t o 80 k t s .

(d) Land a t nearest a v a i l a b l e a i r f i e l d .

P.4-7 CAA Approved

Apr i 1 1998 A8 TP .T67M200/FM

J { ~ L , ~ ~ ~ ~ ~ A\,lATION LTO


4.11 PORT ELECTRICAL ARTIFICIAL HORIZON FAILURE (MOO 312)

Back-up b a t t e r y sw i t ch ..................,,,,,, - UP p o s i t i o n

The emergency back-up b a t t e r y w i l l g i v e a t l e a s t h a l f - h o u r o f opera t ion .

LAND AS SOON AS POSSiaiE

CAUTION

AFTER LANDING TURN SWITCH BACK TO DOWN POSITION OR BATTERY W I L L D ISCHARGE EVEN W I T H MASTER S W I T C H OFF

P4-8 CAA Approved

A p r i l 1998 A8 TP .T67M200/FM


SECTION 5 PERFORMANCE AND FLIGHT PLANNING

CONTENTS

5 1 General . , . , . . . . . , , , . , . , . , . , . , , , , , , , , ,, , , . . . . , . . . . . . . , . 5 -1

5 , .1 . 1 Performance Group . . ,. . . , , . . ,, ,, .. , . ,, . , , . . . ,, . . ,, , , . . . , 5 -1 5 . 1 . 2 F l i g h t Over Water Speed , , ,,

5 1 . 3 AS1 P o s i t i o n E r r o r s 5 . 1 4 A1 t i m e t e r P o s i t i o n E r r o r s .. ,, ,, .. ,, . . , , ,, , , , , , ,, .. ,. . . . 5-1

x 5 . 1 . 5 Maximum Crosswind Components . ,, . ,, , ,, , . . . . , , ,, . . .. ,. . , 5.-1 > 5 . 1 . 5 A Improved Technology P r o p e l l e r , . ,, . , . . , , ,, . ,, , ,. , , , . . 5-1 <

5 1 . , 6 S t a l l Speeds .. , , , , ,, , , , , 5.-2

A 5 2 T a k e o f f Performance . , . ,, . . , . , , , , , , , . . ,, . ,, , , . . . , ,, . , ,, , ,, 5 -3

x 5 . 3 C l imb . . .. , , .. . . , . . . . , . . , , . . , , , . , .. , . , .. ,, . . ,, . . . ,, ,, . . . . , , 5-4

5 . 3 . 1 Cl imb Speeds . . , . . . . . . , , , , , , . . . . , . ,, . . , . . , , , . . ,, ,, ,, .. , 5-4 5 . 3 2 Rate o f Cl imb i n ISA Temperatures , ,, . . . , . . , , , ,, . . 5.-4

A 5 4 Land ing Performance , . . . . ,. . . , , , . ,, . , , . ,, ,, ,. . . . . . . . . ,, ,, ,, 5 - 5

h. 5 5 G l i d e Performance . . . . . . ,, ,, , , , . . . ,, ,, . , ,, , . . ,, , ,, , , , . . . ,, , 5-6

A 5 6 Endurance Performance . ,, ,, . . , . ,, , , , .. . ,, . . , , , , ,, ,, ,, , , ,, , , , . . , 5-7

,c 5 7 C r u i s e Performance , . , . . . , , , , , , . . , . ,. , , , ,, .. , , ,, ,, , ,, ,, , 5-8

5 . 8 Range . . . . .. ,. , . . . . , . . , , , , ,, , , .. . . . ,, , , ,, , ,. , . . , . , . . , , , , 5 -10

6 5 9 Time, f u e l and d i s t a n c e t o c l i m b . . , , ,, , . . . ,, , ,, . ,, .. . . . , , 5--11

5 . 1 0 Time, fue l and d i s t a n c e t o descend . . . . ,, , ,, . . , ,. ,, , , , . ,, . . . . . 5-12

Cast e f f e c t i v e page i s P.5-12

CAA Approved December 1988 A6

TP T67M200/FM

PILOTS NOTES FIREF1.Y T67M200

INTENTIONAtLY BLANK


TP . T67M200/FM


5.1 G E N E R A L

5.1.1 Performance Group

-. This a i r c r a f t i s c l a s s i f i e d in Performance Group E of BCAR. This means t h a t t h e r e i s no s p e c i f i c provision f o r performance a f t e r engine f a i l u r e . The performance da ta has been measured i n accordance with both Sec t ion K BCAR and FAR Part 23.

E 1 9 C l i q h t O v e r .,.I.C , , , Water Speed

The dec lared " f l i g h t over water" speed of t h e a i r c r a f t i s a true a i rspeed of 100 kts.

5.1.3 Ai r Speed Ind ica to r Pos i t ion Errors

Flaps Ret rac ted

IAS (Kts) 50 60 70 80 90 100 110 120 130 140 150 160 170 180

CAS (Kts) 51 61 71 81 91 100.5 111..5 121..5 1.31.5 141.5 151 162 172 182

Takeoff Flap

IAS (Kts) 50 60 70 80 90 100 110 120

CAS (Kts) 50 60.5 71 81 91 102 112 122

Landing Flap

IAS (Kts) 50 60 70 80 90 98

CAS (Kts) 51.2 61 70.7 81 91 99

5.1.4 Al t ime te r Pos i t i on Errors

The maximum a l t i m e t e r s t a t i c e r r o r i s -30 f t

5.1.5 Maximum Crosswind Components

> The maximum demonstrated crosswind component f o r takeoff and landing i s 25 kts. c

5.1.5A Improved Technoloqy P rope l l e r

POST MOD 333 in t roduces an improved technology p r o p e l l e r . Other than i n the g l i d e ( r e f . graph page 5-6) a l l o t h e r performance t a b l e s a r e unaf fec ted .

P..5-1 CAA Aooroved

April i998 A 8 TP ,.T67M200/FM


5.1.6 Stall Speeds - At Forward C o f G

AIRCRAFT WEIGHT (LBSI

K.5-2 CAA Approved



5.2 TAKEOFF PERFORMANCE

The i n f o r m a t i o n i s d e r i v e d fr.om t h e t a b l e and r e p r e s e n t s t h e t a k e o f f d i s t a n c e s r e q u i r e d f rom r e s t t o t h e 5 0 f t (15m) h e i g h t p o i n t .

PRE-MOD 358 MTWA 2150 LBS (975 kq)

POST MOD 358 - MTWA 2250 LBS (1020

CONDITIONS :FLAP 18'1 FULL THROTTLE PRIOR TO BRAKES RELEASE I PAVED. LEVEL RUNWAY -ZERO WlND

/ T67M200 TAKEOFF DISTANCE lltl I

For operaran on grass ~nwaysthetolal Iakeafld'etances Foropemlon h headwnid wndllonsthe following w m d a n r may be appl'ed: scheduledfor p a d runways must be increased as follows

Decrease d'atancer by 10% for each 9 knals > (0 Diygrass (8 bx long): 20% ofthe totattakeoff d'aance

oro opera tan iolaiMnd wnd ' l t l ans the fa l i~ wr remn must be applied' O Wetgnss (8 ins long): 30% ofthetotal takeoff d'aance s

Increase distance by 10%for each 3 5 knots

For operal'bn an grass wnwaysthetotal lakeoff d'aances F O ~ operatian h headwind cond' lbnrlhefol l~ng mrredlans may be applied: scheduled far paied runways must be increased a5follows.

Decrease distances by 1 O%for each 9 knols @ Dry grass (6 hs long) 20% olthe totattakeofld'btance

Far operalkkn in talwind candnsns the follaw'ng w m d l i n must be applied: m Wet grass (8 ins long): 3a% of lheto1allakeoff dmance c

lncteased'istance by 10% for each 3 5 knots > <

In me ewntof a napless tskeofl~haflrpeed of 53 Mr lAS, speed at50 nscreen heght of 72 Ms 14s) me tala1 takeofld'biance should be ncreased by29%

40'C

CONDITIONS : FLAP 18' 1 FULL THROTTLE PRIOR TO BRAKES RELEASE! PAVED, LEVEL RUNWAY -ZERO WlND

> < In the eientof a Raplesslakeoh(ll0ff speed af €4 Ms 14S.speed at50 men heQhtaf74 kls IAS) the totallakeoffdaance should be inmared by 29%

Gross W i t bs(kgj

2150 (9751

30°C Gmund

Rall 922 1054 1204 1378 1560 1810


A p r i l 1998 A8 TP .T67M200/FM

Gmund Roll 826 945 1081 1237 1416 1629

Totallo dear500

1676 1906 2171 2481 2806 3251

20'C 1 Totalto

dear50R 1514 1724 1964 2244 2561 2943

Gmund Rall 737 838 962 1111 1273 1462

40'C

Totalto dearSOR.

1365 1544 1749 2031 2321 2561

Takeoff Speed

Gmund Roll 1233 1410 1610 1843 2086 2421

30'C

Pressure Andude R (m)

SeaLeiel 1000 (305) 2000 (610) 3000 (914) 4000(1219) 5000(1524)

LimMf

50 MS

Gm58 Werght Ibs(kg)

2250 (1 020)

Tola110 dear5OR

1913 2176 2479 2833 3204 3712

Gmund Roll 1105 1264 1446 1654 1894 2179

20°C

A1508

87615

Totsllo dearMR

1729 1968 2242 2562 2924 3360

Gmund Roll 986 1121 1273 1466 1703 1955

10'C Totalto

d e a r s t 1558 1763 1997 2319 2650 3038

Ground Roll 948 1082 1234 1434 1644 1877

0'C

Totalto clear50R

1504 1708 1940 2245 2564 2940

Takeoff Sped

Gmund Roll 683 780 890 1034 1188 1365

10'C

Presure Anlude n (m)

SeaLeiel lOOO(305) 2000(810) 3000(914) 4000(1219) 5000(1524)

Laon

55Ms

Tatalto clear50R.

1274 1435 1645 1904 2177 2497

Gmund Roll 709 809 923 1072 1229 1411

Al50R

69Kts

Tolalto dearSon.

1317 1496 1699 1966 2246 2575

O'C Gmund

Roll 914 1043 1190 1383 1589 1826

Totalto dearSon

1455 1638 1878 2174 2485 2851


5.3 CLIMB -

5.3.1 Cl imb Speeds -

The bes t r a t e o f c l imb speed a t maximum AUW 975 kg (2150 l b s ) i s 80 k t s I A S w i t hou t f l a p i n ISA temperatures.

5.3.2 Rate o f Climb i n ISA Temperatures

ALTITUDE (Feet)

<

Note: I n h o t weather, reduce the r a t e o f c l imb by 25 f e e t per minute f o r every 5°C above the standard temperature a t t h e a l t i t u d e i n ques t ion ..

Serv ice c e i l i n g i s 16,000 f t ( r e f e r t o l i m i t a t i o n s sec t ion : 2.7.1).

CAA Approved A p r i l 1990 A7 TP .T67M200/FM


I N ' T E N T I O N A L L Y BLANK

P. 5-4A CAA Approved

A p r i l 1990 A7 TP .T67M200/FM

P I L O T S NOTES FIREFLY T67M200

5.4 LANDING PERFORMANCE

The i n f o r m a t i o n i s d e r i v e d from t h e t a b l e and represents t h e l a n d i n g d i s t a n c e r e q u i r e d from a h e i g h t o f 5 0 f t (15m) t o b r i n g t h e - a i r c r a f t t o r e s t ..

PRE MOD 358

Far operation an grass runwaysthe Iota1 landing dbiances For operation n headvnnd conditionsthe follaw'ng wrrea'ons may be applied: Scheduled for paved wnways must & haeased as follows:

Decrease &&lancer by 10% for each 8 knots

CONDITIONS : FLAP 40- POWER OFF -MODEPATE BPAKING -HARD DRY RUNWAY .. ZERO WlND

I ' (0 ow grass (8 ins long): 15% ofme total landing titstance For opeman mtaUwind wnd'llonr the follaving mma'an mus &applied:

lih Weioias 18 ms Ion1 30% of the total landinadbtance E

I ,, - , -,

Increase diaance by 10% for each 2 knots >. .c

I ~.

In me een1 of a napless landing (approach speed of 74 m 145) the total landing atstance should be increased by 20%

40%

CAA Approved A p r i l 1998 A8 TP T67M2001FM

G m s Weoht Ibs(kg)

2150 (9751

Gmund Roll 948 983 1109 1057 1097 1139

3VC Tatalto

dear50H 2012 2087 2164 2245 2330 2418

Gmund Rail 917 951 987 1024 1062 1102

Indicated AiSpeed Al50R

65 KIE

Totalto dear 5OR.

1948 2012 2095 2173 2256 2341

1 O'C Gmund

Roll 857 888 921 956 992 1030

20'C Prersure Anitude R (ml

Sea Lee1 1000 (305) 2000 (610) 3000 (914) 4000 (1219) 5000 (1524)

Totalto d e a r M t

1819 1887 1957 2030 2107 2187

Gmund Roll 887 920 954 990 1027 1066

Total10 dear5OR.

1884 1953 2026 2102 2181 22M

O'C Gmund

Roll 826 857 889 922 957 993

Totalto dear M R

1755 1820 1888 1958 2032 2109

A { ~ u K m y A\,lATION L T O


POST MOO 358

I n cases o f emergency o n l y , where l a n d i n g s have t o be c a r r i e d o u t a t AUW's between 2150 l b s and 2250 l b s ground r o l l and t o t a l l a n d i n g

> d i s t a n c e s shou ld be as shown i n t h e f o l l o w i n g t a b l e Heavy l a n d i n g < checks- ' ( re f 7.3.5) must be c a r r i e d o u t .

For operalion on grass runwaysthe tolal landing #&lances For operafan n headvlnd conditlansthe fallwnng corredanr may be aWi. Ynmuled forpayed lunwal.must be mmased ar follows.

Decrease dibtances by 10% for each 8 knoll > (9 Dlygiass (8 ins long): 15% ofthe total landing distance

Far operain n ta iMd modi~ions the fallwnng coriecinn must be a W i (3 Weisrass (8 ins long): 30% oflhe total landing dblance -2

Increase dlrtance by lo% for each 2 knoll

I > < 10 the e*ed ofa napless iand'kg (approach speed cf 74 kll MS) the total landing dinance should be haeased by20%

P.5-5 CAA Approved

A p r i 1 1998 A8 TP .T67M200/FM


5.5 GLIDE PERFORMANCE

A t maximum t o t a l we igh t o f 975 kg (2150 l b s )

> S e t speed t o 70 k t s ( I A S ) . T h i s g i v e s t h e maximum g l i d e a n g l e wh ich i s 1 i n 8 2 P o s t Mod 333 o r 1 i n 9 Pre Mod 333.

Eng ine O f f - P r o p e l l e r W i n d m i l l i n g - F l a p s R e t r a c t e d - No Wind.

DISTANCE TRAVELLED (N.Miles)


December 1988 A6 TP. T67M200/FM


5 6 ENDURANCE PERFORMANCE

I N HOURS - MAX FUEL CONTENTS 34.62 Imp Gal ( 4 1 . 5 8 US Gal) 157.4 l i t r e s )

0 h *

N , I t , I . N d V)

I-' ---m , I ,

m w m

U ) Y I I D * e m m o . . . . .- .- m 0 m m b m -- . E h4 -

w m m -1 - z m o m

4 m u, , . . . 7 - =

2 = I- low "-

I ( I -- b I: Y

B W I-

m 3 * 6 -z * O l e ' - . . . . 2

O O d U )

I- *

I t ,

m a U) m m m n 0

52 e P - m m m '91'9s I-

Y 'A , - * * L C EL 0 k

,-A rn m Y .x o w - * LOO m m w w . . . . h N m 0 m m * L "

4 -- V) VI n n - -

z A N m o o N N m m m

. . 'A Z

0 L rn 75 U

P..5-7 > <

A p r i 1 1998 A8 TP .T67M200/FM


5 . 7 C R U I S E PERFORMANCE

I I I l[;il :is : 9 Y ? m -40

.ddd

rn r-m- - N N A L.4

,# -4 -

u m c? ", =

z . m N * - E 004 4 N N N

- . . x l [ l A 5 i ' l = m c > iiil - *. 1 y z , C.99 m m - . . . ,

-*a, - a m

-0- 00- 1

4 - 4 0 ..- - o m , s g E a 4 *

N m * o m a l

--- o m - --.- WZ," ' 0,')" '

P . . 5 - 8 > <

A p r i l 1998 A 8 TP . T 6 7 M 2 0 0 1 F M

I I t

5 44.1 ; 9 -"a- "NO" 1 .&<dm' . . . . '=--m


P . 5-9 > <

Ap r i 1 1998 A8 TP .,T67M200/FM


5 . 8 RANGE PERFORMANCE (PRE MOD 358)

IN - MAX FUEL CONTENTS 34.62 Imp Gal (41.58 US G a l ) (157.4 l i t r e s )

P.5-10 > <

A p r i l 1998 A8 TP .T67M200/FM


5.8A RANGE PERFORMANCE (POST MOD 358)

IN - MAX FUEL CONTENTS 34.62 Imp Gal (41.58 US Gal) (157.4 l i t r e s )

P.5-10A > <

A p r i l 1998 A8 TP .T67M200/FM


5.9 T I M E , F U E L AND D I S T A N C E TO CLIMB

MAXIMUM RATE OF CLIMB (PRE MOD 358)


5 .9A TIME, FUEL AND DISTANCE TO CLIMB

MAXIMUM RATE OF CL IMB (POST MOD 358)

m r 62 n u n

'2: U - v, n m m m m m m

L,

P..5-11 > <

A p r i 1 1998 A8 TP .T67M200/FM


5 . 1 0 T IME, FUEL AND DISTANCE TO DESCEND

PRE MOD 3 5 8 MAX AUW 2 1 5 0 LBS ( 9 7 5 KG) AND POST MOD 3 5 8 MAX AUW FOR TAKE OFF 2 2 5 0 LBS ( 1 0 2 0 KG)

P . . 5 - 1 2 > <

A p r i l 1 9 9 8 A 8 TP .T67M200 /FM


S E C T I O N 6 SYSTEMS LAYOUT. DESCRIPTION AND USE

CONTENTS

......................................................... 6.1 The Engine and P r o p e l l e r 6-1

6 .1 .1 General Desc r ip t i on ................................................. 6-1 6.1.2 The Engine ................................................................ 6-1 6.1.3 Engine L u b r i c a t i o n System ................................... 6-1 6.1.4 Magnetos ................................................................. 6-2 6 ..I.. 5 Tachometer ...................................................... 6-4 6.1.6 Man i fo ld Pressure ........................................... 6-4 6.1.7 S t a r t e r ........................................................... 6-4 6.1.8 P r o p e l l e r and Constant Speed U n i t ....................... 6-5 6.1 . 9 Normal Use ..................................................................... 6-6 6 . 1 . 10 Mal funct ions ............................................................ 6-6

6.2 The Ai r f rame and Engine Fuel System .................................. 6-7

6.2.1 General Desc r ip t i on ............................................ , ....... 6-7 6.2.2 Fuel Tank ............................................................. 6-7 6.2.3 Fuel Contents Gauge .............................................. 6-8 6. .2. .4 Fuel Pressure Gauge ................................................. 6-8 6.2.5 Fuel Contro l U n i t ...................................................... 6-8 6.2.6 Fuel D i s t r i b u t o r ........................................................ 6-9 6.2.7 T h r o t t l e .............................................................. 6-9 6.2.8 Fuel M ix tu re /Cu t -o f f Cont ro l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 6 ..2.. 9 Normal Use .................................................................. 6-10 6 . .2 .10 Mal func t ion ing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11 < 6.2.11 Fuel System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11

6 . 3 The E l e c t r i c a l System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12

6 . 3 . 1 General D e s w i p t i o n ................................................................. 6-12 6.3.2 Ba t te ry ................................................................... 6-12 6 ..3.. 3 A1 te rna to r ............................................................ 6-12 6.3.4 C i r c u i t Breakers ........................................................... 6-12 6 ..3.. 5 Normal Use o f t h e System .......................................... 6-14 6 ..3.. 6 Mal func t ion ing ..................................................... 6-14 6.3.6A Emergency back-up b a t t e r y f o r p o r t

e l e c t r i c a l a r t i f i c i a l hor izon (MOD 312) ............ 6-14

6.3.7 The E l e c t r i c a l C i r c u i t Diagram ............................. 6-15 6.3.8 C i r c u i t Breaker Layout .......................... 6-16 6.3.9 C i r c u i t Breaker Layout ...................... 6-16

A p r i l 1988 A8 TP . . T67M2001FM


.......................................... ..6.4 General Equipment 6-17

.................................... S a f e t y Equipment 6..17 ......................... Access t o t h e Cockp i t ... .., 6-17 ................................... A i r c r a f t S e c u r i t y 6-17 ....................... .................. Canopy .... 6-17 Seats and Harnesses ................................ 6-19 ......................... A i r c r a f t E x t e r n a l L i g h t i n g 6-20 ................................... C o c k p i t L i g h t i n g 6-20 .................... C o c k p i t Vent i 1 a t i on and Hea t ing 6-20

............................................. 6.5 U n d e r c a r r i age 6-23

................................ 6.5.1 Genera l D e s c r i p t i o n 6-23 6.5.2 Tyres .............................................. 6-23 ...................................... 6.5.3 The Nosewheel 6.. 24 ..................................... 6.5.4 The Mainwheels 6-24 ................................. 6.5.5 Nosewheel S t e e r i n g 6-24 6.5.6 Wheelbrakes ........................................ 6-24 .......................................... 6.5 .. 7 T a i 1 Bumper 6-25 ............................... 6.5.8 Ground Hand l ing Arms 6-25 6.5.9 P i c k e t i n g .......................................... 6-25 6.5.10 Normal Use ........................................ 6-25

6.6 F l i g h t Ins t ruments ........................................ 6-26

................................ 6.6.1 General D e s c r i p t i o n 6-26 ....................... 6.6.2 The P i t o t and S t a t i c Systems 6-26 ....................... 6.6.3 P i t o t and S t a t i c Ins t ruments 6.. 27 ................................. 6.6.4 The S u c t i o n Supply 6-29 6.6.5 S u c t i o n D r i v e n Ins t ruments ......................... 6-29 .................................. 6.6.6 The S t a l l Warning 6-30 ............................... 6.6.7 The Magnet ic Compass 6-31 .............................. 6.6.8 The Turn Co-o rd ina to r 6-32 .......................... 6.6.9 Misce l laneous Ins t ruments 6.. 33 ......................................... 6.6.10 Normal Use 6..34 ..................................... 6.6.11 M a l f u n c t i o n i n g 6.. 34

................................. 6.7 F l y i n g C o n t r o l s and F l a p s 6-35

................................ 6.7.1 General D e s c r i p t i o n 6-35 ..................................... 6.7.2 C o n t r o l Column 6..35 ............................... 6.7.3 E l e v a t o r and Trimmer 6-35 ........................................... 6.7.4 A i l e r o n s 6-35

August 1985 TP . T67M200IFM

PILOTS NOTES FIREFLY T67h1200

&

6 .. 4 Gener a1 Equi pment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17

S a f e t y Equipment ...................................................... 6-17 Access t o t h e Cockpit ......................................................... 6-17 A i r c r a f t S e c u r i t y ........................................ 6-17 Canopy ............................................................................ 6-17 S e a t s and Harnesses ..................................................... 6-19 Airc r . a f t External Light ing .................................. 6.. 20 Cockpit L igh t ing ......................................................... 6-20 Cockpit V e n t i l a t i o n and Heating ....................................... 6-20

6 . 5 Undercarri age . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.-.23

6 .. 5 . 1 General Desc r ip t ion ........................................ 6-23 6 . 5 2 Tyres ................................................................................... 6-23 6.5.3 The Nosewheel ................................................................... 6-24 6 ..5.. 4 The Mai nwheels ......................................................... 6-24 6 . .5 . 5 Nosewheel S t e e r i n g ...................................................... 6-24 6 . 5 .. 6 Wheel br akes ................................................. 6-24 6 . 5 .. 7 Tai 1 Bumper ..................................................... 6-25 6. .5 .. 8 Ground Handling Arms ............................................. 6-25 6 ..5.. 9 P i c k e t i n g ........................................................ 6-25 6 .. 5 . . 10 Normal Use ................................................................. 6 -25

6 . 6 1 1 i ght Instruinents .................................................................. 6.-26

6 .. 6 .. 1 General Desc r ip t ion .................................................. 6-26 6 . 6 .. 2 The P i t o t and S t a t i c Systems ........................................ 6.-26 6 . 6 .. 3 P i t o t and S t a t i c Ins t ruments ............................... 6-27 6 6 . 4 The Suc t ion Supply .................................................. 6-29 6 . 6 .. 5 Suc t ion Driven Ins t ruments .......................................... 6-29 6.6.6 The S t a l l Warning ..................................................... 6-30 6 .. 6.7 The Magnetic Compass ...................................................... 6-31 6 .. 6.8 The Turn Co-ordi nator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32 6 . . 6 . 9 Miscel laneous Ins t ruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33 6 . 6 .. 1 0 Normal Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 3 4 6 . 6 . 11 Malfunct ioning ........................................................... 6-34

6 .. 7 Fly ing Con t ro l s and Flaps ...................................................... 6-35

6 . 7 . 1 General Desc r ip t ion ................................................... 6-35 G . 7 . 2 Control Colu:ni> ............................................................. 6.. 35 6 .7 .3 Elevator and Trimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35 6 . 7 . 4 Ai le rons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35

August 1985 TP . T67M200/FM


- - - c.1.5 riudder ............................................. 6-35 6.7.6 Control L.ocks ....................................... 5-,36 5.7.7 Flaps .............................................. 6-35 6.7.8 Normsl ilse .......................................... 6-37 6.7.9 Maifunctioning ..................................... 6-37

6.8 Radio Equipment ........................................... 6-38

Last e f f e c t i v e pzye i s P.6-.'38

August 1985 T P .T67M200/FM

=({SLINGSBY AVIATION PLC


I N T E N T I O N A L L Y BLANK

A u g u s t 1985 TP .T67M2OG/FM


6.1 THE ENGINE AND PROPELLER

6.1.1 Gener a1 D e s c r i p t i o n -

The a i r c r a f t i s powered by a 4 c y l i n d e r 4 s t r o k e p e t r o l engine d r i v i n g a 3 b laded v a r i a b l e p i t c h p r o p e l l e r which r o t a t e s c lockw ise as viewed by t h e a i l o t . The p r o a e l l e r i s d r i v e n d i r e c t l y f rm t h e engine. Fue l i s p rov ided t o t h e c y l i n d e r s by a f u e l i n j e c t o r system equipped w i t h t h r o t t l e and m i x t u r e c o n t r o l s ; t h e r e i s p r o v i s i o n f o r o i 1 and f u e l s u p p l i e s t o a l l o w sus ta ined power d u r i n g i n v e r t e d f l i g h t . . Engine i g n i t i o n i s p rov ided by t w i n magnetos.

The engine i s an Avco-.Lycoming AEIO-360-A1E r a t e d a t 200 HP a t 2700 RPM. A p u l l e y on t h e p r o p e l l e r d r i v e p rov ides power f o r t h e b e l t - d r i v e n a l t e r n a t o r ; d r i v e s f r m t h e back o f t h e engine power t h e vacuum pump, mechanical f u e l pump, t w i n magnetos and engine speed tachometer: a d r i v e from t h e f r o n t o f t h e engine supp l ies engine speed i n f o r m a t i o n t o t h e p r o p e l l e r cons tan t speed u n i t .

6.1.3 Engine L u b r i c a t i o n .- System

General The wet sump engine o i l system prov ides f o r l u b r i c a t i o n o f t h e i n t e r n a l bear ings under pressure. There are no p i l o t - o p e r a t e d c o n t r o l s , b u t i n d i c a t o r s show t h e o i 1 p ressure and temperature. Both gauges a r e marked w i t h y e l l o w ( c a u t i o n a r y ) , green (normal) and r e d (danger bands and knowledge o f t h e cor responding temperatur e lpressur e numer ica l values i s unnecessary.

O i l F i l l e r and Sump The o i l sump f i l l e r i s l oca ted under a f l a p on t h e t o p r i g h t -hand s i d e o f t h e engine cowl ing, and incorporates a d i p s t i c k . The d i p s t i c k i s marked i n US Quarts; t h e maximum l e v e l i s t h e 8 US q u a r t mark and t h e minimum l e v e l i s 4 US quar ts . The maximum o i 1 consumption i s 0.484 US quarts/hour a t r a t e d power and 0.272 US quar ts lhour at 75% r a t e d power. The o i 1 f i l l e r cap shou ld be t i g h t e n e d by hand on1 y.

A procedure f o r e s t a b l i s h i n g t h e normal o p e r a t i n g l e v e l of o i l c o n t e n t s f o r each i n d i v i d u a l engine i s l a i d out i n t h e Avco-Lycoming Operat ions Manual and should be fo l l owed c a r e f u l l y . The normal opera t ing l e v e l may be as low as 7 US q u a r t s and, i f t h e engine i s f i l l e d above i t s "normal" l e v e l i t w i l l immedia te ly dump t h e excess o i l d u r i n g f l i g h t . .

O i l Cooler An a i r - c o o l e d o i l cooler i s mounted on t h e l e f t - h a n d s i d e o f t h e engine. An i n t e g r a l t h e r m o s t a t i c va lve d i r e c t s o i l th rough t h e coo le r or bypasses i t dependant on o i l temperature. Coo l ing a i r supp ly i s t aken f r m t h e back b a f f l e p l a t e s on t h e l e f t - h a n d p a i r o f c y l i n d e r s , t h e a i r f i r s t e n t e r i n g t h e main i n t a k e a t t h e f r o n t o f t h e cowl ing. The a i r exhausts w i t h t h e r e s t of t h e engine c o o l i n g a i r a t t h e b o t t m o f t h e lower engine cow l ing .

P.6-1 August 1985

TP .T67M200/FM

PILOTS NOTES FIREF1.Y T 6 7 M 2 0 0

I n v e r t e d F l i g h t O i l System The engine i n v e r t e d f l i g h t o i l system i n c o r p o r a t e s a pump, a g e o v e r va lve and an o i l s e p a r a t o r . The o i l separa to r a l l o w s the top o f t h e engine crankcase t o be vented t o atmosphere and c o l l e c t s any o i l d r o p l e t s i n the vented a i r f o r r e t u r n t o t h e engine sump. I n i n v e r t e d f l i g h t t.he " t o p " o f t h e engine becomes t h e sump and t h e sump becomes the top: t o s top the o i l f rom b e i n g vented d i rec t1 ,y t o atmosphere a s t e e l b a l l i n t h e separator m v e s under g r a v i t y t o b l o c k t h e v e n t connec t ion f rom what i s now the bot tom o f the eng ine . On r e t u r n t o normai f i i g h t t h e b a i l f a i l s bacic again and normal v e n t i n g takes p lace. The changeover v a l v e d i r e c t s o i l t o t h e o i l pump: i n normal f l i g h t o i l i s taken f rom t h e sump; i n i n v e r t e d f l i g h t o i l i s taken v i a t h e o i l b r e a t h e r p i p e a t t h e t o p of t h e eng ine (which becomes the sump), t h e v a l v e changing over a u t o m a t i c a l l y under g r a v i t y , thus a l l o w i n g a supply o f o i l t o t h e pump under b o t h normal and i n v e r t e d f l i g h t Extreme manoeuvres (eg v e r t i c a l f l i g h t ) w i l l r o b t h e pump o f a l l o i l supply and t h i s g i ves r i s e t o t h e l i m i t a t i o n s i n S e c t i o n 2,.4. Dur ing t r a n s i t i o n f rom normal f l i g h t t o i n v e r t e d f l i g h t o r back aga in t h e o i l p ressure may f l i c k e r momentari ly, d ropp ing by 10 t o 30 p s i b u t i t should r i s e again w i t h i n m e ~3econ8. Due t o t h e l o n g e r p a t h f o r o i l f rom sump t o pump i n i n v e r t e d f l i g h t , t he susta ined o i l p ressure i n i n v e r t e d f l i g h t w i l l be 5.-10 p s i lower than i n normal f l i g h t I f the o i l p ressure i n i n v e r t e d f l i g h t s t a b i l i z e s a t more than 20 p s i below t h e normal f l i g h t f i g u r e t h i s s i g n i f i e s a f a u l t i n t h e o i l supply system and t h e a i r c r a f t shou ld be r i g h t e d immedia te ly and t h e f a u l t i n v e s t i g a t e d on t h e ground..

On s t a r t - u p , t h e o i l pressure should r i s e t o t h e y e l l o w o r green s e c t o r w i t h i n t h i r t , y seconds; i f i t does no t , t h e engine should be stopped immedia te ly o r severe i n t e r n a l damage may r e s u l t . The engine i s v e r y s low t o warm up and ca re should be taken t o observe engine o i l temperature and p ressure minima and maxima. There a re no o i l temperature minima f o r run-up o r t a k e o f f b u t t h e engine run-.up should n o t be commenced u n t i l t h e eng ine has been warmed up f o r f o u r minutes f rom c o l d ; t a k e o f f shou ld o n l y be con t inued i f t h e engine acce le ra tes smoothly as the t h r o t t l e i s opened and 2550 RPM i s o b t a i n a b l e immedia te ly t h e t h r o t t l e i s opened f u l l y a t t h e b e g i n n i n g o f t h e t a k e o f f r u n Engine l i f e i s maximised i f t h e o i l i s warmed t.o 40°C b e f o r e t a k e o f f .

The engine may over.coo1 d u r i n g a prolonged g l i d e w i t h t h e eng ine t h r o t t l e d f u l l y back and t h i s may l e a d t o very poor and s low eng ine a c c e l e r a t i o n when t h e eng ine t h r o t t l e i s subsequent ly opened Th is c o o l i n g takes p l a c e a t t h e eng ine c y l i n d e r s and w i l l be apparent on the c y l i n d e r head temperature gauge Pro longed g l i d e s a r e most l i k e l y d u r i n g engine f a i l u r e p r a c t i c e and, t o avo id

> t h e problem o f over -coo l ing, the engine should be c l e a r e d as r e q u i r e d by < opening the t h r o t t l e t o f u l l power f o r a t l e a s t t h r e e seconds and c l o s i n g i t again t o i d l e A d d i t i o n a l l y t h e t h r o t t l e should be opened s l o w l y on t h e c l i m b o u t .

6.1.4 Magnetos - Two Bendix magnetos a r e employed; the,y a re mounted a t t h e back o f t h e eng ine, t h e ' l e f t ' one b e i n g a t e leven o ' c l o c k and t h e ' r i g h t ' one a t one o ' c l o c k . Each o f t h e f o u r engine c y l i n d e r s has two s p a r k i n g p lugs; b o t h magnetos work t o g e t h e r , each one supp ly ing one s p a r k i n g p l u g i n each c y l i n d e r so t h a t f o r s a f e t y , t h e engine w i l l con t inue t o r u n i f one magneto f a i l s .

P. 6-2 September 1987 A2

TP .T67M200/FM

J{~umzw AVIATION P ~ C


The magneto sw i t ch (F ig . 8 4) c o n t r o l s bo th magnetos and i s marked OFF - R - L - BOTH. I n t h e 'OFF' p o s i t i o n b o t h magnetos a r e ea r thed and so w i l l produce no spark; i n t h e 'R' p o s i t i o n t h e r i g h t magneto i s made l i v e w h i l s t t h e l e f t magneto i s ea r thed and t h u s the r i g h t magneto shou ld produce sparks . I n t h e ' 1 ' p o s i t i o n the l e f t magneto alone i s now l i v e and i n t h e 'BOTH' p o s i t i o n , bo th magnetos are l i v e

The l e f t magneto i s f i t t e d w i t h an impulse and spark r e t a r d dev ice which makes t h e engine easy t o s t a r t : t he dev ice o n l y opera tes a t v e r y l ow RPM and thus t h e magneto i s p r o v i d i n g a no rma l l y t imed spark a t a l l RPM s e t t i n g s a v a i l a b l e t o t h e p i l o t . For s t a r t i n g t h e engine, t h e magneto s w i t c h shou ld b e s e l e c t e d t o ' L ' and then t o 'BOTH' when t h e eng ine f i r e s Pro longed runn ing w i t h one magneto swi tched o f f w i l l l ead t o o i l i n g up o f i t s s p a r k i n g p l u g s and a consequent ly l a r g e magneto "drop"

I f one magneto becomes dead d u r i n g eng ine opera t ion , i t may n o t immedia te ly be apparent as t h e engine w i l l con t inue t o r u n . It may a l s o happen t h a t one magneto becomes permanent ly l i v e ; t h i s w i l l n o t no rma l l y be d i scovered as i t i s t h e usual p r a c t i c e t o stop t h e engine by c u t t i n g o f f t h e f u e l . . F o r t h i s reason a "dead / l i veU magneto check i s c a r r i e d o u t immedia te ly a f t e r s t a r t i n g and immedia te ly b e f o r e s topp ing the eng ine . 'The purpose o f t h i s check i s t o ensure t h a t t h e r e i s a drop i n engine RPM when a magneto i s swi tched o f f b u t t h a t the engine con t inues t o r u n .

An i n d i v i d u a l check o f the performance o f each magneto i s c a r r i e d o u t b e f o r e t a k e o f f i n t h e Engine Run, b u t t h e 'Dead C u t ' check has two purposes as f o l l o w s :

a. To ensure t h a t each magneto can run t h e engine.

b . To ensure t h a t e i t h e r o r bo th can be swi tched o f f i f r e q u i r e d .

Should t h e r e be no RPM drop, then the magneto t h a t has been sw i t ched o f f i s permanent ly l i v e and the engine i s i n a dangerous c o n d i t i o n because:

1. I f t h a t magneto mal funct ioned, i t c o u l d n o t be swi tched o f f .

2~ The engine c o u l d n o t be stopped by s w i t c h i n g o f f t h e magnetos (eg f i r e d r i l l ) , ,

3 There i s a r i s k o f t h e engine s t a r t i n g when t h e p r o p e l l e r i s t u r n e d d u r i n g eng ineer ing work on the ground

The magneto performance check i s done b e f o r e each f l i g h t and i s c a r r i e d o u t by s e t t i n g 2000-2100 RPM w i t h 'BOTH' se lec ted; t h e r i g h t magneto i s then swi tched o f f by s e l e c t i n g 1 and the RPM i s mon i to red t o check t h a t t h e engine runs smoothly and the RPM drop does n o t exceed 175 ( i e t h e RPM does

> n o t f a l l below 1825 RPM). The magneto sw i t ch i s r e t u r n e d t o 'BOTH' and t h e RPM a l l owed t o r e - - s t a b i l i z e a t 2000-2100 RPM. Then t h e l e f t magneto i s swi tched o f f by s e l e c t i n g R ; t he engine shou ld aga in c o n t i n u e t o r u n smoothly and t h e RPM should be above 1825; a d d i t i o n a l l y , t h e RPM shou ld be < w i t h i n 50 RPM o f t h a t achieved w i t h ' L ' se lec ted. . ( I f t h e eng ine i s n o t w i t h i n these l i m i t s an eng ineer ing i n v e s t i g a t i o n i s r e q u i r e d ) , . The magnetos should t h e n be se lec ted t o ' B O T H ' , .

P .6--3 J u l y 1988 A5

TP .T67M200/FM

PILOTS NOTES FIREFLY l'67M200

A c e r t a i n t y p e o f magneto f a i l u r e can occur where one magneto e i t h e r sparks i n t e r m i t t e n t l y o r sparks w i t h t h e wrong t iming; t h i s can l e a d t o rough runn ing o f t h e engine. I f rough r u n n i n g occurs and cannot be a t t r i b u t e d t o any other cause (wrong m i x t u r e s e t t i n g , i n d u c t i o n i c i n g , o i l p ressure f a i l u r e ) each magneto can be swi tched o f f i n t u r n t o check f o r mal funct ioning. . Should normal engine r u n n i n g be r e s t o r e d w i t h one magneto sw i t ch o f f t h e a i r c r a f t should n o t take o f f and, i f a l ready a i rborne, shou ld land a t t h e nearest sa fe l and ing ground as cont inued engine o p e r a t i o n now depends on a s i n g l e magneto.

6.1.5 Tachometer --- A d r i v e f r m t h e back o f t h e engine i s t r a n s m i t t e d by a s leeved cab le t o a t a c h m e t e r i n t h e c o c k p i t The face of the t a c h m e t e r i s graduated f rom 0 t o 3500 RPM and i s marked w i t h a r e d l i n e a t the l i m i t i n g engine RPM o f 2700 RPM. The ' hours ' f i g u r e on t h e face o f t h e ins t rument assumes a constant RPM and may t h e r e f o r e under- or over- read aga ins t r e a l t ime; i t cannot t h e r e f o r e be used t o measure engine o p e r a t i n g t ime.

6.1.6 M a n i f o l d Pressure

The m a n i f o l d p ressure g i ves t h e operator a d i r e c t i n d i c a t i o n o f how hard t h e engine i s work ing w h i l s t t h e RPM t e l l s him how f a s t t h e engine i s go ing round. As i s t h e case w i t h most p i s t o n engines, t h e engine should n o t be made t o work t o o hard a t l o w RPM.. The m a n i f o l d pressure gauge shows t h e p ressure of a i r be ing f e d t o the c y l i n d e r s and hence, t h e higher t h e pressure, t h e harder t h e engine i s working. When t h e engine i s runn ing, opening t h e t h r o t t l e admits more a i r t o t h e m a n i f o l d and a l l ows t h e p ressure t o r i s e . If t h e m a n i f o l d pressure i s t o o h i g h f o r t h e RPM be ing used, de tona t ion and engine damage may r e s u l t : t o avo id t h i s c o n d i t i o n t h e mani fo ld p ressure ( i n inches o f mercury) should never be a l lowed t o exceed t h e RPM ( i n hundreds) by more than 4, eg t h e maximum m a n i f o l d p ressure a l lowed a t 2200 RPM i s 26 inches o f mercury. Th is c o n d i t i o n can i n a d v e r t e n t l y be encountered when i n c r e a s i n g or decreas ing power s e t t i n g s , so a s imple r u l e t o remenber i s - when i n c r e a s i n g power "REV UP" f i r s t , when decreas ing power "THROTTLE BACK" f i r s t .

6.1.7 S t a r t e r

The s t a r t e r i s l o c a t e d a t t h e f r o n t o f the engine under t h e p r o p e l l e r d r i ve . . I t i s operated by a push-but ton on t h e c e n t r e console, t h e bu t ton b e i n g o b s t r u c t e d when t h e f u e l cock i s se lec ted t o 'OFF'.. E l e c t r i c a l power i s a v a i l a b l e t o t h e s t a r t e r th rough t h e s t a r t e r b u t t o n when t h e master i s swi tched on. A s t a r t e r warning l i g h t i l l u m i n a t e s when t h e s t a r t e r i s engaged; i t should l i g h t o n l y w h i l s t t h e s t a r t e r b u t t o n i s pressed and shou ld i t f a i l t o go out when t h e b u t t o n i s re leased, t h e engine must be stopped immediately o r mechanical damage w i l l ensue. The s t a r t e r c i r c u i t i s not r o u t e d th rough t h e ammeter and thus the s t a r t i n g c u r r e n t i s no t shown on t h e ammeter.

P.6..4 Au u s t 1985

TP . T % ~ M ~ O O / F M


6.1.8 P r z l l e r and - Constant Speed U n i t -

The p r o p e l l e r i s a Hoffmann 3 b laded v a r i a b l e - p i t c h p r o p e l l e r . The l e a d i n g edges a r e covered w i t h a rep laceab le meta l s t r i p . I n t h e event o f any damage, c racks, c h i p s or su r face cr a n ng be ing detected, r e f e r e n c e should be made t o t h e makers handbook which g i ves d e t a i 1s o f acceptab le i m p e r f e c t i o n s . The p r o p e l l e r r o t a t e s c lockwise as seen by t h e p i l o t . The p r o p e l l e r hub i s h idden by t h e spinner which i s secured t o t h e p r o p e l l e r back p l a t e by screws; thus t h e hub cannot be inspected on a d a l l y bas is

P r o p e l l e r p i t c h i s var ied by t h e movement o f a p i s t o n i n t h e p r o p e l l e r hub: t h i s p i s t o n i s connected t o a l l 3 p r o p e l l e r b lades and moves them s imu l taneous ly t o vary t h e i r p i t c h f r m low p i t c h ( f u l l y f i n e ) t o h i g h p i t c h ( f u l l y coarse) . The blades have counter -weights at tached at. t h e i r r o o t s ; when t h e p r o p e l l e r i s t u r n i n g these counterweights e x e r t a f o r c e on t h e b lades t o make them move t o t h e f u l l y coarse p o s i t i o n . . The counterweights a r e heavy enough t o overcome t h e s p r i n g f o r c e and t h e n a t u r a l c e n t r i f u a l force, bo th o f which tend t o move t h e p r o p e l l e r t o f i n e p i t c h . Thus, once t h e eng ine i s runn ing, t h e blades can o n l y be moved f r c m f u l l y coarse by a p p l y i n g enough p ressure t o t h e p i s t o n i n t h e hub t o overcome t h e f o r c e generated by t h e counter-.weights.. The source o f pressure i s t h e o i l pump and t h e amount of pressure al lowed t o go t o t h e p i s t o n i s c o n t r o l l e d by t h e cons tan t speed u n i t .

The f u n c t i o n o f t h e constant speed u n i t i s t o vary t h e p i t c h o f t h e pr ope1 l e r b lades t o keep t h e p r o p e l l e r RPM a t the value se lec ted by t h e RPM ' con t ro l . . I t works on t h e p r i n c i p l e t h a t i f the p i t c h o f t h e p r o p e l l e r b lades i s increased, t h e blades w i l l develop more l i f t ( t h r u s t ) b u t w i l l a l s o develop more drag; t h i s increase i n drag w i 11 slow t h e p r o p e l l e r RPM down. Conversely, i f t h e p i t c h i s decreased, t h e p r o p e l l e r w i l l speed up. The d e s i r e d RPM i s s e t i n t h e constant speed u n i t by movement of t h e RPM c o n t r o l ; t h e u n i t then e i t h e r l e t s o i l i n under pressure t o decrease t h e p r o p e l l e r p i t c h or l e t s o i l ou t a l l o w i n g t h e p i t c h t o i nc rease u n t i l t h e s e t RPM i s reached.. I f t h e RPM then va r ies f r o m t h e se t value the constant speed u n i t changes t h e p i t c h u n t i 1 t h e c o r r e c t RPM i s r e g a i n e d .

The cons tan t speed u n i t can o n l y f u n c t i o n c o r r e c t l y when t h e engine i s deve lop ing enough power t o t u r n t h e p r o p e l l e r at t h e RPM s e t by t h e RPM con t ro l . . When t h e t h r o t t l e i s c losed on t h e ground t h e engine develops v e r y l i t t l e power; the constant speed u n i t w i l l a t tempt t o keep t h e RPM at t h e va lue se t by t h e RPM c o n t r o l and, as t h e engine slows down, w i l l move t h e p r o p e l l e r t o a lower and lower p i t c h u n t i l i t i s a t minimum p i t c h ( f u l l y f i n e ) . At ground i d l e t h e engine i s not deve lop ing enough power t o keep t h e RPM above about 800 ... even a t minimum p i t c h . Thus i t can be seen t h a t , a t low t h r o t t l e s e t t i n g s , the p r o p e l l e r w i l l be f u l l y f i n e and t h e t h r o t t l e w i l l c o n t r o l t h e RPM; opening t h e t h r o t t l e w i 11 inc rease t h e RPM u n t i l t h e engine i s developing enough power t o d r i v e the p r o p e l l e r round a t t h e va lue s e t by t h e RPM c o n t r o l ; once the se t RPM i s reached, t h e constant speed u n i t w i l l keep t h e RPM t h e same by coarsen ing the p r o p e l l e r as the t h r o t t l e i s opened f u r t h e r . . Conversely, as t h e t h r o t t l e i s p r o g r e s s i v e l y c losed f r cm f u l l y open, t h e constant speed u n i t p r o g r e s s i v e l y reduces the p r o p e l l e r p i t c h t o keep the se t RPM.. Eventua l ly , a t a c e r t a i n t h r o t t l e p o s i t i o n , t h e p r o p e l l e r i s f u l l y f i n e , t h e u n i t can no longer m a i n t a i n t h e set RPM; t h e RPM w i l l then f a l l as t h e t h r o t t l e i s c losed beyond t h i s p o s i t i o n .

P .6 -5 August 1985

Tp . T67M2001FM

= ( { s U ~ ~ ~ ~ , AVIATION -!LC


i n p r a c t i c e , a t normal f l i g h t power s e t t i n g s , t h e RFW con t ro l s e t s t h e R P M and t h e t h r o t t l e c o n t r o l s t h e manifold p r e s s u r e . I t i s only on t h e ground or when reducing t o low t h r o t t l e s e t t i n g s t h a t t h e power output of t h e eng ine i s t o o low t o a l low t h e cons tan t speed u n i t t o work and then t h e t h r o t t l e contr 01 s t h e RPM.

> The p i t c h change f o r c e s of Hoffmann c u n p o s i t e b lades a re much lower than t h o s e of m e t a l b l a d e s . T h i s means t h a t l w e r p i t c h change f o r c e s a r e r e q u i r e d The p i t c h w i l l change f a s t e r t h a n w i t h m e t a l b lades . .

C A U T i ON -- Move p r o p e l l e r speed c o n t r o l smoothly Do not o p e r a t e the con t ro l ab rup t ly .

Rapid movement of c o n t r o l may cause s u r g i n g or overspeeding u n t i l t h e governor s t a b i l i z e s . <

Over speed -

Up t o 3105 RPM i f t h e p rope l l e r overspeeds between 2700 PRM and 3/05 R P M ( a n over speed 'o f 0% - 15% over t h e engine t akeof f RPM l i m i t of 2700) a normal propel 1 er p e r i o d i c 100 hour i n s p e c t i o n must be c a r r i e d o u t .

3105 R P M t p 3375 RPM i f the p r o p e l l e r overspeeds between 3105 RPM and 3375 R P M ( r e p r e s e n t i n q an overspeed of 15% - 25% over the engine t a k e o f f RPM l i m i t of 2700) t h e p r o p e l l e r must be r e tu rned t o t h e manufacturer or a u t h o r i s e d agent f o r i n s p e c t i o n . The e x a c t overspeed RFM should be noted

Above 3375 RPM The p r o p e l l e r should be r e t u r n e d t o t h e manufacturer 01 - au thor i sed agen t f o r i n spec t lon and no f e r r y f l l ght should be made.

6.1.9 Normal Use

The d r i l l s f o r the normal use of t h e engine a r e given i n Sec t ion 3 and in t h e F l i g h t Refe rence C ~ r d s (FRCs). The l i m i t a t i o n s a r e given i n S e c t i o n 2 of t h i s manual and c r i t i c a l l i m i t a t i o n s a r e sumnarised i n t h e FRCs,.

C r u i s i n g Power During F i r s t 50 hrs Engine L i f e Cru i s ing s h a r l d be done a t 65% - 75% power u n t i l 50 hrs eng ine l i f e has accumulated or o i l consumption has s t a b i l i s e d .

6.1.10 Malfunct ions - T h e m e r g e n c i e s a r e covered i n S e c t i o n 4 and a r e reproduced in t h e emergency check l i s t s ( r e d pages) of t h e FRCs

P.6-6 March 1988 A4 T P T67M200lFM


6.2 THE AIRFRAME AND ENGINE FUEL SYSTEM

6.2.1 General Desc r ip t i on

Fuel i s conta ined i n two separate wing tanks, i t can be f e d from one o r o the r o f t h e tanks, v i a a L e f t I R i g h t s e l e c t o r valve, t o t h e engine by

> means o f an e l e c t r i c pump or an engine d r i ven pump (EDP). The engine i s < equipped w i t h a continuous f l ow f u e l i n j e c t i o n system which incorpora tes a f u e l pressure sensor.

6.2.2 Fuel Tanks

The two GRP tanks form i n t e g r a l p a r t s o f each wing inboard l ead ing edge s t r u c t u r e . The capac i ty o f each tank i s 80..7 l i t r e s (17.75 Imp G a l l s ) o f which 78.7 l i t r e s (17.31 Imp Ga l l s ) a re usable. Fuel type i s AVGAS 10DLL. The tank f i l l e r s a re loca ted on t h e upper sur face o f t h e wing 1 eading edge.

Vent p ipes from each tank a r e l e d separate ly , from a breather box assy, t o vent from under t h e fuselage inboard o f Rib 1 p o r t and starboard. The breather box assembly incorpora tes a f l appe r va lve t o min imise f u e l l o s s i n i n v e r t e d f l i g h t . Both f i l l e r caps incorpora te a p o s i t i v e l o c k and rubber s e a l i n g washer t o prevent f u e l loss dur ing i n v e r t e d f l i g h t . , Each tank conta ins a f l o a t meter ing u n i t which supp l ies i n fo rma t ion t o t h e e l e c t r i c f u e l contents gauges (F ig .8 . .4 ) when t h e master sw i t ch i s cn

Fuel d ra ins are f i t t e d t o both tanks . I n both cases t h e d r a i n i s taken from t h e lowest p o i n t o f t h e tank and t h i s w i l l c o l l e c t any water t h a t may be present i n t h e f u e l from condensation or contaminat ion. The f u e l can be sampled before each f l i g h t by pressing up on t h e s p r i n g loaded screw and c o l l e c t i n g t h e f u e l which f lows out i n a s u i t a b l e wide necked g lass conta iner . ,

CAUTION

THE SPRING LOADED SCREW WILL REMAIN I N THE UP POSITION I F I T I S INADVERTENTLY TURNED, THEREFORE CARE MUST BE TAKEN TO ENSURE THAT THE FUELHAS CEASED TO FLOW AFTER THE SAMPLE HAS BEEN TAKEN.

Fuel t o t h e engine i s drawn from t h e bottom o f t h e inboard s i d e o f t h e tank through a f u e l feed pipe. Attached t o t h e f u e l feed p ipe i n s i d e t h e tank i s a f l o p tube which i s f i t t e d w i t h a f i l t e r and non-eturn va lve assembly. The f l o p tube i s contained i n a c o l l e c t o r tank; t h i s ensures adequate supply o f f u e l t o t h e engine du r ing i n v e r t e d f l i g h t or, steep tu rns . Fuel f lows from the tank t o a s e l e c t o r va lve c o n t r o l l e d by a f u e l c o n t r o l (Fig.8.4) mounted on the cent re lower inst rument panel such t h a t t h e s t a r t e r bu t ton i s obs t ruc ted when t h e f u e l i s tu rned o f f , , The f u e l c o n t r o l has 3 s e t t i n g s FUEL OFFILEFT TANKIRIGHT TANK. Post Mod 327 A b a l k i s f i t t e d t o t h e panel t o - ensure t h a t , when sw i t ch ing from r i g h t t o l e f t tank, t h e f u e l cannot be i n a d v e r t e n t l y tu rned o f f ' . I n o rder t o s e l e c t o f f t h e knob must be p u l l e d towards t h e p i l o t and tu rned towards t h e o f f p o s i t i o n thus l i f t i n g i t over t h e ba lk . When s e l e c t i n g l e f t tank from t h e o f f p o s i t i o n t h e s p r i n g loaded s e l e c t o r knob w i l l r i d e over t h e s l o p i n g face o f t h e ba l k and w i l l no t r e q u i r e l i f t i n g . From t h e f u e l c o n t r o l f u e l Passes through a f i l t e r t o an

P.6-7 A p r i l 1998 A8 TP . T67M2001FM


> e l e c t r i c a l l y opera ted f u e l pump. The pump i s c o n t r o l l e d by a FUEL PUMP < ON/OFF SWITCH (F ig .8 .4) , mounted on t h e lower c e n t r e console; i t i s p r o t e c t e d b y a c i r c u i t b r e a k e r l o c a t e d on t h e r i g h t o f t h e i n s t r u m e n t panel . . Pump o u t p u t i s capable o f s u p p l y i n g f u e l t o t h e eng ine a t maximum power w i t h t h e EDP f a i l e d I n c r u i s i n g f l i g h t t h e e l e c t r i c f u e l pump can be s w i t c h e d o f f and f u e l drawn by t h e EDP w i l l be drawn th rough t h e bypaSs i n c o r p o r a t e d i n t o t h e pump.

The EDP i s mounted c e n t r a l l y a t t h e back o f t h e eng ine f o r w a r d o f t h e f i r e w a l l ; i t i n c o r p o r a t e s a bypass v a l v e so t h a t f u e l can f l o w when t h e eng ine i s n o t t u r n i n g o r t h e pump has f a i l e d . . A v e n t f rom t h e EDP emerges under t h e eng ine c o w l i n g f o r w a r d o f t h e nosewheel l e g . The p i l o t has no c o n t r o l s f o r t h e EDP.

6.2.3 Fuel Contents Gauqes ( R e f . I l l u s t r a t i o n 8.4)

The f u e l gauges a r e mounted a t t h e t o p o f t h e ins t rument pane l . They r e q u i r e e l e c t r i c a l power which i s s u p p l i e d th rough t h e mas te r s w i t c h . They a r e p r o t e c t e d by a c i r c u i t b r e a k e r which a l s o c o n t r o l s t h e e l e c t r i c a l s u p p l y t o t h e o i l temperature , o i l p r e s s u r e and f u e l p ressure gauges. The gauge i s marked i n l i t r e s and I m p e r i a l Ga l lons , each f u l l t a n k c o n t a i n s 78.7 l i t r e s ( 1 7 ' 3 1 Imp g a l l s ) useable f u e l .. The c o n t e n t s m e t e r i n g f l o a t i s l o c a t e d away f r o m t h e f i l l e r neck and t h u s t h e c o n t e n t s gauge may be used t o g i v e an i n d i c a t i o n o f f u e l l e v e l d u r i n g r e f u e l l i n g . . Pos t Mod 292B f u e l gauges a r e marked i n l i t r e s and US Gals. ,

6.2.4 Fuel P ressure Gauqe (Ref I l l u s t r a t i o n 8.4)

The f u e l p r e s s u r e gauge i s mounted on t h e l e f t - h a n d i n s t r u m e n t panel on a gauge shared w i t h t h e m a n i f o l d p ressure i n d i c a t o r . I t i s c a l i b r a t e d f rom 0-10 p s i

The f u e l p r e s s u r e sensor i s mounted on t h e f u e l d i s t r i b u t o r i n l e t so t h a t t h e p ressure recorded i s t h e same as t h a t be ing exper ienced a t t h e i n j e c t o r s . . The gauge senses t h e f u e l p r e s s u r e d i r e c t l y th rough a p i p e and, f o r t h i s reason, a r e s t r i c t o r i s p u t i n t h e p ressure l i n e t o t h e gauge so t h a t f u e l i s n o t pumped i n t o t h e c o c k p i t i f t h e p i p e breaks. The f u e l p r e s s u r e s u p p l i e d t o t h e d i s t r i b u t o r i s c o n t r o l l e d by t h e f u e l c o n t r o l u n i t wh ich responds t o t h r o t t l e demands~ The amount o f f u e l f e d t o t h e eng ine i s d i r e c t l y p r o p o r t i o n a l t o t h e f u e l p r e s s u r e and t h u s t h e f u e l p r e s s u r e gauge may be expected t o read h i g h when t h e t h r o t t l e i s open and l o w when t h e t h r o t t l e i s c losed : i t shou ld never read z e r o when t h e eng ine i s runn ing . The r e l a t i o n s h i p between f u e l p r e s s u r e and f u e l f l o w i s g i v e n i n S e c t i o n 6 . ,2 .5 , ,

I n t h e event o f eng ine m a l f u n c t i o n a check o f t h e gauge p r e s s u r e w i l l c o n f i r m whether t h e prob lem i s caused by a f u e l supp ly problem. I f t h e f u e l p ressure gauge reads v e r y l o w t h e l i k e l y r e c t i f i a b l e causes a r e f u e l pump f a i l u r e o r f u e l s u p p l y f a i l u r e ; t h e e l e c t r i c pump shou ld be s w i t c h e d on and t h e f u e l cock and c o n t e n t s checked.

6.2.5 Fuel C o n t r o l U n i t

The f u e l c o n t r o l u n i t takes t h e p l a c e o f t h e c a r b u r e t t o r . . It s u p p l i e s f u e l t o a f u e l d i s t r i b u t o r which d i r e c t s f u e l t o t h e a p p r o p r i a t e c y l i n d e r where i t i s i n j e c t e d d i r e c t 1 y i n t o t h e i n l e t p o r t .

P.6-8 A p r i l 1998 A8 TP .T67M200/FM


PRE MOD 3 0 0 A

! R I G H T TANK

FUEL

I STARTER I L E F T

I 6 TANK

POST MOD 3 0 0 A -.

. RIGti 'T 'TAN K

FUEL.

.<- LEFT TANK

STARTER

FUEL SELECTOR CONTROL LABELS WITHOUT BALK

P6 -8A A p r i l 1 9 9 8 A 8 TP .T67M200/FM

SUN^^^^ A\fIATION LTD


PRE MOD 336

1 FOR FUEL OFF 1 PULL ANDTURN

7 R1GH.T I

POST' MOD 336

TANK TANK

PULL AND TURN

OFF

I I

FUEL SELECTOR CONTROL LABELS WITH BALK

P6-8B Ap r i 1 1998 A8 TP .T67M200/FM

J{S.INGSBY a\llnTioN LTo


The f u e l c o n t r o l u n i t senses t h e a i r f l o w through t h e m a n i f o l d i n t o t h e engine and prov ides the appropr iate amount o f f u e l t o g i v e t h e c o r r e c t a i r / f u e l mix tu re . It a c t u a l l y achieve t h i s by v a r y i n g t h e f u e l pressure; t h i s changes t h e fue l f low and g ives t h e c o r r e c t mix tu re . Opening t h e t h r o t t l e w i l l increase the a i r f l o w i n t h e m a n i f o l d and t h e f u e l c o n t r o l u n i t schedules a h igher f u e l f low. A t a l t i t u d e the' reduc t i on i n dens i t y r e s u l t s i n a lower man i fo ld a i r f l o w being sensed by t h e u n i t which au tomat ica l l y schedules a lower f u e l f low, avo id ing an o v e r - r i c h mix ture . The fue l con t ro l u n i t i s s e t t o p rov ide a maximum power ( r i c h ) f u e l l a i r m ix tu re throughout t h e ope ra t i ng range but weakening t h e m i x t u r e t o economy c ru i se s e t t i n g s can be achieved by use o f t h e m i x t u r e c o n t r o l .

The f u e l c o n t r o l u n i t depends on the supply o f f u e l under pressure t o f u n c t i o n c o r r e c t l y and f a i l u r e o f the pressure supply w i l l r e s u l t i n power f a i l u r e . Both t h e engine d r i ven f u e l pump and t h e e l e c t r i c f u e l pump can i n d i v i d u a l l y p rov ide s u f f i c i e n t pressure f o r c o r r e c t f u e l supply. Under normal circumstances only t h e engine d r i v e n pump i s used. A f a i l u r e o f t h i s pump w i l l r e s u l t i n power l oss and low o r zero f u e l pressure; normal engine performance can be res to red by use o f t h e e l e c t r i c f u e l pump.

A f a i l u r e i n t h e f u e l con t ro l u n i t or impact i c i n g on t h e t h r o t t l e o r a i r pressure sensing pipes w i l l cause reduced f u e l or a i r f l o w and w i l l l ead t o l o s s o f power: i c i n g cond i t ions must be avoided as t h e r e i s no p r o v i s i o n f o r man i fo ld o r t h r o t t l e i c e clearance.

6.2.6 Fuel D i s t r i b u t o r (Ref I l l u s t r a t i o n 8.4)

The f u e l d i s t r i b u t o r i s downstream of t h e f u e l c o n t r o l u n i t and d i r e c t s f u e l t o t h e i n l e t p o r t o f each c y l i n d e r i n t u r n as they commence t h e i r i n d u c t i o n s t roke . There are no p i l o t con t ro l s o r i n d i c a t o r s b u t t h e f u e l pressure experienced a t t h e i n d i c a t o r i s shown on t h e f u e l pressure gauge i n t h e cockp i t .

6.2.7 T h r o t t l e (Ref I l l u s t r a t i o n 8.4)

A t h r o t t l e i s prov ided f o r le f t -handed use by each p i l o t . The l e f t -hand t h r o t t l e i s o f t h e l e v e r type and i s loca ted on t h e l e f t c o c k p i t wa l l , i n c o r p o r a t i n g a sp ind le f r i c t i o n damper. The r igh t -hand t h r o t t l e ( I tem 6 F i g 8.4) i s on the cent re lower. inst rument panel and i s o f t h e p lunger type.. The two t h r o t t l e s are ganged together and thus operate simultaneous1 y.. The t h r o t t l e i s f u l l y open when t h e c o n t r o l s a r e f u l l y forward.

6.2.8 Fuel Mix tu re /Cuto f f Control (Ref I l l u s t r a t i o n 8.4)

The m i x t u r e / c u t o f f c o n t r o l i s s i t u a t e d on the cen t re lower console and i s of t h e p lunger type.. The m ix tu re i s f u l l y r i c h when t h e c o n t r o l i s f u l l y forward and progress ive ly weakens as t h e c o n t r o l i s p u l l e d back: t h e f u e l i s completely c u t o f f when t h e c o n t r o l i s f u l l y back. 'The c o n t r o l i s o f t h e v e r n i e r type and incorporates a c e n t r a l push bu t ton t o re lease t h e vern ie r . . An ad jus tab le f r i c t i o n dev ice i s a l s o prov ided which t u r n s c lockwise t o increase f r i c t i o n . The f r i c t i o n c o n t r o l should always be s e t t i g h t as v i b r a t i o n may otherwise cause t h e s e t t i n g t o ' creep ' ..

P .6-9 A p r i l 1998 A8 TP .,T67M200/FM

J{SLINGSBY A\tlArIoN LTo


For takeoff , climb and a t low levels AMSL fu l ly rich should always be selected and locked. I n the cruise i t may be weakened t o reduce fuel pressure t o the value derived from the performance graph a t Section 5. Weakening beyond t h i s point will cause rough running and may lead t o RPM surging as the constant speed unit attempts t o maintain RPM under conditions of f luctuating power. This fuel pressure s e t t i ng gives the mixture which i s the most e f f ic ien t for that par t icu la r RPM, temperature, speed and a l t i t ude and will need reset t ing i f any of these conditions change. The mixture should always be se t fu l ly rich before changing a n y t h r o t t l e se t t ing or commencing any climb or descent.. The engine should normally be stopped on the ground by se t t ing the mixture t o cutoff so tha t fuel i s n o t i e f t in the cylinders a f t e r t he engine has stopped; t h i s stops lubricating o i l being washed from the cylinder walls and minimises the chance of the engine f i r i ng i f the propeller i s turned.

Should the engine ever seem t o be suffering from power loss with no other symptoms (eg mechanical noise, o i l system malfunction, induction icing) immediately s e l ec t the mixture t o f u l l y rich in case incorrect mixture was the cause of the t rouble .

6.2.8A Exhaust Gas Temperature (EGT) Gauqe (Mod 313)

An E . G . T . gauge i s mounted a t the bottom right-hand s ide of the instrument panel (Fig. 8.4C). A probe placed in to the exhaust pipe operates the gauge without need for any additional power supply. During f l i g h t in c ru ise conditions, a t power se t t ings of no t above 75%, the mixture can be leaned until the needle of the EGT gauge ju s t peaks. This se t t ing i s the recommended lean mixture position. For ease of reference the adjustable pointer may be pre-set t o peak EGT

CAUTIONS

(1) E N G I N E DAMAGE MAY BE CAUSED BY MAXIMUM L E A N I N G AT HIGHER THAN RECOMMENDED CRUISE POWER SETTINGS.

(2) THE E N G I N E MUST NOT BE OPERATED AT ANY TIME ON THE LEAN SIDE OF PEAK EGT.

6.2.9 Normal Use

Before Fliqht Ensure that there i s suf f ic ien t fuel f o r the f l i g h t and tha t the fuel caps are both secure Check tha t both vent pipes are c lear . Sample fuel for a contamination check i f required ( F i r s t f l i gh t of each day). Once the master switch 1s on, check fuel gauge indicators, both tanks, leave fuel on and carry out engine s ta r t ing d r i l l . After take off switch off booster pump

> Durinq Fliqht Switch ON e l ec t r i c fuel pump for takeoff. Switch off e l e c t r i c fuel pump for cruise unless engine driven fump f a i l s . < Periodically monitor fuel gauge indicators. Switch from one tank t o the other from time t o time during long f l i g h t s t o maintain the balance of fuel in the tanks.. Fuel asymmetry before commencing aerobatics and spinning manoeuvres should not exceed 14 l i t r e s ( 3 Imp Gal ls) .

The e f f ec t of assymmetry of fuel greater than 14 l i t r e s will not hazard the a i r c r a f t b u t does lead t o s l igh t increase in control s t i ck aileron forces and l e s s precise aerobatic manoeuvres.

P.6-10 April 1998 A8


Switch on e l e c t r i c f u e l pump when beginning a land ing approach.,

Should a low f u e l s i t u a t i o n a r i se , i t i s advisable t o s e l e c t one tank u n t i l t h e engine begins t o f a l t e r and then swi tch t o t h e o the r tank conta in ing t h e remaining f u e l .

-- 6.2.10 Mal func t i on inq

These a r e covered i n Sect ion 4 and i n the FRCs - red sec t ion .

6.2.11 Fuel System Diaqram

FUEL QUANTITY INDICATORS

FLOP TUBE WITH FILTER - AND NON-RETURN VALE

-VENT PIPES

MIXTURE CONTROL

FUEL CONTROL UNIT (below the engine)

7 H ROTTLE CONTROL

FUEL

FUEL PRESSURE INDICATOR

ELECTRICAL FUEL DISTRIBUTOR (top of the engine)

MECHANICAL -' -' - - FUEL PRESSURE -

P.6-11 A p r i l 1998 A8


6.3 THE ELECTRICAL SYSTEM

6.3.1 General D e s c r i p t i o n

A b a t t e r y p r o v i d e s 24V DC f o r a l l e l e c t r i c a l s e r v i c e s . Any equipment -. r e q u i r i n g AC i n c o r p o r a t e s i t s own s o l i d s t a t e i n v e r t e r t h u s e l i m i n a t i n g

t h e need f o r any separa te AC d i s t r i b u t i o n system. An eng ine-d r i ven a l t e r n a t o r charges t h e b a t t e r y . A l l c i r c u i t s a r e p r o t e c t e d by c i r c u i t b reakers which a r e a c c e s s i b l e t o t h e p i l o t i n f l i g h t .

> 6.3.2 B a t t e r y <

The 24 v o l t b a t t e r y r a t e d a t 15 ampere hours i s l o c a t e d i n t h e luggage compartment. I t can supp ly a l l e l e c t r i c a l s e r v i c e s b u t demands on i t s h o u l d be k e p t t o a p r a c t i c a b l e minimum u n t i l a l t e r n a t o r o u t p u t i s a v a i l a b l e ; t h i s w i l l r e t a i n b a t t e r y c a p a c i t y f o r s t a r t i n g t h e eng ine and f o r use i n t h e a i r shou ld t h e a l t e r n a t o r f a i l b e f o r e i t has f u l l y

> charged t h e b a t t e r y . No emergency b a t t e r y i s f i t t e d . An ammeter ( F i g . 8.4) i n d i c a t e s t h e r a t e o f b a t t e r y charge o r d i s c h a r g e . The b a t t e r y i s connected t o t h e DC busbar by a b a t t e r y r e l a y which i s opera ted by t h e m a s t e r s w i t c h ( F i g . 8 . 4 ) ,. No e l e c t r i c a l s e r v i c e s except t h e c l o c k w i l l < o p e r a t e u n t i l t h e master s w i t c h i s o n . Once t h e eng ine i s runn ing, t h e a l t e r n a t o r may be sw i t ched on t o charge t h e b a t t e r y ; t h e master must n e v e r be s w i t c h e d o f f when t h e a l t e r n a t o r i s on and t h e eng ine runn ing , as a l t e r n a t o r damage may o c c u r .

5 6.3.3 A l t e r n a t o r

The 24 v o l t 70 amp P r e s t o l i t e a l t e r n a t o r i s d r i v e n by a f r i c t i o n b e l t f r o m a p u l l e y on t h e p r o p e l l e r d r i v e s h a f t ; a r e d warn ing l i g h t marked ALT ( F i g 8.4) f l a s h e s whenever t h e master i s on and t h e a l t e r n a t o r i s < n o t g i v i n g any o u t p u t . The f l a s h i n g can be s topped b y p r e s s i n g t h e warn ing b u t t o n f o r more than h a l f a second which w i l l cause t h e l i g h t t o r e v e r t t o s teady r e d . Over- and under -vo l tage c o n t r o l boxes a r e mounted on t h e main e l e c t r i c a l panel b u t no c o n t r o l s o r i n d i c a t o r s a r e a v a i l a b l e t o t h e p i l o t .

The a l t e r n a t o r r e q u i r e s an e x c i t a t i o n c u r r e n t t o be a p p l i e d t o i t s f i e l d c o i l s b e f o r e i t w i l l s t a r t d e l i v e r i n g c u r r e n t even though i t i s b e i n g t u r n e d by t h e engine; t h i s c u r r e n t i s s u p p l i e d f r o m t h e busbar,

> t h r o u g h t h e e x c i t a t i o n s w i t c h ( F i g 8 , .4 ) . . Two c i r c u i t b reakers p r o t e c t t h e a l t e r n a t o r ; one, r a t e d a t 5 amps, p r o t e c t s t h e e x c i t a t i o n c i r c u i t and t h e o t h e r , r a t e d a t 60 amps, p r o t e c t s t h e main a l t e r n a t o r o u t p u t . The a l t e r n a t o r shou ld be sw i t ched on once t h e eng ine i s r u n n i n g and s h o u l d be s w i t c h e d o f f b e f o r e t h e eng ine has been s h u t down. The ammeter ( F i g 8.4) i n d i c a t e s t h e r a t e o f b a t t e r y charge o r d i s c h a r g e and < s h o u l d be c a r e f u l l y mon i to red when t h e a l t e r n a t o r i s sw i t ched on; t h e ammeter shou ld immed ia te ly be expected t o i n d i c a t e about 120 amps b u t s h o u l d f a l l t o no more than +10 amps a f t e r about 60 seconds o r t h e b a t t e r y i s l i k e l y t o ' b o i l 1 and s p i l l a c i d . The charge r a t e w i l l s t e a d i l y f a l l f r o m about +10 t o +2 amps as t h e b a t t e r y becomes f u l l y charged. The a l t e r n a t o r i s capable o f f u l l o u t p u t a t grourrd i d l e RPM (700 RPM) and w i l l t hus r e t a i n o u t p u t a t w i n d m i l l RPM (800 RPM) a t g l i d i n g speed f o l l o w i n g an eng ine f a i l u r e ; i t w i l l n o t produce any o u t p u t when t h e p r o p e l l e r has s t o p p e d ,

P.6-12 March 1988 A4 TP.T67M200/FM

~ { s L , ~ ~ * W &\JIATION LTO

PILOTS NOTES FIREFLY T67MZOO

WARNING

The mas te r s w i t c h shou ld n o t be s w i t c h e d o f f when t h e a l t e r n a t o r i s swi tched on w i t h t h e eng ine r u n n i n g as t h i s may r e s u l t i n damage t o t h e a l t e r n a t o r c o n t r o l components.

A l t e r n a t o r f a i l u r e w i l l be i n d i c a t e d by t h e ALT l i g h t f l a s h i n g and t h e ammeter i n d i c a t i n g a d i scharge . The a l t e r n a t o r e x c i t a t i o n s h o u l d be s w i t c h e d o f f and t h e c i r c u i t breakers checked and r e s e t i f necessary; t h e a l t e r n a t o r may then be swi tched on b u t i f a c i r c u i t b i e a k e r t r i p s aga in t h e a l t e r n a t o r shou ld be swi tched o f f and t h e f a u l t i n v e s t i g a t e d on t h e g r o u n d .

> 6.3.4 C i r c u i t Breakers (Ref I l l u s t r a t i o n s 6.3.8 and 6.3.9)

The c i r c u i t b reakers a r e a l l a c c e s s i b l e t o t h e p i l o t i n f l i g h t . The ampere r a t i n g s a r e stamped on t h e head o f each o n e . When a c i r c u i t < b r e a k e r t r i p s i t pro t rudes about h a l f - i n c h f rom t h e panel and a w h i t e p o r t i o n on i t s stem i s c l e a r l y v i s i b l e . 'The c i r c u i t b r e a k e r s may be t r i p p e d by t h e p i l o t by p u l l i n g out t h e head o f t h e c i r c u i t b reaker u n t i l t h e w h i t e p o r t i o n i s v i s i b l e . They may be r e s e t by push ing t h e head back t o t h e ' s e t ' p o s i t i o n .

CIRCUIT BREAKER SET CIRCUIT BREAKER TRIPPED

I f a c i r c u i t b r e a k e r t r i p s , t h e c i r c u i t wh ich i t i s p r o t e c t i n g shou ld be s w i t c h e d o f f ( i f t h e r e i s a sw i t ch ) b e f o r e any a t t e m p t i s made t o r e s e t t h e c i r c u i t breaker ; t h e c i r c u i t b r e a k e r s h o u l d be a l l o w e d t o coo l f o r abou t 30 seconds and then i t may be r e s e t . Under no c i r cumstances s h o u l d a c i r c u i t b reaker ever be h e l d p ressed i n as t h i s can r e s u l t i n an e l e c t r i c a l f i r e . Once a c i r c u i t b r e a k e r has been r e s e t , t h e c i r c u i t which i t was p r o t e c t i n g may be s w i t c h e d on aga in ; i f t h e c i r c u i t b r e a k e r t r i p s a second t i m e t h e c i r c u i t s h o u l d be s w i t c h e d o f f and no f u r t h e r a t tempt made t o r e s e t i t . Same c i r c u i t b reakers s e r v e more t h a n one c i r c u i t b u t t h i s i s n o t a lways i n d i c a t e d on t h e p a n e l . D e t a i l s o f a l l c i r c u i t breakers, t h e i r l o a d i n g s and t h e c i r c u i t s p r o t e c t e d by them a r e g i v e n on t h e d iagram o f t h e e l e c t r i c a l

> system i n t h i s chap te r a t 6 .3 . . 7 . <

P.6-.13 March 1988 A4 TP .T67M200/FM


6.3.5 Normal Use o f t h e System

Before f l i q h t : Check e l e c t r i c a l serv ices as d e t a i l e d i n t h e FRCs. Se lec t t h e master swi tch on before s t a r t i n g the engine and leave i t on u n t i l t h e engine has been shut down. Once t h e engine i s running s e l e c t the a l t e r n a t o r e x c i t a t i o n swi tch t o ON and monitor t h e ammeter readings t o ensure t h a t t h e i n i t i a l charge r a t e o f about 20 amps f a l l s t o 10 amps i n 60 seconds and about 2 amps i n 5 minutes. Se lec t serv ices as r e q u i r e d .

Ourinq f l i q h t : Mon i to r t h e charge r a t e p e r i o d i c a l l y . Se lec t serv ices as requ i red .

A f t e r f l i q h t : Swi tch o f f the a l t e r n a t o r be fore engine shutdown and swi tch o f f t h e master once t h e engine has stopped.

Use o f Avionics: Avionics should on ly be swi tched on and o f f w h i l s t the a l t e r n a t o r i s running t o p ro tec t them from t r a n s i e n t vo l t age f l u c t u a t i o n s .

CAUTION

I F A V I O N I C GROUND CHECKS ARE REOUIRED. WITHOUT E N G I N E RUNNING, DO NOT OPERATE MASTER OR STARTER SWITCHES WHILST RADIOS ARE TURNED ON, ,

6.3.6 Ma l func t i on ing

A l t e r n a t o r f a i l u r e : F a i l u r e w i l l be i nd i ca ted by t h e red ALT warning ( F i g 8.4) i l l u m i n a t i n g and the ammeter (F ig 8.4) i n d i c a t i n g a discharge. The d r i l l f o r at tempt ing t o r e s t o r e a l t e r n a t o r output i s g iven i n t h e FRC.

F l a t b a t t e r y : Should the re be too l i t t l e power i n t h e b a t t e r y t o s t a r t t h e engine i t w i l l be necessary t o have t h e b a t t e r y changed o r t o f i t a serv iceab le one. Mod 314 makes p rov i s ion f o r an ex te rna l power supply socket f i t t e d t o p o r t s i de o f centre fuse lage.

C i r c u i t breaker t r i p : See 6 .3 .4 i n t h i s chapter .

6.3.5A Emerqency backup b a t t e r y f o r p o r t e l e c t r i c a l a r t . ho r i zon (MOD 312)

The p o r t e l e c t r i c a l a r t i f i c i a l horizon, where f i t t e d , i s prov ided w i t h an emergency back-up b a t t e r y which i s c o n t r o l l e d by a guarded sw i t ch mounted on t h e inst rument panel (F ig 8.4C).

Before F l i g h t Ensure t h a t t h e emergency swi tch i s i n t h e DOWN p o s i t i o n and t h a t t h e 10A (emergency ba t te ry supply) c i r c u i t breaker i s i n t h e s e t (pushed i n ) p o s i t i o n .

P.6-14 A p r i l 1998 A8 TP .T67M200/FM


6.3.7 The Electrical Circuit Diagram

E X T E R M POWER SUPPLY SOCKET

DETAIL 'A PORT NIIYI ITROBE I

COMBINED NILVISTROBE WWG TIPLIGHIS MOO 297 i

CO-ORDINATOR

AllERNATOR WARNING LlGHT

LOW VOLTAGE WARNING-SENSOR

CO-ORDINATOR

- --- -. -.1

. .

CIRCUIT BREAKERS SHOWING LOADING

SWITCHES UNDER 1- P,, 0,s CONTROL

p .6--15 December 1988 A6

TP T6'7M200/FM


6.3.8 C i r c u i t Breaker Layout (Basic A/C)

>

'URUCO luau c. r A\-.- TAXI1

( ? J @ G Q @ O Q Q @ (MOD 3471

5 n i l i e i l I U T LTS

POS

?or. RIM?/ "W LT 1 1 R 0 8 E E i l l l PITO, lt,

@ @ @ (Mod 2971 --..

COMBINED NAV I EXCJ" ,"ST B L I M A P L, U STROBE LIGHTS

6 . 3 9 C i r c u i t Breaker Layout (Mod 2 9 3 )

~"(YIONICS

I T A A 7 r A iNSTLrs

L O P U Y W "A" LT *CON S I l l l P, ,O,* ,

PORT ART HORIZON

(Mod 311) .

HORIZON

'. --

P .6-16 December 1988 A6

TP T67M200/FM


6.3.8 C i r c u i t Breaker. L a y o u t (Bas ic A/C)

ALT WARN1 PORT ...

TURN CO

(Post Mod 403) TAXI1

POS

e m * un mr u*s rr i ~ u o LT

! :

6.3.9 C i y c u i t Breaker L a y o u t (Mod 293) -

L O 1 N Y P l " N L T KOY STALL PRO, HT

ALT WARN1

--'-\

(Post Mod 403) L J P.6-16A

A p r i l 1990 A7 TP .T67M200/FM


6.3.10 Circuit Breaker Layout (POST MOD 402)

AVIONICS

INSTIMAP STALL

POS FUEL NAY LT STROBE PUMP PITOT HT

INST ALT

POS STROBE ! : 43

(Mod 297) COMBINED NAVISTROBE LIGHTS

Durinq Fl ight If t he low volts warning l igh t (marked ALT) remains O n f o r more than 5 min o r the warning f lag of the port a r t i f i c i a l horizon appears s e l ec t UP position on the guarded switch. The port a r t i f i c i a l horizon i s then supplied from a separate emergency back-up battery. This will give a t l eas t half-hour of operation. Land as soon as possible.

After Fl ight Before leaving a i r c r a f t turn a r t i f i c i a l horizon emergency back-up battery switch back to DOWN position or BATTERY WILL DISCHARGE E V E N WITH MASTER SWITCH OFF.

P.6-168 April 1998 A8 TP ,.T67M200/FM


6.4 GENERAL EQUIPMENT

6.4.1 S a f e t y Equipment

The s a f e t y equipment f i t t e d i n t h e a i r c r a f t i s a f i r e e x t i n g u i s h e r , a f i r s t a i d k i t and a c r a s h axe. The f i r e e x t i n g u i s h e r i s f i l l e d w i t h BCF and i t s use shou ld be m in im ised i n a c o n f i n e d space. The e x t i n g u i s h e r i s mounted on t h e back w a l l o f t h e c o c k p i t i n a c l i p t h a t p reven ts i n a d v e r t e n t o p e r a t i o n b u t a11oiv.s removal w i t h one hand. The e x t i n g u i s h e r i s operated b y squeezing t h e t r i g g e r on t h e head o f t h e b o t t l e . There i s no p r o v i s i o n f o r engine f i r e warn ing or e x t i n c t i o n . The f i r s t a i d k i t i s stowed on t h e back o f t h e bu lkhead beh ind t h e p i l o t s seats and t h e axe i s mounted on t h e back w a l l b e s i d e t h e f i r e e x t i n g u i s h e r .

6.4.2 Access t o t h e C o c k p i t

Access t o t h e c o c k p i t i s b y a walkway on each wing. The walkways go frwn t h e t r a i l i n g edge t o l e v e l w i t h t h e c o c k p i t and a r e s u r f a c e d w i t h n o n - s l i p m a t e r i a l . The areas ou tboard and i n f r o n t o f t h e walkway are t h e f l a p and w ing upper s u r f a c e and t h e l e a d l n g edge; these areas a r e n o t s t r e s s e d f o r w a l k i n g on and c a r e must be taken when g e t t i n g i n and ou t o f t h e c o c k p i t t o see t h a t t h e y a r e n o t damaged.

I t 1s a s e n s i b l e p r e c a u t i o n t o l e a v e t h e f l a p s a t f u l l y down when t h e a i r c r a f t i s n o t i n use t o make i t l e s s l i k e l y t h a t personnel w i l l I n a d v e r t e n t 1 y t r e a d on them.

6.4.3 A i r c r a f t S e c u r i t y

> (PRE MOD 129) < There i s no p r o v i s i o n f o r a key-operated l o c k t o p r e v e n t unau thor i sed access t o t h e a i r c r a f t ; t h e eng ine cannot be s t a r t e d w ~ t h o u t a key t o s w i t c h on t h e magnetos and t h u s t h i s k e y should be removed i f i t i s f e l t necessary t o i m m o b i l i s e t h e a i r c r a f t .

> (POST MOD 129) The canopy l a t c h mechanjsm i n c o r p o r a t e s a key opera ted lock ; ? l s o t h e eng ine cannot be s t a r t e d w i t h o u t a key t o s w i t c h on t h e magnetos. T h e r e f o r e t h e removal o f t h e magneto key and l o c k i n g o f t h e canopy w i l l t o t a l l y i m m o b i l i s e t h e a i r c r a f t . <

6.4.4 Canopy

> (PRE MOO 129) < The one-piece per spex t ransparency p r o v i d e s exce l 1 e n t a1 1 -round v i s i o n , and when combined w i t h t h e low wing moun t ing g ives an u n u s u a l l y good f i e l d o f v iew f o r b o t h p i l o t s . I t opens b y h i n g e i n g upwards and rearwards t o a l l o w access t o t h e c o c k p i t and can be l o c k e d and un locked i n t h e c l o s e d p o s i t i o n f r a n b o t h i n s i d e and o u t s i d e t h e c o c k p i t . There i s no p r o v i s i o n f o r j e t t i s o n . The perspex bubb le t r a n s p a r e n c y i s screwed t o a r o u g h l y ova l frame, t h e two p a r t s f o r m i n g t h e canopy assembly. The r e a r o f t h e canopy i s l o c k e d t o t h e a i r c r a f t b y a runner wh ich can move f o r e and a f t i n a t r a c k b u t

P.6-17 March 1987 A1 TP.T67M200/FM


cannot l i f t up.. When opening, the f r o n t o f the canopy l i f t s up, h ingeing on two rad ius rods at tached t o the cockp i t edge and canopy frame. The canopy i s f i t t e d w i t h s l i d i n g c lear -v iew panels, both s ides . Hinged f r e s h a i r vents are b u i l t i n t o the s l i d i n g panels

The canopy i s stopped from s l i d i n g too f a r rearwards by a stop i n the t rack o f the r e a r attachment p o i n t .

Canopy Lock - The can0p.y i s locked by two hooks which engage on a bar attached € E ' T F T r o n t r a i l o f the canopy. These hooks are then p u l l e d down and locked by an over-centre l ock mechanism; t h i s a c t i o n p u l l s t he canopy down hard on the foam s t r i p round the c o c k p i t edge and ef fect ive1.y sea ls the c o c k p i t f rom a i r b l a s t and noise. The a c t i o n o f p u l l i n g and l o c k i n g the hooks i s achieved by ope ra t i ng one o f the two canopy con t ro l s . , One c o n t r o l i s pos i t i oned a t t he cen t re top o f the ins t rument panel and i s o f t he p lunger type; when f u l l y fo rward i t i s i n the locked pos i t ion . . The o the r c o n t r o l i s pos i t ionec c e n t r a l l y on the fuselage immediately i n f r o n t o f t he can0p.y; i t i s a r o t a r y c o n t r o l p o i n t i n g fo re-and-a f t when locked and p o i n t i n g across the a i r c r a f t when unlocked.. The two c o n t r o l s are ganged together , moving simul taneousl y ., When the c o n t r o l s are i n t he unlocked p o s i t i o n the hooks are s t i l l i n a p o s i t i o n t o engage on the canopy l ock bar and the c o n t r o l s have t o be moved f u r t h e r i n the unlocked d i r e c t i o n , against the a c t i o n o f a spr ing, t o move the hooks o u t o f t he way t o a l l o w the canopy t o open o r c l ose , .

> Opening t h e Canopy Operate the c o n t r o l , ex te rna l o r i n t e r n a l , i n t h e < u n l o c k e d a n d then p u l l or t u r n i t as f a r as i t w i l l go aga ins t t he a c t i o n o f a spr ing ; ho ld ing the c o n t r o l i n t h i s p o s i t i o n , r a i s e the canopy about 3 inches and then re lease the c o n t r o l .. The canopy may now be r a i s e d f u l l y ; i t should always be moved i n a c o n t r o l l e d manner and never slammed open o r shu t . The canopy should no t be l e f t i n an in te rmed ia te p o s i t i o n as there i s t he r i s k o f i t f a l l i n g shut and causing damage o r i n j u r y .

~~ -~

March 1988 A4 TP .T67M200/FM


C l o s i n g t h e Canopy B e i n g prepared t o t a k e t h e weight of t h e canopy, s t a r t - p u l l i n g t h e canopy f o r w a r d and t h e n l w e r i t u n t i l i t has about 3 inches l e f t t o go., Operate t h e c o n t r o l ( i n t e r n a l or e x t e r n a l ) f u l l y i n t h e unlocked p o s i t i o n aga ins t t h e a c t i o n o f a sp r ing , lcwer t h e canopy f u l l y and re lease t h e c o n t r o l . Ensure t h a t t h e l o c a t i n g clamps a t e i t h e r s ide of t h e canopy are p r o p e r l y p o s i t i o n e d and t h a t t h e canopy i s c e n t r a l and then check t h a t both hooks have engaged on t h e l o c k i n g bar .. Using very f i n pressure, operate e i t h e r c o n t r o l i n t h e l o c k i n g d i r e c t i o i i u n t i l i t reaches t h e locked p o s i t i o n .

WARNING -- <

It i s p o s s i b l e t o move t h e con t r 01s t o t h e locked p o s i t i o n w i t h o u t t h e hooks be ing engaged on t h e bar - THE CANOPY I S THEN NOT LOCKED - i t i s a b s o l u t e l y v i t a l t o check t h a t t h e hooks a r e both engaged on t h e l o c k i n g bar AND t h e c o n t r o l i s i n t h e locked p o s i t i o n be fo re t h e canopy can be declared locked.

Normal Use of t h e L a n o u Be fo re each f l i g h t t h e canopy should be c a r e f u l l y i n s p e c t e d f o r damage and cracks, p a r t i c u l a r l y round t h e screw ho les where t h e t ransparency i s a t tached t o t h e f rame. The canopy should be c losed and locked b e f o r e t h e engine i s s t a r t e d .

To check t h a t t h e canopy i s locked, 6 p o i n t s must be checked:

Both L o c a t i n g clanps c o r r e c t l y engaged,

Both Lock ing hooks c o r r e c t l y engaged,

Both Lock ing handles i n t h e locked p o s i t i o n . .

WARNING --

Should you becane aware d u r i n g f l i g h t t h a t t h e canopy i s n o t c o r r e c t l y l ocked MAKE NO ATTEMPT T O M O V E ANY OF THE CANOPY CONTROLS I N THE A I R . Reduce t h e speed t o 7C kt ; and land a t t h e nearest s u i t a b l e a i r f i e l d .

(POST MOO 129) The canopy c o n s i s t s o f a f i x e d windscreen separated b y a carbon f i b r e hoop f r c m an upvard and backward h i n g i n g perspex t ransparency . A l a t c h mechanism i s f i t t e d t o t h e upper f o r w a r d edge o f t h e t ransparency and can be operated b y handles f rm e i t h e r i n s i d e o r o u t s i d e t h e a i r c r a f t , . The rear of t h e moveable p a r t o f t h e canopy i s f i x e d t o t h e a i r c r a f t by a runner which can s l i d e f o r e and a f t i n a t r a c k b u t cannot l i f t up. When opening t h e f r o n t l i f t s up, h i n g i n g on 2 rad ius arms a t tached t o t h e c o c k p i t s i l 1 and canopy f r a n e . The canopy i s prevented f r a n s l i d i n g too f a r rearwards by a Stop i n c o r p o r a t e d i n t o t h e t r a c k o f t h e r e a r a t tac tment .

P ..6-18A March 1988 A4 TP . T67M200/FM


INTENTIONALLY BLANK

-'{SLIMGSBY AVIATION .To

PILOTS NOTES FIREFLY T67M7.00

6.4.4 Canopy,

Canopv Lock The canopy i s locked b,y the 2 hooks o f the canop,y l a t c h assembly, attached t o the moveable transparency, which engage on the l a t c h p i n pa r t o f the l a t c h block assembly, loca ted c e n t r a l l y on the forward hoop. The l a t c h mechanism has been designed so t h a t i n the open p o s i t i o n both i n t e r n a l and external handles s t i c k ou t whereas i n the closed p o s i t i o n they l a y f l a t . P o s i t i v e v i sua l i n d i c a t i o n as t o whether the l a t c h mechanism i s locked i s provided by witness marks, t h e whi te l i n e on the OPEN/CLOSED placard a l i g n i n g w i t h the bottom o f the handle (6.4.4A). The canopy l a t c h mechanism incorporates a key operated 1 ock.

6.4.4A Canopv Latch Witness Marks

I-'

When latch is properly closed the line on the label will line up with PO!NT'A

cdalai167m26011alch cdr

TAL7lP.2 o f 2 CAA Approved

June 2001 TP. T67M200/FM

PIL.OTS NOTES FIREFLY T67M200

EXTERNAL HANI3L.E

EXTERNAL, INTERNAL HANDLE HANDLE HANDLE

CANOPY CL.OSED CANOPY OPEN

hooks of the can0p.y l a t c h which engage on t h e l a t c h

c e n t r a l l y on the forward hoop. so t h a t i n t h e open p o s i t i o n bo th

i n t e r n a l and o u t whereas i n t h e c losed p o s i t i o n i h e y i n d i c a t i o n as t o whether t h e l a t c h

,,,,"

0 e n i n t h e Canopy To disengage t h e l a t c h mechanism from i n s l d e or o u t s i d e *- a steady p u l l on the handle i s needed u n t i l t he mechanism i s t r i g g e r e d and t h e handle snaps i n t o t h e open p o s i t i o n The canopy may now be opened f u l l y ; i t shou ld always be moved i n a c o n t r o l l e d manner and never slammed open or shut The canopy shou ld never be l e f t i n an in te rmed ia te p o s i t i o n as t h e r e i s a r i s k o f i t f a l l i n g shut and causing damage The canopy must always remain c l o s e d and l a t c h e d d u r i n g f l i g h t unless emergency evacuat ion i s i n tended (see P 2 - 7 )

p o s t Mod 283 A s p l i t canopy s l i d e l o c k i s i n t roduced t o r e t a i n the canopy i n t h e o p e n - p o s i t i o n The l o c k i s operated f rom a l e v e r i n s i d e the c o c k p i t a t t h e rear o f t h e c e n t r e conso le

C l o s i n t h e Cano y P u l l canopy fo rward u n t i l i t cannot move any f u r t h e r b d t c h handle i s i n t h e open p o s i t i o n and thus t h a t t h e canopy i s f u l l y home.. Press t h e handle i n t o t h e c l o s e d p o s i t i o n , i n s i d e or o u t s i d e o f t h e c o c k p i t , thereby engaging t h e 2 hooks onto t h e l a t c h p i n and secur ing t h e canopy i n the c l o s e d p o s i t i o n .

6.4.5 Seats and Harnesses -

The moulded bucket seats can be used w i t h o r w i t h o u t parachutes . Cushions a re f i t t e d , b e i n g a t tached w i t h v e l c r o s t r i p s , and these may be removed when parachutes a r e worn. The seats a r e n o t a d j u s t a b l e f o r h e i g h t b u t a d d i t i o n a l cushions can be used t o c o r r e c t p i l o t head h e i g h t . V a r i a t i o n s i n l e g l e n g t h are a l lowed for by rudder pedal ad jus tment

P .6-19 December 1988 A6

TP T67M200/FM


The harness i s a 5-p iece f u l l body r e s t r a i n t type w i t h a quick-.release f i t t i n g which r e l e a s e s a l l s t r a p s s i m u l t a n e o u s l y I t comprises two l a p s t r a p s , two shoulder s t r a p s and a nega t i ve G r e s t r a i n t s t rap ; t h e quick re lease f i t t i n g i s permanent ly a t tached t o the outboard l a p s t r a p and t h e o t h e r s t r a p s have w t a l tongues which f i t i n t o i n d i v i d u a l s l o t s i n t h e f i t t i n g . A c r u c i f o r m d i s c on t h e f r o n t o f the f i t t i n g i s spr ing- loaded t o t h e locked p o s i t i o n and can be r o t a t e d about 40" b o t h c lockwise and a n t i - c l o c k w i s e t o un lock t h e tongues from the f i t t i n g The shoulder s t r a p s may be re leased separa te l y l e a v i n g t h e l a p s t raps and negat ive G s t r a p s t i l l locked; t h i s i s done by pushing fo rward t h e metal t a g t h a t p ro t rudes upwards f rom the t o p o f t h e l o c k i n g b o x ,

The shou lde r s t r a p s are connected t o a c e n t r a l i n e r t i a r e e l s t rap which i s c o n t r o l l e d f rom a l o c k i n g mechanism l o c a t e d between the seats

6.4.6 A i r c r a f t E x t e r n a l L i g h t i n g

N a v i g a t i o n L i g h t s The a i r c r a f t i s f i t t e d w i t h 3 n a v i g a t i o n l i g h t s , one a t each w i n g t i p and one on t h e rudder t r a i l i n g edge; an o n / o f f sw i t ch ( F i g 8 4 ) on t h e i n s t r u m e n t panel l e f t o f c e n t r e c o n t r o l s the l i g h t s once the master i s on

A n t i - c o l l i s i o n L i g h t s A r o t a t i n g beacon i s f i t t e d under the fuselage The l i g h t i s c o n t r o l l e d b y an o n / o f f sw i t ch ( F i g 8 4) on t h e ins t rument panel l e f t o f c e n t r e once the master i s on

POST MOD 205 A second r o t a t i n g beacon i s f i t t e d t o the top o f t h e f i n and i s c o n t r o l 1 ed by t h e same s w i t c h .

> POST MOD 297 Combined nav/s t robe wing t i p l i g h t s are f i t t e d , they a r e c o n t r o l l e d by independant nav l i g h t and s t robe l i g h t swi tches ( F i g 8 48) <

Land ing ITax i Lamp Two s i n g l e f i l a m e n t l a n d i n g lamps are f i t t e d on the f r o n t o t t h e eng ine c o w l i n g Bo th lamps sh ine s t r a i g h t ahead The l i g h t s a r e c o n t r o l l e d by a s i n g l e t h r e e p o s i t i o n s w i t c h ( F i g 8 4 ) such t h a t o n l y one lamp can be on a t a t i m e

POST MOD 347 The w i r i n g i s m o d i f i e d t o enable e i t h e r , one on ly or b o t h l a n d i n g l i g h t s t o be s e l e c t e d as f o l l o w s :

M i d d l e p o s i t i o n - OFF/Switch up - CNE(TAX1 ?L!GHT/Switch d o w - BOTH (LANDING) LIGHTS

6.4.7 C o c k p i t L i g h t i s (Ref I l l u s t r a t i o n 8 . 4 )

Cockp i t l i g h t i n g c o n s i s t s o f p i l l a r lamps f o r the ins t rument panel and a map l i g h t The i n s t r u m e n t l i g h t i n g c o n t r o l i s a combined o n / o f f and dimmer sw i t ch , a l l o w i n g t h e b r i l l i a n c e l e v e l t o be ad jus ted t o t h e d e s i r e d s e t t i n g . The map l i g h t i s mounted on t h e bulkhead between t h e p i l o t s seats The map l i g h t s w i t c h i s on t h e i n s t r u m e n t panel l e f t of c e n t r e As no emergency b a t t e r y l i g h t s a r e f i t t e d i t i s e s s e n t i a l t o c a r r y a t o r c h i n t h e c o c k p i t d u r i n g n i g h t f l y i n g

P. 6--20 December 1988 A6

TP T67M200/FM


Cockp i t Air C o n d i t i o n i n g Diagram

m::.: t-j HOT AIR

YEW lN INST WNEL W R T SiOE

-----..,,,

-------.------

I T E M

RAM A I R INTAKE (Cold a i r system)

2 / ADJUSTABLE LOUVRE

3

5 HEAT EXCHANGER

COLD A I R DEFLECTOR

4

DESCRIPTION

One on each s ide of a i r c r a f t .

RAM A I R INTAKE (Hot a i r system)

To vary t h e volume and d i r e c t i o n o f c o l d a i r f l o w . One f o r each p; l o t I

I R e - d i r e c t s p a r t s o f t h e c o l d a i r f l o w down t o t h e f o r w a r d c a b i n area One f o r each p i l o t

Mounted on p o r t a i r d e f l e c t o r f o r w a r d o f eng ine . Prov ides supp ly o f warm a i r t o t h e heat exchanger (ITEM 5 ) .

Air f r o m I t e m 4 i s passed through t h i s u n i t which e n c i r c l e s t h e exhaust p i p e

P..6-21 August 1985

TP ,,~67M200/FM

PILOTS NOTES FlREFLY T67M200

HOT A I R D I STRIBUTI ON BOX

SCREEN DE-MIST OUTLET

HOT AIR [:ONTROL.

COLD A I R TO CABIN CONTROL

AVIONICS COOLING ( K i n g a v i o n i c s f i t AfC)

D i r e c t s t h e hot a i r i n t o the c o c k p i t . There a r e 3 main s e t t i n g s - OFF, SCREEN/CABiN and SCREEN ONLY .. Although t h e r e a r e 3 optimum p o s i t i o n s any p o i n t i n between may be s e l e c t e d t o gi ve a greater degree o f contr 01 ..

P o s i t i o n e d fo rward o f t h e instrument panel One f o r each p i 1 o t . P o s i t i o n e d on the fo rward console be1 ar t he main i n s t r ument panel There a r e 3 main p o s i t i o n s .

1.. FULLY I N .... . .. Heat o f f 2 . HALF OUT .. .. . . Heat t o screen and

ca b i n 3 . FULLY OUT.. , . Heat t o screen only. .

F i t t e d on ins t rument panel adjacent t o a d j u s t a b l e l ouv re (ITEM 2 ) . When PUSHED I N a i r t o occupants f e e t ON, PULLED OUT a i r t o occupants f e e t OFF., One f o r each p i 1 ot . The c o n t r o l may be t u r n e d t o 1 ock i n any p o s i t i o n .

C o l d a i r f rcm s ta r board naca i n t a k e i s d i r e c t e d o n t o av ion ics through holes bored i n a d i s t r i b u t i o n p ipe, a d i r e c t feed i s l e d f r on a 3 wa.y j u n c t i o n i n t o t h e c e n t r a l u n i t o f t he av i oni cs stack .

> 6.4.8 C o c k p i t V e n t i l a t i o n and Hea t ing - - Separate cockpi t hot and c o l d a i r systems a re prov ided, , The hot a i r systen can p r o v i d e f o r f r o n t t ransparency d m i s t , f o r c o c k p i t h e a t i n g or f o r a canb ina t ion o f both , . The c o n t r o l ( F i g 8..4) i s a push fpu l l knob; when p u l l e d p a r t l y out t o The f i r s t s t o p i t pr.ovides p a r t i a l hot a i r t o t h e f r o n t t ransparency and hot a i r t o t h e p i l o t s f e e t ; when p u l l e d f u l l y out i t p r o v i d e s f u l l h o t a i r f o r f r o n t t ransparency d e n i s t i n g on ly . The a i r supp ly canes from an a i r i n t a k e f i t t i n g mounted on t h e p o r t a i r d e f l e c t o r fo rward of t h e engine and goes th rough an exhaust p i p e heat exchanger be fo re e n t e r i n g t h e c o n t r o l box fo r d i r e c t i o n as d i c t a t e d by con t ro l knob p o s i t i o n . ,

The c o l d a i r supp ly cones f r o n two i n t a k e s , one on each s i d e of the f u s e l a g e j u s t i n f r o n t o f t h e canopy , Each p i l o t has h i s own supply.. The a i r can be d i r e c t e d t o t h e p i l o t ' s face or body by a d j u s t a b l e l ouv res ( F i g 8 . 4 ) and t o < t h e feet by a pushfon, p u l l / o f f knob adjacent t o the l o u v r e

P . 6--22 March 1988 A4 TP . T67M2OOfFM

-'<SLINGSL)Y AVIATION PLC


6.5 THE UNDERCARRIAGE

6.5.1 General Description

The fixed t r i cyc le undercarriage i s f i t t e d with shock absorbers and pneumatic tyres. The nosewheel i s steerable and disc brakes are fitte. ' to the mai nrhee; s . 6-5-2 Tvres .I

Ail the tyres a re tubed and thus, if the ty re moves round on the h u b , there i s a danger that the inner tube valve may be torn leading t o sudden ty r e deflat ion. For t h i s reason 'creep' marks are painted on the ty re and h u b such tha t , with the ty re , tube and valve in the correct position, the marks on the hub and ty r e ar.e lined up. Whilst the two marks a re s t i l l touching each other the amount of any creep i s acceptable b u t the wheel must be removed for examination when the marks are no longer touching each other,

NO CREEP ACCEPTABLE CREEP UNACCEPTABLE CREEP

The ty r e should never be used i f the wear i s such that any part of the tread i s no longer v i s ib le or i f any cut i s suf f ic ien t ly deep t o have penetrated the rubber tread t o the cords of the ty re car case. Other t y r e damage may include scald marks and f l a t spots (bald patciies); engi neering advice should be sought before tyres with t h i s damage are used. The correct in f la t ion pressures for the tyres are 24 psi fo r mainwheels and 50 psi fo r the nosewheel ; these pressures are marked on the undercarriage legs. The tyr es are e l ec t r i ca l l y conductive and thus there i s no need fo r any earthing s t a t i c discharge wires.

P -6-23 August 1985

TP . T67M200/FM

~{s',,,Y AVIATION PLC


5.5.3 The Nosewheel - -.

The nosevineel incorporates an oleo..pneumati c shock absor.ber s t r u t . A hole i n the t o p of each s ide of the nose~iheel fork allows connection of a ground handling arm. See 6.5.5 fo r de ta i l s of the nosewheel steering. Correct oleo-pressures must give a leg extension of about 3 inches as the combi nati on of low oleo-pressure and rough groiind could cause the propeller, t i p s t o s t r i k e the ground. Thus care must be taken when taxying over uneven ground or when braking hard and the control column must be kept in a position that does not tend t o force the nose down.

0

6.5.4 The Mainwheels ----.

The mainwheels each incorporate an oleo-,pneumati c shock absorber s t ru t Correct oleo-pressures should give leg extensions of about 3 inches.

6.5.5 Nosewheel "- Steerinq

The nosewheel i s steerable by the rudder pedals and acts in the same sense as the rudder: when the r ight rudder pedal i s pressed with the a i r c r a f t moving the a i r c r a f t nose swings t o the r ight . When the a i r c r a f t i s not moving i t takes a lo t of force t o twist the nosewheel from side t o side; fo r t h i s reason the rudder pedals should n o t be moved when the a i r c r a f t i s s tar ioaar :~ and the rudder should n o t be moved during the pre-fl ight check or excessive s t r a in may be p u t on the system. The only nethod of checking the ?udder system for f u i l and f r e e movement on the ground i s t o find a safe area and apply fu l l rudder in each direct ion whi 1st the a i r c r a f t i s moving. The nosewheel i s self-centering by a spring.'-and--taro mechanism and t h i s spring action tends t o give the rudders a r t i f i c i a l "feel" i n the a i r as the nosewheel always remains connected t o the rudder controls.

6.5.6 Wheelbrakes

Independent brakes are f i t t e d t o the mzin.rrhee1s. They are hydraulically operated by pedals on the rudder bars, %he l e f t wheel brake being operated by the l e f t rudder pedal and the r igh t braki by the right rudder pedal. The hydraulic reservoir i s behind the left-.hand seat on the back of the bulkhead, A s e t of br'ake pedals i s f i t t e d t o both s e t s of rudder bars. Braking action i s progressive, more pressure being applied at the discs as the pedais a re pushed fur ther . The brakes can be locked in the f u l l y on position by f i rs l : applying the brakes fu l l y and then moving the parking brake lever back to the ON position: in t h i s position the pr.essure fed t o the brakes i s then trapped i n the system. The parking brake i s released by moving the parking brake lever t o OFF. A collar on the parking brake lever has t o be pulled up the lever snank before the lever can be ~noved from ON t o OFF or froin OFF t o ON. Once the parking brake control has been moved to ON the brakes can be applied if they are not already on; once on, they can only be released by moving the control t o OFF.

P . 6-24 August 1985

TP .T67M200/FM

- PILOTS NOTES

FIREFLY T67M200

The brakes a re v e r y power fu l and should be used w i t h c a u t i o n on wet o r s l i p p e r y su r faces i f s k i d d i n g i s t o be avoided: under these c i rcumstances i t i s p r e f e r a b l e t o app ly t h e brakes w i t h a pumping a c t i o n so t h a t , i f a wheel tends t o l o c k , it i s ab le t o s t a r t r o t a t i n g again b e f o r e any s k i d develops

6.5.7 T a i l Bumper

A t a i l bumper i s f i t t e d a t t h e r e a r o f the fuselage under the rudder . M ishand l ing o f t h e c o n t r o l s d u r i n g t a k e o f f o r l a n d i n g may r e s u l t i n t h e t a i l bumper touch ing t h e ground.. The bumper i s the re t o minimise t h e damage t o t h e fuse lage shou ld t h e t a i l touch t h e ground b u t i f i t i s known t h a t t h e t a i l has touched o r i f t h e bumper shows s igns o f having 'ouched, an eng ineer ing i n v e s t i g a t i o n shou ld be c a r r i e d o u t t o ensure t h a t no r e p a i r s t o t h e a i r c r a f t s t r u c t u r e a re needed.

6.5.8 Ground H a n d l i n g Arms --

The ground h a n d l i n g arm a t taches t o the nosewheel f o r k and a l lows t h e nosewheel t o be t u r n e d w h i l s t t he a i r c r a f t i s be ing handled on t h e ground. A l a r g e r tow ing arm can be used t o tow t h e a i r c r a f t on t h e ground. Both arms p r o t r u d e fo rward through t h e p r o p e l l e r d i s c and cannot be used when t h e engine i s running^ E i t h e r should be removed by t h e p i l o t b e f o r e e n t e r i n g t h e c o c k p i t t o f l y as the,y cannot be seen by e i t h e r p i l o t once they a r e s t rapped i n . When n o t i n use t h e ground h a n d l i n g arm can be stowed i n t h e luggage comoartment..

6.5.9 P i c k e t i n g

Three p i c k e t i n g r i n g s a r e f i t t e d ; one i s under t h e t a i l j u s t i n f r o n t o f t h e t a i l bumper and two o t h e r s are on each wing under su r face about 2 f t i n f r o m t h e t i p s

6.5.10 Normal Use

B e f o r e F l i g h t I n s p e c t t h e t y r e s f o r cu ts , t read , creep and damage and i n s p e c t the T h e e l b r a k e s f o r damage o r l e a k s . Examine t h e t a i l bumper t o see if i t has been touched on the ground. Check t h e o leos f o r t h e c o r r e c t ex tens ion Apply t h e p a r k i n g brake be fo re s t a r t i n g the engine and t e s t t h e brakes immedia te ly t a x y i n g i s commenced W h i l s t t a x y i n g check t h a t t h e nosewheel responds f u l l y and c o r r e c t l y t o rudder d e f l e c t i o n i n b o t h d i r e c t i o n s . B e f o r e t a k e o f f and l a n d i n g p o s i t i v e l y check t h a t t h e p a r k i n g b rake i s o f f

A f t e r F l i g h t When l e a v i n g t h e a i r c r a f t , ensure t h a t the p a r k i n g brake i s - l e f t on un less t h e mainwheels a re chocked t o prevent movement P i c k e t t h e a i r c r a f t i f necessary

P .. 6-25 August 1985

7 P T 67M200/FM


6.6 FLIGHT INSTRUMENTS

6.6.1 Gener a1 D e s c r i p t i o n - -- One se t o f f l i g h t ins t ruments i s prov ided, on t h e l e f t o f t h e ins t rument panel .. Convent iona l p i t o t and s t a t i c sources s u p p l y a i rspeed, v e r t i c a l speed and a1 t i t u d e i n d i c a t o r s : an engi n e - d r i ven vacuum pump, where f i t t e d , powers an a r t i f i c i a l h o r i z o n and a d i r e c t i o n a l gyro: t h e a i r c r a f t DC e l e c t r i c a l Sy st= --,., .,,,, -. s t h e e l e c t r i c a ! a r t i f i c i a! ho r i zon , where f i t t e d , t u r n

co-or d i n a t o r , p i t o t head heater, s t a l l warning, c lock , and o u t s i d e a i r t m w r a t u r e gauge: a magnet ic canpass p rov ides heading i n f o r m a t i o n : an acc le rone te r p rov ides ' g ' i n f o r m a t i o n .

> 6.6.2 The P i t o t and S t a t i c Systems

P i t o t p ressure i s sensed b y a pressure head under t h e p o r t w ing outboard of t h e m a i nwheel. The head can be heated b y an e l e c t r i c a l el anent fo r wh ich power i s s u p p l i e d through the p i t o t heater sw i t ch ( F i g 8..4) when t h e master < i s on The h e a d s u p p l i e s p i t o t pressure f o r the a i r speed i n d i c a t o r .

Two s t a t i c sources are f i t t e d , one on each s ide o f t h e fuse lage about h a l f way back. B lank ing plugs can be f i t t e d on the ground t o prevent t h e i n g r e s s o f m o i s t u r e or i n s e c t s . These must be r m o v e d b e f o r e f l i g h t . The two Sources a re in te rconnec ted and a re needed t o g i v e a s t a b l e source of s t a t i c p ressure under changing a i r c r a f t a t t i t u d e , . S t a t i c pressure i s supp l ied t o t h e a i rspeed i n d i c a t o r , a l t i m e t e r and v e r t i c a l speed i n d i c a t o r . Pressure e r r o r c o r r e c t i o n s are g i v e n i n Sec t ion 5.

P .. 6-26 March 1 %8 A4 TP . T67M200/FM

-'<S‘,HG*D~ &\,lATION LTO


6.6.3 P i t o t and S t a t i c Instruments

A l t i m e t e r The a l t i m e t e r ( F i g 8 .4 ) and second a l t i m e t e r where f i t t e d , a re standard 3-needle instruments graduated from 0 t o 9 w i t h a mark every 115th u n i t ; one needle covers 1,000 f e e t i n one r e v o l u t i o n and thus t h e graduat ions represent 100 f e e t each w i t h a mark every 20 f e e t . A smal le r needle covers 10,000 f e e t i n one r e v o l u t i o n and thus t h e graduat ions represent 1,000 f e e t and the marks 200 fee t . . The smal les t needle covers 100,000 fee t , t h e graduations represent ing 10,000 f e e t and t h e marks 2,000 f e e t . The instruments could thus read up t o 99,995 fee t , but a r e i n p r a c t i c e on ly c a i i b r a t e a t o '20,000 fee t . A sub-scaie and r o t a r y s e t t i n g knob a l l ow f o r the s e t t i n g o f va ry ing re ference pressures; t h e sca le i s c a l i b r a t e d i n m i l l i b a r s . The inst ruments should read w i t h i n 50 f e e t o f a known c o r r e c t he igh t when t h e app rop r ia te pressure read ing i s s e t and should thus agree w i t h each o the r w i t h i n 100 fee t . Pressure e r r o r cor rec t ions are given i n Sect ion 5.

P.6-27 A p r i l 1990 A7 TP .T67M200/FM

J<~UNG*By A\lIATION LTD


V e r t i c a l Speed I n d i c a t o r The v e r t i c a l speed i n d i c a t o r (F ig 8.4) i s c a l i b r a t e d from 3,000 f t /m in up t o 3,000 f t /m in down. I t incorpora tes a mechanical s top which pr.events the needle from over-running t h e end o f e i t h e r scale. There are numbers on the sca le every 1,000 f t / m i n and marks f o r each 100 f t /m in w i t h a l a r g e r mark a t each 500 f t /m in . The inst rument should read w i t h i n 100 f t / m i n o f zero when on t h e ground..

The Airspeed I n d i c a t o r The airspeed i n d i c a t o r ( F i g 8.4) i s a s i n g l e needle inst rument w i t h readings from 40 k t s t o 200 k t s . I t has standard markings on the face t o i n d i c a t e s i g n i f i c a n t speeds as given i n Sect ion 2. Pressure e r r o r cor rec t ions a r e g iven i n Sect ion 5.

Pre Mod 656 Post Mod 656

P .6-28 A p r i l 1998 A8 TP .T67M200/FM


6.6.4 The S u c t i o n Supply

A s u c t i o n purrp, where f i t t e d , i s d r i v e n by the engine, the amount O f s u c t i o n generated be ing i n d i c a t e d on a gauge i n t h e c o c k p i t ( F i g 8 . 4 ) Fo r t h e

> s u c t i o n ins t ruments t o be r e l i a b l e , t h e gauge read ing should be 4.5 t o 5.5 i n Hg. The gauge r e a d i n g w i l l be below t h i s f i g u r e when t h e eng ine RPM a r e l e s s than about 1500 RPM b u t the gyros w i l l n o t s low down enough t o a f f e c t i ns t rument read ings i f t h e RPM i s below t h i s f i g u r e f o i . s h o r t per iods. . The g y r o ins t ruments w i l l t ake about 2 minutes t o reach o p e r a t i n g speed a f t e r s ta r t - .up and w i l l remain r e l i a b l e f o r about 1 minute a f t e r s u c t i o n f a i l u r e . . A f a i l u r e o f t h e s u c t i o n supply i s i n d i c a t e d o n l y on t h e gauge; none of t h e suc t ion - .d r i ven ins t ruments have any s o r t o f f a i l u r e i n d i c a t o r on them. Thus t h e s u c t i o n gauge should be moni tored p e r i o d i c a l l y d u r i n g f l i g h t , p a r t i c u l a r l y under i ns t rument f l y i n g c o n d i t i o n s .

6.6.5 S u c t i o n D r i v e n Ins t ruments

The A r t i f i c i a l Hor i zon The a r t i f i c i a l h o r i z o n ( F i g 8 . 4 ) i n d i c a t e s t h e p i t c h m n k angles o f t h e a i r ' c r a f t . An a i r c r a f t s,ymbol datum i n t h e c e n t r e o f t h e i n s t r u w n t can be ad jus ted w i t h a knob on the i n s t r u m e n t t o a l l o w f o r a l ignment o f t h e ins t rument f o r p i l o t s o f d i f f e r e n t s i t t i n g he igh t . . The bank i n d i c a t i o n s are c a l i b r a t e d a t t h e t o p o f t h e ins t rument and show loo , 20°, 30°, 60" and 90" o f bank.

MOD 312 in t roduced an e l e c t r i c a l a r t i f i c i a l h o r i z o n w i t h s w i t c h a b l e back-up b a t t e r y t o rep lace t h e s u c t i o n d r i v e n i n s t r u m e n t .

P .6-29 J u l y 1988 A5

TP .T67M200/FM


> The D i r e c t i o n a l Gyro The d i r e c t i o n a l gyro ( F i g 8.4) i s used t o g i v e c o r r e c t < head ing i n f o r m a t i o n d u r i n g t u r n s when t h e magnet ic canpass can be unsteady and u n r e l i a b l e . I t i s c a l i b r a t e d f rom 0-360" w i t h numbers, o n i t t i n g t h e l a s t d i g i t , e v e r y lo0. Thus a head ing 2%" i s shown as 29. There a r e marks a t e v e r y i n t e r m e d i a t e 5' and r e a d i n g t o greater accuracy r e q u i r e s i n t e r p o l a t i o n , . The numbers on t h e s c a l e i n c r e a s e c lockwise. . To a l i g n t h e i n d i c a t o r w i t h t h e magnet ic canpass t h e s e t t i n g knob must k pushed i n and kept i n w h i l s t i t i s t h e n r o t a t e d ; t h i s a c t i o n uncouples t h e f a c e o f t h e i n s t r u m e n t f r o n t h e gyro and a l l a v s i t t o be t u r n e d t o gi ve t h e same r e a d i n g as t h e magne t i c canpass. The knob m8y t t e n be re ! eased, r e c o u p l i n g t h e f a c e o f t h e i n s t r u m e n t t o t h e gy ro : t h e knob shou ld t h e n be t w i s t e d t o ensure t h a t i t has d i sconnec ted f r a n t h e face. As l o n g as t h e c o r r e c t s u c t i o n p ressure i s ma in ta ined and t h e a i r c r a f t a l t i t u d e i s kep t w i t h i n t h e ins t rument 1 i m i t s , t h e d i r e c t i o n g y r o shou ld m a i n t a i n accuracy t o w i t h i n 10" pe r hou r.. It shou ld be m o n i t o r e d ..

r e g u l a r l y t o ensure t h a t i t i s c o r r e c t l y a l i g n e d w i t h t h e m a g n e t i c canpass, The gyro w i l l r e n a i n accurate f o l l o w i n g manoeuvres o f up t o 60° o f bank and p i t c h but i t s accuracy should always be checked a f t e r any v i o l e n t manoeuvri ng.

Note:

A i r c r a f t w i t h MOD 303 K i n g KGS5SA CCMPASS SYSl M WILL NOT have a d i r e c t i o n a l gyro f i t t e d

P . 6-30 March 1988 A4 TP. T67MZOO/FM


6.6.6 The S t a l l War- -- S t a l l warning i s g i v e n t o t h e p i l o t b y a buzzer and a warn ing l i g h t wh ich cane on when t h e w ing ang le o f a t t a c k i s approaching t h e s t a l l i n g ang le ; t h e y a r e s e t t o opera te between 5 and 10 k t s b e f o r e t h e s t a l l . The warn ing i s a c t i v a t e d b y a vane on t h e p o r t wing l e a d i n g edge wh ich i s h e l d d w n by g r a v i t y ; as t h e ang le o f a t t a c h o f t h e wing i nc reases , a s tage i s reached where t h e a i r f l o w i s caning f r o m under t h e vane and l i f t s i t up, a c t i v a t i n g t h e warn ing d e v i c e , . The system i s e l e c t r i c a l l y powered t h r o u g h t h e master s w i t c h and a c i r c u i t breaker, and can be t e s t e d b e f o r e f l i g h t by s w i t c h i n g t h e master on and app ly ing l i g h t f i n g e r p ressure t o l i f t t h e vane. As t h e system i s g r a v i t y c o n t r o i i e d and i s s e t f o r e r e c t f i i ght i t cannot be used f o r i n v e r t e d f l i g h t .

> 6.6.7 The Magnet ic Compass

The magne t i c cmpass ( F i g 8.4) i s a pendu lous ly suspended permanent magnet < w i t h l i q u i d danping; p r o v i s i o n i s made f o r c o r r e c t i o n o f e r r o r s and a cmpass e r r o r c a r d i n d i c a t e s where r e s i d u a l e r r o r s need t o be a p p l i e d t o o b t a i n c o r r e c t head ings , The cmpass c o r r e c t i o n card l i s t s headings eve ry 30°and g i v e s t h e i n d i c a t e d canpass read ing t h a t must be s t e e r e d t o achieve t h i s h e a d i n g . For exanple, i t may say ' f o r 120' s tee r 122" ' ; t h i s means t h a t i f you want t o f l y a heading o f 120°, you must s tee r 122" on t h e magne t i c cmpass, i e t h e e r r o r i s t Z O . . S t e e r i n g an intermediate heading w i l l r e q u i r e i n t e r p o l a t i o n o f t h e e r r o r s shown on t h e card . A sample c a r d i s shown be1 cw a long w i t h s m e worked exanples. The card i n your aeroplane w i l l n o t have t h e same f i g u r e s as t h i s example.

Compass C o r r e c t i o n Card

Examples

1.. I f you r e q u i r e head ing 120°, s tee r 119" on t h i s c m p a s s .

2.. I f you r e q u i r e head ing 160°, s t e e r 158' on x h i s c m p a s s

3. I f you r e q u i r e head ing 2s0, s t e e r 297" on t h i s canpass..

4.. I f you r e q u i r e head ing 040°, s tee r 041' on t h i s canpass..

P 6-31 March 1988 A4 TP T67M200/FM

- PILOTS NOTES - -

FIREFLY T67M200 > 6.6.8 The Turn Co-ordinator

The tu rn co-ordinator (Fig 8 .4) provides t h e p i l o t with t u r n informat ion < only . i t i s c a l i b r a t e d t o shav a r a t e one t u r n ( 3 O per second) i n e i t h e r d i r e c t i o n but i s not c a l i b r a t e d beyond t h i s ; if t h e a i r c r a f t i s t u r n i n g a t more than r a t e one i t i s not p o s s i b l e t o a s c e r t a i n t h e a c t u a l r a t e of t u r n f r a n t h i s ins t rument . The turn co-ordinator enploys a gyro whose inner gimbal i s not q u i t e h o r i z o n t a l ; t h i s r e s u l t s i n the ins t rument being re spons ive t o r o l l a s we1 1 as yaw, render ing i t more d i r e c t r ead ing t h a n t h e convent ional t u r n i n d i c a t o r and making i s p o s s i b l e t o r o l l i n t o and out of t u r n s wi thout having t o allow f o r ins t rument l a g . . The i n s t r ument p r e s e n t a t i o n makes use of an a i r c r a f t symbol s i m i l a r t o the a r t i f i c ia1 hor i zon but i t g ives no p i t c h i n f o m a t i o n ; g r e a t c a r e must be t aken not t o be mis led by t h e a i r c r a f t s,ymbol which apparen t ly i n d i c a t e s t h a t t h e a i r c r a f t nose i s i n t h e level p o s i t i o n . The qYro i s e l e c t r i c a l l y d r i v e n , power being s u p p l i e d by t h e master through a c i r c u i t breaker ; a small red warning f l a g - appears on t h e f a c e of t h e ins t rument when no e l e c t r i c a l power i s a v a i l a b l e . . Being e l e c t r i c a l l y driven t h e ins t rument s w i l l not be a f f e c t e d by a s u c t i o n s,ystem f a i l u r e In t h e event of f a i l u r e of t h e a r t i f i c i a1 hor i zon , t h e t u r n co-ordi nator becones a primary f l i ght ins t rument ,

P . 6 - 3 2 March 1988 A 4 TP. , T67M200/FM


6.6.9 Misce l laneous Ins t ruments (Ref 11 l u s t r a t i o n 8.4)

The Clock The c l o c k i s e l e c t r i c a l l y powered, a smal l s p r i n g be ing rewound b y a so leno id every few m i n u t e s . I t has a conven t iona l f a c e w i t h f u l l sweep second hand,. It i s permanent ly connected t o t h e b a t t e r y through a fuse n o t access ib le t o t h e p i l o t .

> Mod 305 A b a t t e r y operated d i g i t a l c l o c k ( F i g 8.,4B) i s f i t t e d i n p lace o f t h e o r i g i n a l equipment. <

The Accelerometer An acce lerometer shows ins tan taneous ' g ' read ings and maxlmum and minimum p o i n t e r s show t h e maximum and minimum ' g ' exper ienced s i n c e t h e i n s t r u m e n t was l a s t rese t . The maximum and minimum p o i n t e r s can be r e s e t by t w i s t i n g t h e r e s e t t i n g knob i n a c lockw ise d i r e c t i o n , o r by pushing t h e knob i n , dependent on t h e make o f i n s t r u m n t . The i n s t r u m e n t r e q u i r e s no Dower

The Outs ide A i r Temperature Gau e An e l e c t r i c a l o u t s i d e a i r temperature 8 . gauge g i v e s an ins tantaneous r e a i n g i n " C , The temperature probe i s mounted on the s i d e o f t h e fuse lage j u s t i n f r o n t o f t h e f r e s h a i r l o u v r e i n t a k e E l e c t r i c a l power i s s u p p l i e d by t h e master th rough a c i r c u i t b reaker

A secondary use o f t h e OAT Gauge i s ob ta ined by p r e s s i n g t e s t s w i t c h which then i n d i c a t e s temperature o f the main GRP s t r u c t u r e a t t h e wing/ fuse lage j u n c t i o n The sensor i s p laced i n s i d e the p o r t s i d e o f t h e c o c k p i t s t r u c t u r e , below t h e ins t rument pane l . . A l i m i t o f 50°C i s p l a c e d on t h e a i r c r a f t s t r u c t u r e above which ae roba t i cs may n o t be performed and ' g ' l i m i t s f o r WTWA ( S e c t i o n 2 . 6 . 2 ) a p p l y .


The E l e c t r i c a l A r t i f i c i a l Hor izon Mod 293 an e l e c t r i c a l a r t i f i c i a1 h o r i z o n > ( F i g 8.48) i s f i t t e d t o t h e r i g h t hand s ide o f t h e ins t rument panel .. <

MOD 312 The o r i g i n a l s u c t i o n d r i v e n A r t i f i c i a l Hor i zon mounted on t h e l e f t hand s ide of t h e ins t rument panel, i s rep laced by a second e l e c t r i c a l ins t rument w i t h a sw i t chab le back-up b a t t e r y .

6,6.10 Normal Use

Before s t a r t i n g t h e engine, remove t h e p i t o t cover and s t a t i c ven t p lugs and t e s t t h e s t a l l warn ing systen. Once t h e engine has been s t a r t e d , check t h e s u c t i o n system, a l i g n t h e d i r e c t i o n a l gy ro w i t h t h e magnet ic canpass and s e t t h e datum on t h e a r t i f i c i a l hor izon. . Check and cross-check t h e a l t i m e t e r s w i t h a known pressure s e t t i n g and ensure t h a t t h e a i rspeed and v e r t i c a l speed i n d i c a t o r s a re w i t h i n l i m i t s . . Check t h a t t h e pcwer f a i l u r e warn ing f l a g i s no t showing on t h e t u r n co.-ordinator . . Once taxy ing , check t h a t t h e cmpass , d i r e c t i o n a l gyro, a r t i f i c i a l h o r i z o n and t u r n co-ordi nator g i v e c o r r e c t i n d i c a t i o n s i n t u r n s i n both d i r e c t i o n s . Swi tch on t h e p i t o t head heater before t a k e o f f i f requ i red .

I n f l i g h t , moni tor t h e s u c t i o n and e l e c t r i c a l s y s t m s f o r f a i l u r e . . Reset t h e d i r e c t i o n a l gyro p e r i o d i c a l l y and r e s e t t h e a l t i m e t e r sub-scal e s e t t i n g s as appropr ia te , , Re1 a te t h e ou ts ide a i r temperature t o c o n d i t i o n s o u t s i d e t h e a i r c r a f t f o r warn ing o f i c i n g . When manoeuvring, r e f e r t o t h e a c c e l e r m e t e r t o ensure t h a t t h e ' g o l i m i t s are no t exceeded.

6.6.11 M a l f u n c t i o n i n g

E l e c t r i c a l F a i l u r e I n t h e u n l i k e l y event o f a t o t a l e l e c t r i c a l f a i l u r e ( a l t e r n a t o r and b a t t e r y bo th dead), t h e p i t o t head heater, t u r n c o - o r d i na to r , s t a l l warni ng, c l ock and ou ts ide a i r temperature gauge w i l l a1 1 s top work ing. I f any one o f these s e r v i c e s f a i l w i t h o u t s igns o f any other f a i l u r e , check i t s c i r c u i t breaker and r e s e t i f necessary. The pressure ins t ruments and s u c t i o n d r i v e n ins t ruments w i l l c o n t i n u e t o f u n c t i o n b u t a t o r c h would then be needed t o read them a t n i ght ..

A i r c r a f t not f i t t e d w i t h s u c t i o n s u p p l i e d ins t ruments w i l l be f i t t e d w i t h a sw i t chab le back-up b a t t e r y (MOO 312) f o r t h e e l e c t r i c a l l y operated A r t i f i c i a l Hor izon.

Suc t ion F a i l u r e The s u c t i o n gauge w i l 1 i n d i c a t e below t h e green s e c t i o n and t h e a r t i f i c i a l h o r i z o n and d i r e c t i o n a l i n d i c a t o r w i l 1 becane u n r e l i a b l e , . The pressure ins t ruments and e l e c t r i c a l l y d r i v e n ins t ruments w i l l cont inue t o f u n c t i o n . .

P.6-34 March 1988 A4 TP. T67M200/FM


6.7 FLYING CONTROLS AND FLAPS

6.7.1 General Desc r ip t i on

The f l y i n g c o n t r o l s comprise convent ional e leva tors , a i l e rons , rudder, and f l aps . E leva to r tr imming i s a v a i l a b l e t o t h e p i l o t . -

6.7.2 Contro l Columns

The two c o n t r o l columns a r e l i n k e d together so t h a t movement o f one always r e s u l t s i n i d e n t i c a l movement o f t h e other; they cannot be disconnected or .. , e l l l v ~ ~ ~ . -A. .-...I The top o f each c o n t r o l column incorpora tes a press- to - t ransmi t bu t ton .

6.7.3 The E l e v a t o r and Trimmer (Ref I l l u s t r a t i o n 8.5)

Mass and horn balanced e levators are f i t t e d t o both s ides o f t h e t a i l p l a n e t r a i l i n g edge. Fore and a f t movement o f t h e c o n t r o l columns i s t r a n s m i t t e d t o t h e e l e v a t o r c o n t r o l sur face by rods and b e l l cranks. The system i s balanced f u l l y nose up ( con t ro l columns f u l l y rea r ) on t h e ground w i t h no a i rspeed o r engine a i r f l o w .

The l e f t - h a n d e levator incorporates a tr imming tab cover ing about h a l f the e l e v a t o r t r a i l i n g edge.. A handwheel ( I tem 1 Fig.. 8..5) i n t h e cockp i t operates t h e tr immer, movement being t ransmi t ted by a s o l i d core cable. A t r immer p o s i t i o n i n d i c a t o r ( I tem 2 F i g . 8.5) i s f i t t e d i n the c o c k p i t j u s t i n f r o n t o f t h e opera t ing wheel; t r i m p o s i t i o n s are marked U f o r nose up, N f o r neu t ra l and D f o r nose down.. About 6mm (114 inch) o f up-and--down p lay can be f e l t a t t h e t r imming t a b when i t i s t es ted f o r s e c u r i t y dur ing t h e p r e - f l i g h t inspect ion ; t h i s i s acceptable.

6.7.4 A i l e rons

D i f f e r e n t i a l F r i s e a i l e r o n s occupy t h e outboard t h i r d o f each wing t r a i l i n g edge. L a t e r a l movement o f t h e c o n t r o l columns i s t ransmi t ted t o t h e a i l e r o n s by c o n t r o l rods and b e l l cranks. No t r imming i s poss ib le i n f l i g h t b u t t h e p o r t a i l e r o n i s f i t t e d w i t h a metal t r i m t a b which can be ad jus ted on t h e ground by ground engineers on l y .

6.7.5 Rudder

The rudder i s operated by e i t h e r p a i r o f l i n k e d rudder pedals. The two se ts o f pedals a re in terconnected so t h a t movement o f one s e t r e s u l t s i n i d e n t i c a l movement o f t h e other . . Movement i s t r a n s m i t t e d from t h e pedals t o t h e rudder by cables and pu l leys , t h e cab le t e n s i o n be ing maintained by spr ings which ho ld the rudder pedals forward. The rudder

> pedals can be ad jus ted t o a l l o w f o r l e g l e n g t h by p u l l i n g g e n t l y on t h e top o f t h e pedal and a t t h e same t ime s l i d i n g t h e pedal assembly t o t h e requ i red p o s i t i o n . . A f t e r adjustment ensure t h a t t h e pedal assembly i s p rope r l y locked i n p o s i t i o n . This i s achieved by press ing t h e whole pedal assembly forwards w i t h pressure d i rec ted towards t h e t o p o f t h e pedals u n t i l t h e assembly i s f e l t and heard t o have c l i c k e d i n t o a locked p o s i t i o n . The rudder pedals a l s o prov ide f o r nosewheel s t e e r i n g < and wheel brak ing; t h i s i s described i n t h i s sec t i on a t 6..5..5 and 6.5.6.

P.6-35 A p r i l 1998 A8 TP .T67M200/FM

J<~L,HG*By &\,/ATION LTD


6.7.6 Control Lock

> A control lock i s introduced by Mod 316 or Mod 435. This consis ts of a transverse bar with sockets which locate on the rear faces of the control columns. A t the centre of the bar i s a fu r the r socket which, when secured by the f l ap lever in the Flaps Up posit ion, locks the a i lerons neutral and the elevator fu l l y down.

-

There i s no stowage fo r the control lock, which must be removed from the a i r c r a f t before f l i g h t .

Depending upon the l ike ly wind conditions and the direct ion in which the a i r c r a f t i s parked, the controls may be locked with the e levators in the u p position by using the right-hand p i lo t s buckle s t r ap and lap s t r ap , passing them around the left-hand control column and taking u p the slack. c

The rudder/nosewheel should be l e f t on fu l l right lock. In t h i s position the nosewheel/ground f r ic t ion prevents movement of t he rudder i n windy condi t ions .

6.7.7 Flaps (Ref I l lus t ra t ion 8. .5)

The f laps occupy the inboard two-thirds of each t r a i l i n g edge, a small portion of the extreme inboard t r a i l i ng edge not being used so tha t i t can form a walkway.. No portion of the f laps i s s t ressed fo r walking on . The f l ap control has 3 positions; up ; 18" ( takeoff) ; and 40" (landing). So tha t there will be no a i r loads f e l t when operating the f l aps in the a i r , a spring i s f i t t e d which a s s i s t s down selection. . This r e su l t s in the f l aps being strongly biased in the down direct ion on the ground, and care must be taken when lowering them on the ground t o s top them from slamming t o the down position. The control lever (Item 3 Fig. 8.5) i s positioned on the centre console and can be locked in any of the 3 f lap posit ions; when the lock i s fu l l y engaged, a dark coloured spring-.loaded button in the end of the control lever protrudes f a r enough t o show a white ring a t the base of the button. To move the f l ap from one select ion t o another, the button must f i r s t be pressed in t o disengage the lock; the lever i s then f r e e t o move. As the f laps approach the required position, the button should be released so t ha t i t i s f ree t o engage the lock a t the new posit ion. On the ground, the spring balance tends t o pull the f laps down and t h i s makes i t d i f f i c u l t t o disengage the lock; t o achieve th i s i t i s necessary t o push the f l a p lever in the UP direction t o balance the spring pressure before attempting t o press the button in .

The f laps a re correct ly locked when the button in the end of' the se lec tor lever protrudes f a r enough t o enable the white band locking indicator on i t t o be seen.. I t i s important, par t i cu la r ly when ra is ing the f laps , t o check tha t the locking indicator i s v i s ib le ; i f i t i s not, then the f laps are not correctly locked and may move t o a d i f fe ren t posit ion without action by the P i lo t .

P.6-36 Apri 1 1998 A8


There i s no f l a p pos i t ion indica tor as both f l a p s can e a s i l y be seen from e i ther sea t .

CENTER

Flap Lever L o c k i n g n d i c a t o r --

6.7.8 Normal Use - Before f l i g h t , check t h e condition of the control su r faces and t abs and ensure t h a t a l l d ra in holes a r e c l e a r . Once in t h e a i r c r a f t , check t h e e l eva to r s and a i le rons f o r f u l l , f r e e and c o r r e c t movement. Ensure t h a t t h e trimmer moves over t h e f u l l range. Check the c o r r e c t operat ion of t h e f l a p s a t a l l 3 s e t t i n g s and leave then up f o r taxying. Once taxying, check t h e rudder and nosewheel f o r f u l l , f r e e and co r rec t movement.

After t akeof f , r a i s e t h e f l a p s at a s a f e height and speed, ensuring t h a t t h e locking indicator i s then v i s ib l e . For landing, use t h e f l a p s as requi red . After landing maintain d i r ec t iona l control using t h e combination of t h e rudder, nosewheel s t ee r ing and brakes as necessary.

6.7.9 M a l f u n c t i o n i 2 -- -- I f , immediately following f l a p s e l e c t i o n , an undemanded r o l l occurs, v i sua l ly check tha t both f l a p s a re in t h e same pos i t ion; i f they are not or i f d i f f i c u l t y i s experienced in holding an out-of- t r im r o l l fo rce , r e t u r n t h e f l a p s t o the previous s e t t i n g . Leave the f l a p s in t h i s pos i t i on and land a t the neares t s u i t a b l e a i r f i e l d .

P .6-37 August 1985

TP . T67M200/FM

AVIATION PLC


6.8 RADIG EPUIFMENT

- ine ava i i ab ie r i d i o f i t s msge p r o v i s ~ o n for some or a i l of t h e fo l lowins f a c i l i t i e s :

a. intercommunication between ere# members.

b. S ingle or two VHF communicatio~?~ radios .

c . An audio cont ro l panel.

d. A loudspeaker.

e. A hand microphone.

f . VCR.

g . ILS and markers.

h. DME.

i . A transponder with or without height encoding.

j. ADF.

More soph i s t i ca t ed equipment i s ava i l ab le subjec t t o spec ia l order.

P.6-38 August 1965

TP .T67M200/Ffl


SECTION 7 HANDLING

CONTENTS a s

... 7.1 S e f o r e F l i g h t .............................................. 7 1

r . 7.1.1 Yefo re S t a r t i n g t h e c n g l n e ........................... 7-1 ................................. 7.1.2 S t a r t i n g t h e Engine 7-1 .................................. 7 .1 .3 T e s t i n g t h e Engine 7-2 ..................... 7.1.4 T e s t i n g t h e C c n s t a n t Speed Uni t 7-2 ............................................. 7.1.5 Taxying 7..2

7.2 Handling i n F l i g h t ...................................... . 7-3

............................................ 7.2 . i Take of-? 7-3 7 .2 .2 Crosswinti Take off .................................. 7-3 7 .2 .3 Climb ............................................... 7-3 7.2.4 Genera l F l y i n g ...................................... 7-4 ............................ 7.2.5 S t a l l i n g i n Level F l i g h t 7-6 7.2.6 S t a l l i n g i n a T'cirn ..............................*... 7-7 7.2.7 ' g ' S t a l l i n g ........................................ 7-7 7.2.8 F l i c k ihanoeuvres .................................... 7-7 ...................................... 7.2 .9 E r e c t Sp inn ing 7-7 ............................ 7.2.10 E r e c t Spin C h a r a c t e r i s t i c s 7 -8 7.2.11 E r e c t S p i n Recovery ................................. 7-8 ................................... 7.2.12 I n v e r t e d S p i n n i n g 7 -9 ........................................... 7.2.13 T a i l s i i d e s 7-9 .......................................... 7.2.14 A e r o b a t i c s 7-9 ..................................... 7.2.15 I n v e r t e d F l i g h t 7..lO

....................................... '7.3 C i r c u i t and l a n d i n g s 7-11

..................... 7.3.1 Approaching t h e Landing P a t t e r n 7-11 ................................... 7.3.2 C i r c u i t P rocedure 7-11 ............................................ 7.3.3 Landings 7-11 ....................................... 7.3.4 A f t t r Landing 7 - 3 3

i . a s t e f f e c t i v e page i s P . L i 3

August 1985 TP . T67M20G/FM


INTiNTi ONALLY BLANK

August 1985 TF .T67M200/FM


7.1.1 Before S ta r t inc A_:---- the Enoine

Check that the a i r c r a f t documentation i s in order and that no dated or airframe hours lifed i ~ e a ~ s are due attentjon. Caiculate the centre of gravity t o ensure Chat i t ,will re?ai : l within limits for the ent i re f l i gh t (Section a . ? j .

Carry o u t a pre...flight inspection as detailed in the FKCs, which mee%s the requirement of the CAA!LAMS schedule.

7.1 .2 - - S t a r t i n u h e - Engine

S ta r t the engine using tke checks and d r i l i s i n the F'RCs. Note the warnings on the sisnificance of tne Star ter warning l i g h t .

ine same priming and start.ing dri 1 1 can be applied whether the engine i s hot or cold. Tbe most likely cause of f a i l u re t o s t a r t i s over-priming so the d r i l l should be followed carefully. With the fuel o n , the t h r o t t l e 2 quarter open and the mixture at cutoff, switch the fuel pump on. Move the mixture control t o f u l l rich unt i l a s l ight b u t steady fuel flow i s noticed atid return the mixture control to cutoff. Switch the fuel purnp off . Select the l e f t (impulse) magneto and engage the s t a r t e r . Iamediately the engine f i r e s , release; the s t a r t e r , se lect magnetos to .:both~",and move the mixture control smoothly t o f u l l y rich. If the engine i s hot i t may be found easjer t o s t a r t the engine without any priming. Start ing should always be carried out with the mixture control i n i t i a l l y in the lean cut off position as described above.

If the s t a r t e r motor i s oper axed for a to ta l of..?O,s.g~onds 1.n.-.a.ny..&fli nute period, a wait ~~-l,~~.~~i~nut~es-~sho~~l~~ be observed before any further attempt to s t a r t so that the s t a r t e r motor can caol and the battery s tab i i ize .

Should the engine f a i 1 t o s t a r t after a raaxin~liii ofdlLl seconds s i a r t e r use, i t ,nay be tha t the engine i s over-primed. The following d r i l l should then be followed t o avoid running out of s tar ter time. Leave the magneto on Left and the fuel a t cutoff; open the th ro t t l e fu l ly ; operate the s t a r t e r for 5 seconds; t h i s will drain the fuel f r m the cylinders and the engine may actually s t a r t ; if i t s t a r t s , quickly return the t h r o t t l e t o a quarter open a~nd p u t the mixture t o fu l ly rich. I f i t does not s t a r t , s e t the t h r o t t l e at a quarter open, ieaive the mixture a t cutoff and the magneto on i e f t , and attempt another s t a r t withoct re-oriming. If the engine s t i l l will n o t s t a r t i t shou!d be l e f t fo r 15 minutes t o allow the s t a r t e r t o cool. A normal s t a r t should then be attenipted. Experience has provided many permutations of ?:he fa i ied s ta r t ing dri 11, many of which wi 1 1 vary from the above and 113y on occasions be more successful. Whatever d r i 11 i s used the limitations on s ta r te r use must be observed.

I t i s important t h a t the engine i s not l e f t ar. idling on the ground for longer than i s necessary during taxying. A t a l l other times the engine should be se t t o 1200 4PM t o reduce the danger of sparking plug fouling..

P.7-1 August 1985

TP . T67M200/FM

- PILOTS NOTES

FIREFLY T67M200

7.1.3 Tes- t h e Enaine -- -

The dead c u t / l i v e magneto check i s c a r r i e d o u t a f t e r s t a r t i n g . S e t 1200 RPM and s e l e c t magneto t o 'R1, ensur ing t h a t t h e r e i s an RPi'l drop b u t t h a t t h e eng ine aoes n o t stop; re . - se lec t ' b o t h ' and r e p e a t t h e check w i t h magneto '1.'. As t h e engine i s no rma l l y stopped by c u t t i n g o f f t h e f u e l , t h i s check i s t h e o n l y one which can easi l y a s c e r t a i n whether a magneto i s permanent ly l i v e .

The eng ine r u n shou ld o n l y be done a f t e r 4 minutes warm-up o r w i t h t h e engine o i 1 tempera tu re a t l e a s t i n t h e ye l l ow /g reen . I t i s done a t 1800 RPM by s e l e c t i n g ' R ' and check ing t h a t t h e RPM does decrease b u t n o t b y more than i 7 5 w h i l s t t h e engine con t inues t o r u n smoothly. ' B o t h ' i s t h m r e - s e l e c t e d and t h e RPM a l lowed t o s t a b i l i z e a t 1800 f o r a few seconds. The same procedure i s then repea ted f o r t h e ' L ' magneto and, a d d i t i o n a l l y , i t i s checked t h a t t h e RPM d i f f e r e n c e between ' L ' and ' R ' i s n c t more than 50.

7.1.4 T e s t i n g t h e Constant Speed U n i t -.

The t e s t o f t h e c o n s t a n t speed u n i t ach ieves two o b j e c t i v e s . F i r s t l y i t checks t h a t t h e p r o p e l l e r p i t c h responds t o t h e demands o f t h e p r o p e l l e r RPM c o n t r o l ; second ly i t c i r c u l a t e s t h e c o l d o i l i n t h e p r o p e l l e r hub and r e p l a c e s i t w i t h warmed o i l , a l l o w i n g t h e p i t c h change mechanism t o move more smooth ly and f r e e l y . I t shou ld be done on t h e f i r s t f l i g h t o f each day and whenever t h e eng ine i s c o l d .

To t e s t t h e u n i t , use t h e t h r o t t l e t o s e t 1800 RPM l e a v i n g t h e p r o p e l l e r c o n t r o l a t maximum RPM. Then move t h e p r o p e l l e r c o n t r o l t o t h e minimum RPM p o s i t i o n . Note t h a t t h e RPM s t a r t s t o f a l l . Move t h e p r o p e l l e r c o n t r o l back t o maximum RPM b e f o r e t h e RPM f a l l s by more than 500. Repeat t h e whole procedure a second t i m e t o change t h e o i 1 i n t h e p r o p e l l e r hub.

7.1.5 Taxy ing

Do n o t a t tempt t o move t h e rudder peda is when t h e a i r c r a f t i s n o t moving. To taxy, c l o s e t h e t h r o t t l e and r e l e a s e t h e p a r k i n g brake. I t may be necessary t o use some power t o s t a r t t h e a i r c r a f t moving but , as soon as i t moves, c l o s e t h e t h r o t t l e and r e - a p p l y t h e t o e brakes momentar i ly t o ensure t h a t t h e y a r e working.

To t u r n t h e a i r c r a f t on t h e ground t h e nosewheel s t e e r i n g must be used. The brakes shou ld n o t be used a lone for t u r n i n g as t h i s w i l l l e a d t o excess ive s i d e loads on t h e nose t y r e and l e g . If very t i g h t t u r n i n g i s r e q u i r e d t h e {udder should be moved f u l l y i n t h e r e q u i r e d d i r e c t i o n and l i g h t br ak i ng a p p l i e d on t h e appr o p r i a t e f i n s i de) wheel. Uneven ground should be crossed s low ly .

P.7-2 August 1985

TP .T67M200/FM

-'{S',N-- q A'lNiON LTD


7.2 HANDLING IN FLIGHT

7.2.1 Takeoff

After t es t ing the engine, which should be done on every f l i g h t and -- not jus t on the f i r s t f l i g h t of each day, carry out the takeoff

checks from the FRCs. Takeoff performances are given in Section 5.

Line the a i r c r a f t u p on the takeoff path, release the brakes and open the t h r o t t l e fu l ly in about 2 seconds. Check that the RPM i s between 2600 RPM and 2650 RPM and that the oil pressure, o i l temperature and cylinder head temperature are not red. There i s l i t t l e tendency for the a i r c r a f t t o swing for reasons of torque or slipstream ef fec t s as the a i r c r a f t has been designed t o minimise these charac te r i s t ics . The nosewheel should be l i f t e d just c l ea r of the ground as soon as t he elevator becomes e f fec t ive , a t approximate1 y 30 kts , keeping the nosewheel jus t c lear of the ground by progressive easing forward of the control column as the speed increases The a i r c r a f t can be flown off a t 50 kts (Pre mod 358) 55 kts (Post mod 358) with takeoff f l ap or 53 kts (Pre mod 358) 64 kts (Post mod 358) f lap less .

7.2.2 Crosswind Takeoff

> If the wind i s approaching the crosswind l imi t of 25 kts , t he < nosewheel should not be raised unti l the takeoff speed when the a i r c r a f t should be rotated cleanly to the climbing a l t i t ude . A n y tendency f o r the upwind wing t o l i f t during a crosswind takeoff should be corrected by the use of a i lerons.

7.2.3 Climb

I n i t i a l l y climb a t a shallow angle, allowing the speed t o increase t o 80 kts clean, 75 kts with takeoff f l ap A t 200 f t , apply the brakes momentarily t o stop any vibration from the rotating mainwheels and ra i se the f laps in stages, increasing t o the appropriate speeds, until the f laps a r e up . There i s l i t t l e sink or trim change whilst the f laps are raised unless the a i r c r a f t i s s ignif icant ly below the correct speed. Climb a t 80 kts a t ful l t h ro t t l e , checking tha t the RPM i s approximately 2650 - 2700 RPM. The a i r c r a f t will i n i t i a l l y climb a t approximately 1100 ft/min, a t sea level ISA conditions and MTWA

The mixture should be l e f t a t fu l ly rich a t a l l power se t t ings above 75% unless t h i s resu l t s in rough running; in t h i s case progressively weaken the mixture and observe the manifold pressure. As the mixture i s weakened, the manifold pressure will stay steady b u t then s t a r t decreasing. Some uneven engine running may also be apparent a t t h i s point, richen the mixture again unti l smooth running i s regained and the manifold pressure returns t o the original f igure; leave the mixture a t t h i s se t t ing . I t i s unlikely that any mixture adjustments will be needed below 5000 f t amsl in the climb.. I t should be remembered tha t t h i s mixture se t t ing i s appropriate f o r only one combination of manifold pressure, a l t i t ude and engine RPM, and a change in any of these factors will resul t in the need t o reset t he mixture.

P . 7-3 April 1998 A8


The mixture should always be se t t o fu l ly rich before descending as the weaker mixtures applicable t o f l i gh t a t a l t i t ude are too weak f o r correct engine operation a t lower levels ; thus the engine may not respond correct ly t o t h r o t t l e opening a t the bottom of the descent i f weak mixture i s s t i l l selected, .

7 .2 .4 General Flyinq

Introduction The l imitations and centre ot gravlty requlrements should always be checked before any f l i g h t t o ensure t ha t the a i r c r a f t parameters r i l l be complied with.

Fl yinq Controls The flying controls are we1 1 -balanced and very - l i t t l e rudder i s required with aileron application as the ailerons cause l i t t l e asymmetric drag, even a t fu l l ai leron def lect ion.

Trimmer T h 2 elevator trimmer i s very powerful and care should be exercised i n i t s use. The out-of-trim forces require firm b u t manageable pressure i f the trimmer i s operated t o e i t he r extreme within the speed range.. There are no rudder o r ai leron trimmers available t o the pi l o t . The directional trim changes associated with power and speed a l te ra t ions require the use of only small rudder, pedal movements t o maintain balanced f l i gh t .

Power Mixture Chanqes Alterations in power se t t ings cause pitch/yaw movements, t he movements being proportional t o the power change. The propeller turns clockwise, the following pitchiyaw changes occurring w i t h power a l t e r a t i ons:

Power Increase Power Decrease

Pitch Nose Up Nose Down

Yaw Nose Left Nose Right

The mixture control should invariably be s e t t o fu l ly rich before any change in power s e t t i ng i s made as the change may resul t in too weak a mixture and consequent rough running o r high cylinder head temperatures. Mixture adjustments in the cruise should be made using the same procedure as outlined for the climb. The engine performance figures for climb, c ru ise and endurance are given in Section 5 .

Flaps The maximum speed for operating the f laps i s 88 kts IAS for both f lap positions Pre Mod 656. Post Mod 656 maximum speeds a r e 120 kts (IAS) takeoff position and 98 kts (IAS) landing position.. The f laps can be operated with l i t t l e e f for t in the a i r a t the normal c i r cu i t speeds, b u t more e f fo r t i s needed a t the upper speed l imi t . Care must be taken t o ensure tha t the flap lever i s locked in the selected position a f t e r operation. Should the f laps be l e f t unlocked they will tend t o move t o the down position a t low speed; t h i s may be s ign i f ican t , par t icu la r ly during s t a l l i n g o r aerobatics when the changed f l i g h t character is t ics and 1 imitations may resu l t in unexpected a i r c r a f t behaviour or overstressing. There i s l i t t l e trim change unless the f laps are operated a t the extreme of the speed l imit . .

P .7-4 Apri 1 1998 A8 TP .T67M200/FM

-!{sL,K*LW AVIATION LTO


There i s s ign i f ican t change in l i f t charac te r i s t i cs and l i t t l e drag penalty with takeoff f l ap (18") ; landing f lap (40") se lect ion resu l t s in very l i t t l e more l i f t b u t a large increase in drag. The trim changes a re as follows, the a i r c r a f t staying in level f l i g h t during a l l f l ap select ions:

88 kts 50 kts

Flap from u p t o takeoff Nose pitches down Very s l i gh t nose

down pitch

Flap from takeoff t o landing Nose pitches Negligible pitch

further down

Flap from landing t o takeoff Nose pitches u p Negligible pitch

s l i gh t ly

Flap from takeoff t o u p Nose pitches u p S l igh t pitch more strong1 y nose down

S t a b i l i t y The a i r c r a f t i s neutra l ly s t ab l e in ro l l and has ni l ai leron breakout force which gives good response and a good rate of roll . The ai 1 erons have exceptional drag balance during ai 1 eron application; very l i t t l e rudder i s needed t o maintain balanced f l i g h t during ro l l ing manoeuvres, even with fu l l ai leron appal ication. . The a i r c r a f t i s s t ab l e in pitch and i s eas i ly trimmed. There i s no tendency f o r the a i r c r a f t t o become unstable in pitch a t extremes of speed or ' g ' .

Sideslippinq The a i r c r a f t can be side-slipped well and the r a t e of height loss can be incr'eased marked1 y by t h i s method. The following figures give a guide.

ENGINE - Idle

INDICATED AIR SPEED - 65 Kts

No s ides l i p Full l e f t rudder Full r ight rudder

Reduced Vi s ib i l i t y Flyinq In poor v i s i b i l i t y i t may be f e l t prudent t o f l y a t reduced airspeed. The s a f e s t speed t o f l y i s 70 kts as t h i s represents a good speed fo r a i r c r a f t con t ro l lab i l i ty and i s a l so the best climbing angle speed, allowing best climb performance, should near obstacles be sighted. The best climb angle performance requires half f l a p a t 70 kts and t h i s should be p u t down whilst f ly ing a t reduced airspeed as i t a lso resu l t s in a lower nose position giving a be t te r f i e l d of view.

P.7-5 Apri 1 1998 A8 TP .T67M200/FM


Turbulence I f turbulence becomes v i o l e n t enough t o cause concern, t h e a i r c r a f t should be f lown a t 75 k t s w i t h t h e f l a p s up. This gives a sa fe margin o f speed over the s t a l l i n g o r ove rs t ress ing cond i t i ons t h a t can r e s u l t from turbulence.

I c i n q Condi t ions The a i r c r a f t i s not c leared f o r f l i g h t i n i c i n g cond i t i ons as the re i s no a i r f rame or wing p ro tec t i on . These cond i t i ons must be avoided and every e f f o r t must be made t o f l y c l e a r o f them i f they are encountered i nadve r ten t l y . The engine i c i n g p r o t e c t i o n can automat ica l l y a l l ow f o r a i r f i l t e r b lock ing .

G l i d i n q The a i r c r a f t g l i des we l l a t 70 k t s , cover ing across the ground about n ine times the he igh t l o s t i n s t i l l a i r . The average g l i d i n g performance i s as fo l lows, vary ing w i t h he igh t , temperature and weight.

Engine O f f Propel 1 er Windmi l l ing

During a prolonged g l i d e there i s a r i s k o f over -coo l ing t h e engine which might r e s u l t i n t h e engine subsequently not responding p rope r l y t o t h r o t t l e opening. Two precaut ions should be taken t o counter t h i s r i s k . F i r s t l y t h e engine should be warmed and t h e p lugs c leared by opening t h e t h r o t t l e smoothly t o f u l l power and back when requ i red i n g l i d e . The second precaut ion against over -coo l ing i s t o open up the t h r o t t l e ver'y s t e a d i l y i n about 4 seconds when overshoot ing a t the bottom o f t h e g l i d e I t must be remembered t h a t t h e r e i s a s i g n i f i c a n t d i f f e r e n c e i n t h e r a t e o f descent between engine i d l i n g and p r o p e l l e r w i n d m i l l i n g and r e a l i s t i c p r a c t i c e should concentrate on t h e much more l i k e l y cause o f a f a i l e d engine, i . . e . p r o p e l l e r w i n d m i l l i n g .

1000 f t / m i n (POST Mod 333)

7.2.5 S t a l l i n g i n Level F l i g h t

1:8.2 o r 1.3 Nm/1000 ft (POST Mod 333)

The a i r c r a f t has l i t t l e aerodynamic s t a l l warning i n l e v e l f l i g h t , t h e approaching s t a l l being s i g n a l l e d by t h e warning buzzer. M i l d wing drop may occur i n any con f i gu ra t i on bu t t h i s can always be h a l t e d by t h e a p p l i c a t i o n o f opposi te rudder du r ing recovery. A i l e rons remain e f f e c t i v e up t o the s t a l l bu t care should be taken i n t h e use o f a i l e r o n s t o keep t h e wings l e v e l i f t h e s t a l l should be prolonged. The approximate s t a l l i n g speeds (IAS) are as fo l l ows :

G l i de Angle S t i l l A i r

1:g.O o r 1.5 Nm/1000 ft (PRE Mod 333)

Speed

70 k t s

Rate o f Descent

800 f t / m i n (PRE Mod 333)

1 Takeoff f 1 ap, power o f f / 52 5 k t s I 53 2 k t s I [ z e r o f l a p , power o f f

Regulat ion o f s t a l l warning horn 7 - 10 k t s above s t a l l i n g speed.

Pre Mod 358 975 kg (2150 l b )

56.6 k t s

andin in^ f l a p , power o f f I 48.5 k t s

Post Mod 358 1020 kg (2250 l b )

56.9 k t s

48.9 k t s


With p r a c t i c e a f u l l s t a l i may be recoveued w i x h i n 50 ft bu t i f t h e recovery i s i n i t i a t e d a t t h e sound a f t h e s t a l l warn ing t h e r e should be rio h e i g h t l o s s i n any c o n f i g u r a t i o n .

Recovery i s e f f e c t e d by a p p l y i n g enough rudder t o s too any Far ther w ing drop and, a t t h e sarne t ime, moving t h e c o n t r o l coiunln Forward t o u n s t a l i t h e wings; very l i t t l e c o n t r o l column movement i s n o r m a l l y necess3r.y. I f i h e engine power i s a v a i l a b l e i t s h o i ~ l d be fu;:y a p p l i e d i.nmediatel:/..

7.2.6 S t a l l i n g i n a 'Turn

I n a l e v e l t u r n t h e bank w i 11 e i t h e r i n c r e a s e o r decrease a t t h e s t a l l , b u t t h i s tendency can be immedia te ly c o n t r o l l e d by conven t iona l r e c o v e r y a c t i o n .

i f t h e a i r w a f t i s d e i i b e u a t e l y p u l l e d t o t h e s t a l l i n g a n ~ l e o f atCack ab3ve t h e s t a l l i n g speed, t h e r e i s aerodynamic s t a i l warn ing 1 f 1 t h e fcrm o f e l e v a t o r b u f f e t f e l t t h rough t h e c o n t r o l column. Th is b u f f e t occurs j u s t b e f o r e t h e a i r c r a f t s t a l l s . A t t h e s t a l l t h e r a t e o f p i t c h decreases and, i f f u r t h e r back p ressure i s a p p i i e d t h e a i r c r a f t w i l l tend t o drop a wing. I f t h i s occurs d u r i n g a t u r n the. a i r c r a f t w i l l e i t h e r r o i l ou t o f t h e t u r n o r r o l l i n t o the t u r n and t h i s i s n o t e n t i r e l y p r e d i c t a b l e or c o n s i s t e n t . I f t h e c o n t r o l column i s immedia te ly moved f o r w a r d t o u n s t a l l t h e wirigs, t h e r o l l w i 11 s top and a u t o r o t a t i o n o r s p i n n i n g w i 11 n o t develop.

7.2.8 ' F l i c k ' Manoeuvres .-

i f p r o - s p i n c o n t r o l i s a p p l i e d above t h e s t a l l i n g speed t h e a i r c r a f t w i l l f l i c k and enter a s p i n i n t h e d i r e c t i o n o f t h e a p p l i e d c o n t r o l . The r a t e of' r o t a t i on i s i n i t i a1 l y ve ry r a p i d bu t t h e a i r c r a f t responds immedi a t e l y t o c o r r e c t i v e c o n t r o l a c t i o n . Dependent on t h e a i rspeed a t e n t r y , t h e a i r c r a f t w i 11 s e t t l e i n t o a conven t iona l s p i n a f t e r one t o two t u r n s a f t e r t h e f l i c k . t in less c c r r e c t pro-sp i n or a n t i s p i n c o n t r o l a p p l i c a t i o n i s app l ied , t h e a i r c r a f t may e n t e r a s p i r a l d i v e w i t h t h e speed i n c r e a s i n g ve ry r a p i d l y and t h e r i s k t h a t VNO (140 k t s ) w i l l be exceeded d u r i n g rec0ver.y. D i s o r i e n t a t i o n may occur d u r i n g t h e i n i ti a1 h i g h r o t a t i o n r a t e of t h e a i r c r a f t and i t i s recommended t h a t f l i c k manoeuvres a r e n o t a t tempted by inexper ienced p i l o t s b e f o r e adequate demonst ra t i on and s u p e r v i s i o n has been rece ived . As t h e ' g ' f o r c e s d u r i n g f l i c k manoeuvres w i l l exceed 2 ' g i , they should never be at tempted w i t h t h e f l a p s extended. D e l i b e r a t e f l i c k manoeuvres should not be entered above 80 k t s IAS.

7.2.9 E r e c t 5pifin;nq - ( a ) Er! t ry He igh t The h e i g b t l o s s i s :bout 250 ft per t u r n and recovery takes about 539 f t These h e i g h t l osses may vary, dependent on hcw mary t w n s o f t h e sr;i r: are done and how pr ompt and c o r r e c t t i l e recovery z c t i o n

2.7-7 August 1985

TP. T67M200,'FM

=({SUNGSBY AviATloN PLc


i s . They may be used as a b a s i s f o r p l a n n i n g recovery which sh0ul.d be conp le te b y 1500 f t above ground l e v e l . 1 t i s recommended t h a t i nexper i snced p i l o t s a l l o w a f u r t h e r 1000 f t t o t h e e n t r y h e i g h t . Thus t h e e n t r y h e i g h t f o r a 4 t g r n s p i n f o r an inexper ienced p i l o t should be:

4 t u r n s 4 x 250 1000 f t

Recovery 500 f t

f l i n He igh t I 5 0 0 f t

S a f e t y A1 lowance 1000 f t

4000 f t above ground l e v e l .

( b ) Sp in E n t r y A t s t a l l warning app ly f u l l rudder i n t n e in tended d i r e c t i o n of s i n ana a t t h e same t ime b r i n g c o n t r o l column c e n t r a l l y f u l l y Sack. Hold these c o n t r o l p o s i t i o n s . I f t h e c o r r e c z c o n t r o l movements a r e n o t a p p i i e d a s p i r a l d i v e may deve lop as shown by an a i rspeed i n c r e a s i n g above 80 ~t;.

7.2.10 E r e c t n Chaaacter i s t i c s - -- A t e n t r y , t h e a i r c r a f t p i t c h e s nose up s l i g h t l y w h i l s t r o l l i n g r a p i d l y i n t h e d i r e c t i o n o f a p p l i e d rudder . The a i r c r a f t r o l l s a lmost t o t h e i n v e r t e d d u r i n g t h e f i r s t h a l f t u r n o f t h e s p i n and t h e n t h e s p i n p r o g r e s s i v e l y s t a b i l i z e s over about 3 tu rns , ending up w i t h about 50° o f bank and t h e nose about 40° below t h e ho r i zon . The r a t e o f r o t a t i o n i s about 150' per second o r 2 1 seconds pe r t u r n . The average l o a d f a c t o r th roughout i s 1.26. The IAS s t a b i l i z e s a t about 75 k t s t o t h e r i g h t and 80 k t s t o t h e l e f t . If f u l l p r o - s p i n c o n t r o l i s n o t ma in ta ined throughout t h e spin, t h e a i r c r a f t may e n t e r e i t h e r a s p i r a l d i v e o r a h i g h r o t a t i o n a l sp in . A s p i r a l d i v e i s recogn ized by a r a p i d i n c r e a s e i n a i rspeed w i t h t h e r a t e o f r o t a t i o n p robab ly s low ing down as t h e s p i n changes t o a s p i r a l d i v e . The wings can be l e v e l l e d by us ing a i l e r o n w i t h rudders c e n t r a l and t h e d i v e then recovered u s i n g e l e v a t o r ( w h i l s t observ ing t h e ' g ' l i m i t s ) . A h i g h r o t a t i o n a l s p i n i s r e c o g n i z a b l e by a s teeper nose down a t t i t u d e and a h igher r a t e o f r o t a t i o n than i n a normal spin; a i rspeed w i 11 be h igher t h a n a normal s p i n b u t w i l l n o t i n c r e a s e r a p i d l y ; recovery i s as g iven i n S e c t i o n 3, Para. 3.7.2 I n c o r r e c t recover:^.

7.2.11 -- E r e c t Sp in Recovery -- The f o l l o w i n g ac t ions a r e a composi te s p i n recovery procedure and a l l ow f o r e r e c t sp ins entered f r o m any c o n f i g u r a t i o n .

i. Close t h e t h r o t t l e

2. Ra ise t h ? f l a p s

3 . Check t h e d i r e c t i o n o f s p i n as i n d i c a t e d by t h e t u r n c o - o r d i n a t o r

P.7-8 August 1985

TP . T67M200lFM


4. App ly and h o l d f u l l rudder t o oppose t h e d i r e c t i o n o f s p i n

5. H o l d i n g t h e a i l e r o n s n e u t r a l , p r o g r e s s i v e l y and f i r m l y move t h e c o n t r o l column f o r w a r d u n t i l t h e s p i n s tops. I t may be necessary t o move i t a l l t h e way fo rward t o t h e f r o n t s top . The r a t e of c o n t r o l c o l ~ i m n movement should be such t h a t i t would move f r a n f u l l y back t o f u l l y f o r w a r d i n about 3 seconds

6. immedi a te1 y t h e s p i n s tops, cen t r a l i s e t h e rudder

7. L.eve1 t h e wings w i t h a i l e r o n s and recover f r a n t h e d i v e

The a i r c r a f t w i l l no:mally s t o p s p i x i n g ? ! i th in 1 t u c n o f t h e a p p l i c a t i o n o f t h e r e c o v e r y a c t i o n (see S e c t i o n 3.7 f o r h i g h r o t a t i o n a l s p i n r e c o v e r y ) . F a i l u r e t o app ly t h e c o r r e c t s p i n r e c o v e r y a c t i o n s may d e l a y o r p r e v e n t e x i t f r a n t h e sp in , t h e most common mis takes b e i n g t h e use o f l e s s t h a n f u l l o p p o s i t e rudder and s low or i n s u f f i c i e n t f o r w a r d movement o f t h e c o n t r o l column. As t h e c o n t r o l column i s moved f o r w a r d d u r i n g t h e r e c o v e r y a c t i o n s , t h e s p i n may appear t o speed up momentari Ty b e f o r e s topp ing; t h i s i s normal and should nor: be taken as an i n d i c a t i o n t h a t t h e a i r c r a f t i s n o t r e c o v e r i n g .

7.2.12 - I n v e r t e d S p i n n i n q -

The a i r c r a f t i s n o t c l e a r e d f o r i n v e r t e d sp inn ing .

7.2.13 - T a i l s l i d e s

The a i r c r a f t i s l i k e l y t o s u f f e r c o n t r o l s u r f a c e damage i f a l lowed t o t a i l s l i d e and t h i s manoeuvre shou ld n o t be c a r r i e d o u t d e l i b e r a t e l y . I f c o n t r o l i s l o s t near t h e v e r t i c a l t h e c o n t r o l s shou ld be c e n t r a l i s e d and f i r m l y h e l d t h e r e u n t i l t h e nose has dropped and f l y i n g speed rega ined. I f t h e t h r o t t l e was c l o s e d t h e engine w i l l p r o b a b l y s t o p t u r n i n g and an a i r s t a r t w i l l be necessar'y. I f a t a i l s l i d e i s t h o u g h t t o have occur red t h e a i r c r a f t shou ld be f l o w n g e n t l y and landed f o r an e n g i n e e r i n g i n s p e c t i o n f o r damage.

7.2.14 A e r o b a t i c s

The recommended e n t r y speeds f o r an inexper ienced p i l o t a r e as f o l l o w s :

R o l l i n g i n t o and o u t 90 k t s S t a l l t u r n r o t a t e 50 k t s o f i n v e r t e d f l i g h t

L.oop 120 k t s S t a b i l i z e d i n v e r t e d 80 k t s f l i g h t R o l l o f f t h e t o p 140 k t s

Slow r o l l 110 k t s F l i c k r o l l max 80 k t s

S t a l l t u r n e n t r y 110 k t s

P.7-9 August 1985

TP . T67MZOO/FM

={SLINGSBY AVIATION PLc


7.2.15 I n v e r t e d F l i g h t -- The en@ ne i s equipped w i t h an i n v e r t e d f l i g h t o i l s y s t m and t h e w i n g f z e l tanks i n c o t p o r a t e a f l o p t i l be s y s t m . L i m i t a t i o n s on t h e o i l p r e s s u r e i n d i c a t i o n s d u r i n g masoeuvres i n v o l v i n g i n v e r t e d f l i g h t a r e f u l l y d e s c r i b e d i n S e c t i o n 2.4, and mast be observed.

P.7-10 August 1985

TP. T67M200/FM


7.3 CIRCUIT AND LANDINGS

7.3.1 Approaching the Landing Pa t t e rn

Before joining t h e c i r c u i t or en te r ing any landing procedure or approach pa t te rn , the Rejoin Checks should be ca r r i ed o u t as l a i d out in the FRCs.

7.3.2 C i rcu i t Procedure

Jo in at 85 kts. Carry out the pre-landing checks i n the downwind position. To commence descent reduce the t h r o t t l e s e t t i n g t o achieve approximately 1500 RPM and lower takeoff f l ap . Allow t h e speed t o reduce and enter a descent a t 70 kts. (75 kts i f a f l a p l e s s c i r c u i t i s being carr ied out).. Maintain t h i s speed round t h e f i n a l turn un t i l t h e wings are level on f i n a l s . L.ower landing f l a p as required and complete t h e f i n a l checks. Allow the speed t o decrease t o 65 kts with landing f l a p . The threshold speed of 60 kts with landing f l a p or 65 kts f l a p l e s s i s achieved by t h r o t t l i n g back smoothly as the round-out i s commenced. The power se t t i ng required wi l l vary with the wind condi t ions .

7.3.3 Landinqs

Normal With the round-out complete and t h e t h r o t t l e closed, adjus\t the a t t i t u d e t o keep the a i r c r a f t off t h e ground, allowing the m3in wheels t o touch down at 45 .- 50 k t s dependent on the AUN. Keep t h e nosewheel off the ground un t i l the elevator becomes l e s s e f f ec t ive then lower the nose gently a t approx 35 kts. Commence braking as necessary. Do not push the control column forward or the propeller t i p s could touch t h e ground. Keep s t r a i g h t with nosewheel s teer ing and move t h e s t i ck progressively a f t as speed decreases.

Glide Aftsr the end of t h e downwind leg t h e speeds t o be flown a re 70 kts -- f l a p up, 70 k ts takeoff f l a p and 63 k ts landing f l a p f o r threshold speed 58 kts . The f i n a l turn can be commenced in about t h e same posi t ion as fo r a normal c i r c u i t and the t h r o t t l e closed. The two s t ages of f l a p a re used as required t o achieve t h e touchdown point.. The considerable drag of f u l l f l a p may be used t o dive off excess height up t o the l imi t ing speed of 88 kts.. As the g l ide approach angle i s steeper than fo r a normal c i r c u i t i t i s necessary t o ccinmence round-out s l i g h t l y higher but t h e landing i s the sane as f o r a normal approach. An actual forced landing would probably be made with the engine f a i l ed and windmilling which would r e s u l t i n a higher r a t e of descent than -with the engine i d l i n g ; thus a1 1 prac t i ses should be done with the aim of touching down 1 / 3 way down t h e landing s t r i p so tha t t h e r e i s a margin of safe ty t o allow for t h e increased r a t e of descent i n the real ca se . Also i t i s usually l e s s hazardous t o run off t h e end of a landing s t r i p a t 19 kts than t o f a l l shor t of t h e beginning a t 40 k t S ; t h u s i t i s erriilg cn the safe s ide t o be s l i g h t l y high.

P..7-11 August 1985

TP .167M200/FM


Shor t Landinq F l y a normal approach u n t i l lower ing f u l l f l a p . . Reduce t h e power s l i g h t l y and a l l ow the speed t o f a l l t o 58 k t s when power w i l l need t o be increased t o stop the speed f a l l i n g f u r t h e r . The round-out and land ing are t h e same as f o r a normal land ing except t h a t power should n o t be reduced u n t i l a f t e r t h e round-out has been commenced. -Once the mai nwheels a r e on the ground the nosewheel should be lowered immediately but gen t l y . Brak ing may then commence w i t h t h e s t i c k being moved progressi ve ly a f t as speed decreases. As t h e approach speeds are s i g n i f i c a n t l y lower than f o r a normal c i r c u i t , t h e p i l o t must be ready t o counter any s i n k o r windshear e f f e c t w i t h immediate a p p l i c a t i o n of power.

F lap less Landinq The a i r c r a f t has a very robust manual1 y operated f l a p system and thus f l a p f a i l u r e p r a c t i c e has l i t t l e relevance. F lap less approach may be p rac t i sed but, due t o t h e a i r c r a f t ' s e x c e l l e n t g l i d i n g performance, the approaches w i l l be very f l a t ; care must be taken t o avo id an overshoot. With more than 15 k t s headwind a n e a r l y normal g l i d e path angle can be f lown a t about 1200 RPM but, w i t h l ess headwind, p rogress ive ly f l a t t e r approaches are requ i red . The speed should be held a t 75 k t s throughout t h e f i n a l t u r n and, once wings a r e l e v e l , i t should be al lowed t o reduce t o be 70 k t s f o r a th resho ld speed o f 65 k t s . The round-out should be smooth and the a i r c r a f t should be landed on the mainwheels a t 53 k t s t o reduce the chance o f touching t h e t a i l bumper

Crosswind Landinq Landings are permi t ted w i t h i n t h e crosswind 1 i m i t > o f 2 5 k t s . The a i r c r a f t should be f lown down the extended runway w i t h c

t h e wings l e v e l us i ng the "crab " technique. The excel1 en t l a t e r a l c o n t r o l a v a i l a b l e r e s u l t s i n no d i f f i c u l t y being experienced i n h o l d i n g t h e wings l e v e l as t h e a i r c r a f t i s yawed s t r a i g h t w i t h rudder, j u s t p r i o r t o landing. The a i l e r o n s should be he ld de f l ec ted i n t o wind a f t e r land ing t o reduce the p o s s i b i l i t y o f t h e upwind wing l i f t i n g du r ing t h e ground r o l l . I n h igh crosswind cond i t i ons t h e nosewheel should be gen t l y lowered as soon as t h e mainwheels a re on t h e ground so t h a t nosewheel s tee r ing i s a v a i l a b l e t o a s s i s t w i t h d i r e c t i o n a l c o n t r o l . A s l i g h t "snatch" may be f e l t on t h e rudder pedals when t h e nosewheel touches t h e ground as t h e nosewheel t r i e s t o a l i g n i t s e l f w i t h t h e d i r e c t i o n o f t r a v e l o f the a i r c r a f t .

Abandoned Landinq A landing should be abandoned i f misjudgement o r cond i t i ons r e s u l t i n a heavy bounce dur ing t h e attempt t o land. The e l e v a t o r should be he ld j u s t a f t o f c e n t r a l and the wings kept l e v e l w i t h a i l e r o n w h i l s t the t h r o t t l e i s opened f u l l y . Any attempt t o app ly c o r r e c t i v e a c t i o n i s l i k e l y t o make t h e s i t u a t i o n worse r e s u l t i n g i n more ser ious bounces and probable undercarr iage and propel 1 e r damage.

P.7-12 A p r i l 1998 A8 TP .T67M200/FM

J{SL,I~GSPY AvlnTloN LTo


Touch-and-qo-Landinq A f t e r land ing r a i s e t h e f l a p s from t h e land ing (40") s e t t i n g t o t h e takeo f f (18") s e t t i n g . The a i r c r a f t should then be f lown o f f t h e ground a t t h e normal speed o f 50 k t s and cl imbed a t a shal low angle t o reach a c l imb ing speed app rop r ia te t o t h e f l a p s e t t i n g as fo l l ows :

Takeof f f 1 ap 75 k t s

F lap up 80 k t s

A t 200 ft t h e f l a p should be ra ised.

I n emergency cond i t i ons where t h e remaining runway l eng th does not permit t h e t ime t o r a i s e t h e f l a p t o 18" t h e a i r c r a f t responds r e a d i l y t o a f u l l f l a p f u l l power t a k e o f f from t h e ' r o l l I .

Goinq Round Aqain Open t h e t h r o t t l e f u l l y . Climb a t t h e speed appropr ia te t o f ! ap s e t t l n g and r a i s e t h e f l a p s above 200 ft as f o r a touch-and-go landlng.

7.3.4 A f t e r Landinq

Complete t h e a f t e r land ing and c l o s i n g down checks i n t h e FRCs. Note the f l i g h t t imes and d e t a i l s f o r e n t r y i n t h e app rop r ia te a i r c r a f t documents.

7.3.5 E m e r q e n c y y Landinqs (Post Mod 358)

Should i t be necessary t o c a r r y out an emergency l and ing a t weights above t h e maximum land ing weight o f 2150 l b s (975 kg) a "heavy or abnormal l and ing inspect ion" ( r e f . T67M200 Maintenance Manual) must be c a r r i e d ou t be fore next f l i g h t

P.7-13 Apr i 1 1998 A8 TP ,.T67M200/FM

-'<S~,M~. A\,lATION LTO


INTENTIONALLY BLANK

P .7 -14 August 1985

TP . T67M2001FM

PIL.OTS NOTES FIREFLY T67M200

SECTION 8 CENTRE OF GRAVIT_Y_COWUTER AND ILLUSTRATIONS

CONTENTS

9

.................................. Centre o f G r a v i t y Over 1 ay ,. ,. .. ...................................................... Cent re o f G r a v i t y Ccmputer

................................... P r i n c i p a l Features (Pre Mod 129)

....................................... P r i nci p a l Features (Post Mod 129)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I ns t rument Panel (Bas ic A/C)

.............................................. Ins t rument Panel (Mod 274)

................................. Ins t rument Panel (Mod 293) ........................................ Ins t rument Panel (Mod 311) .............................................. I n s t r m e n t Panel (Mod 341)

......................................................................... Centre Cons01 e

Last e f f e c t i v e page i s P.8-9/10

CAA Approved Mar ch 1988 A4 TP. T67M20O/FM


INTENTIONALLY BLANK


TP. T67M200FM

< < s L / H G ~ B ~ AVA? ION PLC


8 .1 CENTRE OF GRAVITY OVERLAY

- - -

-MPTWA 1020Kg (POST MOD 3581 w -- 1000

CENTRE OF GRAVITY DISTANCE Fl 2M FIRE BULKHEAD (mm) INSTRUCTIONS FOR USE

1 P l o t on t h i s o v e r l a y t h e we igh t and CG o f t h e a i r c r a f t t o be checked..

2 P o s i t i o n the ,o in t p l o t t e d i n ( 1 ) over p o i n t ' X ' on Diagram 1 and draw a t r a c e a long t h e p i l o t s l i n e r e p r e s e n t i n g t h e t o t a l w e i g h t o f p i l o t s t o be c a r r i e d .

3~ The t o p end of t h i s l i n e now becomes y o u r new datum p o i n t , which must be a l i g n e d w i t h p o i n t ' X ' . Then draw a t r a c e a l o n g t h e baggage l i n e r e p r e s e n t i n g t h e amount o f baggage t o be c a r r i e d . ENSURE THAT THIS CINE FA!. ..IS WITHIN THE ARCA OF THE ENVELOPE.,

4 U s i n g t h e end o f t h i s l i n e as your new datum p o i n t , a l i g n i t w i t h p o s i t i o n ' X ' as b e f o r e and t r a c e a long t h e f u e l l i n e t h e we igh t o f f u e l be c a r r i e d T h i s w i l l g i v e you the p o s i t i o n o f CG f o r t a k e o f f

NOTE: WHEN ALIGNING DIAGRAMS CHECK THAT ALL H0RIZONTAI.S ARE PARALLEI

MPTWA (Maximum P e r m i s s i b l e Takeo f f Weight A u t h o r i s e d )

CAA Approved A p r i l 1990 A7 TP T67M200/FM

(a?& OOM TZ091 6>020f A W T 4 M w

OOOl - & 3

w61b bn6 I mfile6iO no ' x ' f n i o q 7 9 V O ( I ) n i bsf forq f n i o 9 3df n o i f i z o q S > f o T i q ?a f r ip isu !6 fo f 9rif pni$nszs:qs: % n i l a j o l i q srif eoOr6 3361f 6

. b 3 i m 6 3 9d o f

f2um ri3idw , fn ioq muf6b wsn ruoy 29mossd won 3 n i f 2 i d f 'io bns qof 3riT . E 3 n i l 3p6pp6d 9df en016 93673 6 w67b nsdT . ' X " f n i o q d t i w bgnp i r6 3d

. b s i ~ r 6 s 3d o f 3p6ep6d i o fnuomh 3ri f p n i f n s a g ~ q 3 r ..390J3VM3 3HT 30 A3RA 3HT MIHTIW 2J.!A3 3MI!.. ZIHT TAHT 3RU2M3

r i f i w f i nei16 , t n i o q muf6b wsn ~ u o y 26 3 n i l 2 i r i f 30 bns 3df pniaU .P t o f r ie isw 9df 3 n i l l3u? 3 d j pnoT6 3 3 6 ~ f bn6 970t3d 26 ' X I n o i f i a o q

??ogi6f 707 23 ?o n o i f i 2 o q grit uoy sv i p l l i w 2 idT b s i ~ ~ f i 3 3d f s u i

.13!.1AFIAq 3RA 2.IATMOZIROH .[:A TAHT 233H:l 2MARaAIa aMIM3I!A M3HW :3TOM

PII-OTS NOTES FIREFLY T67M200

8.3 P R I N C I P A L FEATURES (PRE MOO 129)

MARKER BEACON AERIAL [inside fuselage)

\

COMM 1 AERIAL

PITOT STATIC COMBINED PICKETING POINT

FUEL TANK ADF LOOP VENT STROBE LIGHT AND SENSE AERIAL

FIRST AID KIT FIRE EXTINGUSHER

(port and starboard [port only)

GLIDE SLOPE AERlA (beneath cockpit floo

OIL FILLERIDIPsuci' ACCESS PANEL

STALL WARNING DETECTOR

I

EATED PlTOT LANDING LIGHT

/ OIL SEPARATOR \ $UEL TANK SAMPLERIDRAIN BREATHER PIPE (port and starboard]

MECHANICAL FUEL PUMP DRAIN

A p r i 1 1998 A8 TP .T67M200/FM


8 . 3 A P R I N C I P A L FEATURES (POST MOD 129)

CANOPY LATCH STATIC VENT ROTATING BEACON

EXTERNAL HANDLE (port and starboard) (post mod 2051

COMM 1 AERIAL

ROTATING BEACON AERIAL (~nslde fuselage)

REMOVABLE VOR AERIAL (inside tai lplanel

INSIDE COCKPIT FIRST AID KIT FIRE EXTINGUISH€ CRASH AXE MAIN UIC. OLEO

CHARGING ACCESS PANEL

FIXED TAB

NAV L;GHT OR COMBINED

OIL FILLER1DIPSTICK.--- GLIDE SLOPE AERIAL NAVISTROBE ACCESS PANEL (beneath cockpit floor) (MOD 2971

'd (port and starboard)

PICKETING POINT (r"r+ ""A ",.,

LANDING

__7

'ITOT

2-9 L a,," . ,sac""n,", / \ 'FUEL TANK SAMPLERIDRAIN \ [port and starboard] OIL SEPARATOR BREATHER PIPE

A p r i l 1998 A 8 TP . T67M200/FM


8 . 4 A INSTRUMENT PANEL (MOD 2 7 4 )

KEY

1. EXCITAT ION SWITCH 2 . MASTER SWITCH 3 . FUEL PUMP SWITCH 4. FUEL COCK 5 . STARTER BUTTON 6 . THROTTLE CONTROL R/H 7 . PROP SPEED CONTROL' 8. MIXTURE CONTROL 9 . MAGNETO SWITCH

10. HEATING CONTROL 11. ADF

2 7 . LANDING L IGHTS SWITCH 28. NAV L IGHTS SWITCH 2 9 . STROBE L I G H T SWITCH 3 0 . MAP L I G H T SWITCH 31. STOP WATCH C L I P 32.. CLOCK 3 3 . RADIO PANEL 3 4 . RADIO PANEL 35. TACHOURMETER 3 6 . MANIFOLDIFUEL PRESSURE GAUGE 3 7 . O I L PRESSURE GAUGE

12. A I R VENT (2 OFF) 38. O I L TEMP GAUGE 13. COLD A I R TO C A B I N CONTROL ( 2 OFF) 3 9 . FUEL CONTENTS GAUGE/LEFT TANK 1 4 . OUTSIDE A I R TEMP GAUGE 40. FUEL CONTENTS GAUGEIRIGHT TANK 1 5 . PRESS TO TEST STRUCT. TEMP 41. CYL. HEAD TEMPERATURE GAUGE 16 . TURN CO-ORDINATOR 42 . AMMETER 1 7 . DIRECTIONAL GYRO 4 3 . DIMMER SWITCH 18. VERTICAL SPEED INDICATOR 44 . C I R C U I T BREAKERS 1 9 . ALTIMETER ( 2 OFF) 2 0 . A R T I F I C A L HORIZON 21.. AIRSPEED INDICATOR 22. EATED P I T O T SWITCH

4 5 . ALTERNATOR OUTPUT C I R C U I T BREAKER 4 6 . THROTTLE CONTROL L /H 4 7 . MAGNETIC COMPASS 48. PRESS TO TRANSMIT SWITCH

2 3 . VACUUM GAUGE 4 9 . NAVl/VOR/LOC/GS 2 4 . STALL WARNING L I G H T 50. NAVZ/VOR/LOC 25. STARTER ENGAGED W. L I G H T 51. ACCELEROMETER 2 6 . ALTERNATOR WARNING L IGHT

P , ,8-7A/8A > <

A p r i l 1 9 9 8 A 8 TP . ~ 6 7 M 2 0 0 / F M

J<SL,NGSLIY A\,lATlON LTD


8 . 4 8 INSTRUMENT PANEL (MOD 293)

EXCITAT ION SWITCH MASTER SWITCH FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL MIXTURE CONTROL MAGNETO SWITCH C A B I N HEAT CONTROL ADF NAV 2 ACCELEROMETER

KEY

AIR VENT (2-OFF) COLD A i R TO CABIN CONTROL (2 OFF) MKR BEACON RECEIVER SLAVING ACCESSOR AND COMPENSATOR

U N I T TURN CO-ORDINATOR P I C T O R I A L NAV INDICATOR VERTICAL SPEED INDICATOR

28. LANDING L IGHTS SWITCH 2 9 . NORMALIEMERGENCY PHONES SWITCH 3 0 . AV IONICS MASTER SWITCH 31. D I G I T A L CLOCK 3 2 . NAV L IGHTS SWITCH 3 3 . ROTATING BEACON SWITCH 3 4 . STROBE L IGHTS SWITCH 3 5 . AV IONICS PANEL 3 6 . TACHOURMETER 3 7 . MANIFOLDIFUEL PRESSURE GAUGE 38. OUTSIDE A I R TEMPERATURE GAUGE 39. PRESS TO TEST STRUCTURAL. TEMP 4 0 . HEATED P I T O T SWITCH 41. MAP L I G H T SWITCH 42. AVIONICS PANEL 43 O I L PRESSURE GAUGE 4 4 . O I L TEMP GAUGE 45. FUEL CONTENTS GAUGEILEFT TANK 4 6 . FUEL CONTENTS GAUGEIRIGHT TANK 4 7 . CYL. HEAD TEMPERATURE GAUGE 48. AMMETER

ALTIMETER (2 OFF) 49. DIMMER SWITCH A R T I F I C A L HORIZON 50. C I R C U I T BREAKERS AIRSPEED INDICATOR 51. ALTERNATOR OUTPUT C I R C U I T BREAKER VACUUM GAUGE 52. ELECTRIC A R T I F I C I A L HORIZON STALL WARNING L I G H T 5 3 . MAGNETIC COMPASS STARTER ENGAGED WARNING L I G H T 5 4 . THROTTLE CONTROL L /H ALTERNATOR WARNING L I G H T 5 5 . PRESS TO TRANSMIT SWITCH

P . 8 - 7 8 / 8 0 < >

April 1 9 9 8 A 8 T P .T67M200/FM


8.4C INSTRUMENT PANEL (MOO 3 1 1 )

51

H KEY

EXCITAT ION SWITCH MASTER SWITCH FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL MIXTURE CONTROL MAGNETO SWITCH CABIN HEAT CONTROL ADF NAV 2 ACCELERCMETER A I R VENT ( 2 OFF) COLD A I R TO C A B I N CONTROL MKR BEACON RECEIVER

28. LANDING L IGHTS SWITCH 2 9 . NORMALIEMERGENCY PHONES SWITCH 3 0 . HEATED P I T O T SWITCH 31. D I G I T A L CLOCK 32. NAV L IGHTS SWITCH 33. ROTATING BEACON/W.T I P STROBE SWITCH 14 MAP I IGHT SWITCH - . . .. . . - . .. . . . - . . - . . . 3 5 . AVIONICS PANEL 3 6 . TACHOUR METER 3 7 . MANIFOLDIFUEL PRESSURE GAUGE 3 8 . OUTSIDE AIR TEMPERATURE GAUGE 3 9 . PRESS TO TEST STRUCTURAL TEMP 4 0 . EXHAUSE GAS TEMP GAUGE 4 1 . AVIONICS PANEL

( 2 OFF) 4 2 . O I L PRESSURE GAUGE 4 3 . O I L TEMP GAUGE

SLAVING ACCESSORY AND COMPENSATOR 4 4 . FUEL CONTENTS GAUGEILEFT TANK UNIT 4 5 . FUEL CONTENTS GAUGE~RIGHT TANK

TURN CO-ORDINATOR 4 6 . CYL. HEAD TEMPERATURE GAUGE P ICTORIAL NAV INDICATOR 4 7 . AMMETER VERTICAL SPEED INDICATOR 48. DIMMER SWITCH ALTIMETER ( 2 OFF) 4 9 . C I R C U I T BREAKERS ELECTRIC A R T I F I C A L HORIZON (2 OFF) 50. ALTERNATOR OUTPUT C I R C U I T BREAKER AIRSPEED INDICATOR 5 1 . MAGNETIC CCMPASS ART HORIZ. BACK-UP BATTERY SWITCH 52. THROTTLE CONTROL L/H STALL WARNING L I G H T 5 3 . PRESS TO TRANSMIT SWITCH STARTER ENGAGED WARNING L I G H T 5 4 . ELT ON SWITCH ALTERNATOR WARNING L I G H T

P ..8-7C/8C > <

A p r i l 1 9 9 8 A 8 TP .T67M200/FM


8 .4D INSTRUMENT PANEL (MOD 341 )

1. EXCITATION SWITCH 2. MASTER SWITCH 3 . FUEL PUMP SWITCH 4 . FUEL COCK 5 . STARTER BUTTON 6 . THROTTLE CONTROL R/H 7 . PROP SPEED CONTROL 8. MIXTURE CONTROL 9 . MAGNETO SWITCH

10. HEATING CONTROL 11. ADF 12. V O R I I L S 13. ACC~LERCMETER 1 4 . A I R VENT ( 2 OFF) 15 . COLD A I R TO CABIN CONTROL 16. . MKR BEACON RECEIVER 17 . TURN CO-ORDINATOR 18. DIRECTIONAL GYRO 1 9 . VERTICAL SPEED INDICATOR 20. ALTIMETER 21. M T I F I C A L HORIZON 2 2 . AIRSPEED INDICATOR 2 3 . VACUUM GAUGE 2 4 . STALL WARNING L IGHT 2 5 . STARTER ENGAGED W . L I G H T

KEY

26. ALTERNATOR WARNING L I G H T 2 7 . LANDING L I G H T S SWITCH 2 8 . NAV L IGHTS SWITCH 2 9 . STROBE L I G H T SWITCH 3 0 . MAP L I G H T SWITCH 31. ARM SWITCH SMOKE GEN. 3 2 . CLOCK 33. MOMENTARY BUTTON SMOKE GEN. 34. RADIO PANEL 3 5 . HEATED P I T O T SWITCH 3 6 . TACHOUR METER 3 7 . MANIFOLDIFUEL PRESSURE GAUGE 3 8 . OUTSIDE A I R TEMPERATURE GAUGE 38A .PRESS TO TEST STRUCT TEMP

( 2 OFF) 3 9 . O I L PRESSURE GAUGE 4 0 . O I L TEMP GAUGE 4 1 . FUEL CONTENTS-GAUGEILEFT TANK 4 2 . FUEL CONTENTS GAUGEIRIGHT TANK 4 3 . CYL. HEAD TEMPERATURE GAUGE 4 4 . AMMETER 4 5 . DIMMER SWITCH 4 6 . C I R C U I T BREAKERS 4 7 . ALTERNATOR OUTPUT C I R C U I T BREAKER 4 8 . THROTTLE CONTROL L / H 4 9 . MAGNETIC COMPASS 5 0 . PRESS TO TRANSMIT SWITCH

P . 8 - 7 0 / 8 D > <

A p r i 1 1 9 9 8 A 8 TP .T67M200/FM

A\,IIATION LTD

8 . 4 INSTRUMENT PANEL (BASIC A/C)


EXCITAT ION SWITCH MASTER SWITCH FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL MIXTURE CONTROL MAGNETO SWITCH HEATING CONTROL ADF VOR/ILS ACCELEROMETER A I R VENT 12 OFF; COLD A I R 70 C A R ~ N CONTRnl

~ - . - . . . - - . . , , , - - MKR BEACON RECEIVER TURN CO-ORDINATOR ( 2 OFF) DIRECTIONAL GYRO VERTICAL SPEED INDICATOR ALTIMETER ( 2 OFF) ARTIFICAL HORIZO~ (2 OFF) AIRSPEED INDICATOR ( 2 OFF) VACUUM GAUGE STALL WARNING L I G H T STARTER ENGAGED W. L I G H T

. .

3 8 3 8 A

( 2 OFF) 39,,

ALTERNATOR WARNING L I G H T LANDING L IGHTS SWITCH NAV L IGHTS SWITCH STROBE L I G H T SWITCH MAP L I G H T SWITCH STOP WATCH C L I P CLOCK CANOPY RELEASE/LOCKING LEVER RADIO PANEL HEATED P I T O T SWITCH TACHOUR METER MANIFOLD/FUEL PRESSURE GAUGE OUTSIDE A I R TEMPERATURE GAUGE

. PRESS TO TEST STRUCT TEMP O I L PRESSURE GAUGE O I L TEMP GAUGE FUEL CONTENTS GAUGE/LEFT TANK FUEL CONTENTS GAUGEIRIGHT TANK CYL. HEAD TEMPERATURE GAUGE AMMETER DIMMER SWITCH ~- -

C I R C U I T BREAKERS ALTERNATOR OUTPUT C I R C U I T BREAK THROTTLE CONTROL L / H MAGNETIC COMPASS '

A p r i l 1 9 9 8 A 8 TP ,. T67M200/FM

8 . 5 CENTRE CONSOLE -

A \ l l A T l O N LTO


FLAPS

TAKE OFf

LANDING

HEADPHONES - KEY

1. TRIMMER HANDWHEEL

2. TRIMMER P O S I T I O N IND.

3 . FLAP CONTROL LEVER

6- P.8 -9 /10 > <

A p r i l 1 9 9 8 A 8 TP .T67M200/FM

August 1999

FIREFLY T67M200

PILOTS NOTES

REMOVAL AND INSERTION OF LEAVES

REMOVE

Pages 0-1 1 and 0-12 (1 leaf) Section 9 contents (1 leaf)

O~erators with Mod 734AIC fitted only

Amendment No 9 to

'TP T67M200lFM

INSERT

Pages 0-1 1 and 0-12 (1 leaf) Section 9 contents (1 leaf)

Supplement D (2 leaves)

AMENDMENT RECORD SHEET

Record the incorporation of this amendment list and destroy this instruction sheet

THIS INSTRUCTION SHEET

Complete the details below and return this sheet to Slingsby Aviation Ltd Technical Publication Department

I acknowledge receipt of Amendment No 9 to TP T67M200lFM

Signed.

Company: Date:


AMENDMENT HIGHLIGHTS

A complete new sheet will be issued with each amendment list; the previous 2 permanent amendment 1 ists will be retained.

Amendment List No:

Subject Pages (s)

9 Amendment Highlights 0-11 (this page)

Black and Yellow Colour Scheme (Mod 734A/C) Section 9 Contents

NOTE - Only aircraft with Mod 734A/C incorporated will be supplied with the supplement pages D-1 to D-314.

P.0-11 CAA Approved

August 1999 A9 TP .T67M200/FM


INTENTIONALLY BLANK

CAA Approved A u g u s t 1 9 9 9 A9

TP .T67M200/FM


Section 2 Parauraph 2.5.5 Limitations f o r Aerobatics

Aerobatic manoeuvres w i t h f laps extended are not permitted.

Tail Slides and Inverted Spins are not permitted.

'g' Limitation - s t ruc t temp below 50°C

Flaps up +6g -39 Flaps down +2g -1g

When structural temperature reaches 50°C o r more DO NOT carry out aerobatics.

Aerobatic manoeuvres - up t o a l l up weight 975kg (2150 ib)

E n t r y Speeds (kts) (IAS) Slow rol l 110 S ta l l t u r n entry 110 S ta l l turn rotate 50 Loop 115 Roll off the top 125 Flick rol l max 70 Spin See Paragraph 3.7

Section 2 Paraqraph 2.6.1 Instrument Markinqs

9AT/Structural Temperature Gauqe

Structure temperature Red Line Maxi mum

TAL 10/P.1 of 3 CAA Approved

November 2004 T67M200/FM


SUPPLEMENT D BLACK AND YELLOW COLOUR SCHEME (MOD 734AlC)

CONTENTS

9.D.1 Revised S t ruc tu ra l Temperature L i m i t a t i o n s

9.D.1 REVISED STRUCTURAL TEMPERATURE LIMITATIONS

The temperatures g iven below over r ide those g iven i n t he referenced paragraph numbers i n t he re levan t sect ions o f t h i s manual.

Sect ion 2 Paraqraph 2.5.5 L im i ta t i ons f o r Aerobat ics

Aerobat ic manoeuvres w i t h f l a p s extended are n o t permi t ted.

T a i l S l i des and Inve r ted Spins are no t permit ted.

' g o L i m i t a t i o n - s t r u c t temp below 42°C

Flaps up +6g -39 Flaps down +29 - l g

When s t r u c t u r a l temperature reaches 42°C o r more DO NOT c a r r y out aerobat ics.

Aerobat ic manoeuvres - up t o a l l up weight 975kg (2150 l b )

Ent ry Speeds ( k t s ) (IAS) Slow r o l l 110 S t a l l t u r n e n t r y 110 Sta!! t u r n r o t a t e 50 Loop 115 Ro l l o f f the top 125 F l i c k r o l l max 70 Spin See Paragraph 3.7

Sect ion 2 Paraqraph 2.6.1 Instrument Markinqs

OAT/Structural Temperature Gauqe

St ruc tu re temperature Red L ine 42°C Maximum

P.D-1 CAA Approved



S e c t i o n 2 P a r a 2 .6 .2 L a b e l s

T h e f o l l o w i n g i n f o r m a t i o n i s t o b e f u r n i s h e d o n p l a c a r d s w e l l w i t h i n s i g h t o f p i l o t .

POST MOD 734A/C


NO SMOKING

VNE 180 K I A S

MANOEUVRING SPEED VA


TAKEOFF P O S I T I O N (18') LANDING P O S I T I O N (40')

I MAX TOTAL WEIGHT AUTHORISED (TAKE OFF) MAX TOTAL WEIGHT AUTHORISED (LANDING)

1 4 0 K I A S

1 2 0 K I A S 9 8 K I A S

MAX LOADS UP TO 9 7 5 Kg STRUCTURAL TEMPERATURE (FL IGHT PROHIBITED ABOVE 45OC) BELOW 42°C ABOVE 42°C

FLAPS UP +6g - 3 9 +4.49 - 2 9 FLAPS DOWN +2g - 1 g +2g - 1 g

MAX LOADS ABOVE 9 7 5 K g (FL IGHT PROHIBITED ABOVE 4Z°C)

FLAPS UP +3.8g -1 .69 FLAPS DOWN +2g - 1 g


F L I G H T I N T O KNOWN I C I N G CONDITIONS PROHIBITED

AIRCRAFT CERTIF ICATED FOR F L I G H T I N IMC, DAY AND FOR N IGHT F i I G H T

AEROBATIC MANOEUVRES - UP TO A L L UP WEIGHT 9 7 5 K g (2150 l b s )

SLOW ROLL STALL TURN ENTRY STALL TURN ROTATE LOOP ROLL OFF THE TOP F L I C K ROLL MAX S P I N

ENTRY SPEEDS K I A S 110 110

5 0 1 2 0 1 4 0 80

SEE F L I G H T MANUAL

ABOVE 9 7 5 K g AEROBATICS PROHIBITED

P.D-2 CAA A p p r o v e d

A u g u s t 1 9 9 9 A9 TP .T67M200/FM


Section 2 Para 2.6.2 Labe'ls

The fo l l ow ing in fo rmat ion i s t o be furn ished on placards we l l w i t h i n s i g h t o f p i l o t .

!=!AX LOACS UP T0 '175 Kg STRUCTURAL TEHPERATURE (FLIGHT PROHIBITED ABOVE 55°C) BELOW 50°C ABOVE 50°C

FLAPS UP +6g -39 +4.4g -2g FLAPS DOWN +2g -1g +2g -1g

MAX LOADS ABOVE 975 Kg (FLIGHT PROHIBITED ABOVE 50°C)

FLAPS UP +3.8g -1.69 FLAPS DOWN +2g -1g

TAL 10/P.2 o f 3 CAA Approved

November 2004 T67M200/FM

-'{SLINGSBY AvlATloN LTo


On Canogy Transparency Mod 734 A i r c ra f t

THIS AIRCRAFl HAS GEOGRAPHICAL RESTRICTIONS. REFER TO FLIGHT WAIlUAL

SUPPLMEWT D

Section 2 Paraaraph 2.7 Operational Limitat ions

Geoaraphi cal Restr ict ion Mod 734 A i r c ra f t

This a i r c r a f t i s res t r i c ted t o operation wi th in these nations:

BELGIUM CZRCH REPUBLIC DENMARK ESTONIA FINLAND GERMANY HUNGARY IRELAND LATVIA LITHUNIA LUXEMBOURG NETHERLANDS NORWAY POLAND S t OVAKIA SLOVENIA SWEDEN SUITZERLAND UNITED KINGDOM

Operation wi th in FRANCE. ITALY and SPAIN i n res t r i c ted to north o f 43"N Latitude.

TAL 101P.3 o f 3 CAA Approved

November 2004 T67M2001FM

AVIATION LTO


Post Mod 734A/C

THIS AIRCRAFT I S RESTRICTED TO

OPERATION I N THE U.K. ONLY

II II

Section 3 P a r a q r a ~ h 3.1.1 I n i t i a l Check

(Structural temperature . . . . . . . Rotary switch i n hot condit ions) Check s t r u c t u r a l temperature Left

and Right - on OAT gauge below 42°C

P. D- 314 CAA Approved



SECTION 9 SUPPLEMENTS

CONTENTS

n ... !ding T i p F la res Mad ?3?B A i r c r a f t

B. Large Ex terna l L e t t e r s Mod 374 A i r c r a f t

C. Gel-Type Ba t te ry RG4-11M - Mod 416A and 4168 A i r c r a f t

> D. Black and Yellow Colour Scheme (Mod 7'34A/C)


Documents

t67manual.pdf