WARNING - For use with flight simulation only:
This Manual is based on the actual, real-world Aeropro EuroFOX POH. However, it is presented here as the instruction manual of the VSKYLABS Aeropro EuroFOX virtual simulation model and should NEVER be used as a reference for real flight operations.
VSKYLABS Aeropro EuroFOX
MANUAL / POH
For use with X-Plane 12 flight simulator
INTRODUCTION
The project introduces 3 variants of the EuroFOX aircraft (A240,A220,A220 STOL).
SECTION 1. GENERAL
The Aeropro EuroFOX is an S-LSA aircraft designed as a high-wing monoplane. A two-spar wing is equipped with external airfoil flaperons. Fuselage is an open truss structure welded of chromoly steel tubes. Tail unit is formed of a lattice-work tube frame. The EuroFOX A240 is equipped with tricycle-gear with a steerable nosewheel, while the A220 is equipped with taildragger landing gear and incorporates a steerable tail wheel.
General specs:
Wing area including flaperons.........................122.53 sq. ft
Chord length (including flaperon).....................4.265 ft Wing loading............................................ 10.1 lbs/sq. ft
Power loading......................................... 12.35 lbs/HP
Aspect-ratio................................................ 6.74:1
Propeller clearance.................................... 11.5 inches
Engine:
The A240 is powered by the Rotax 912ULS 100-hp engine. It is a four-cylinder, four-stroke, horizontallyopposed, center-camshaft engine with overhead valves. Engine cooling is of a combined type; cylinder heads are water-cooled while cylinders are air-cooled. The engine has dry-sump lubrication. The ignition system is a dual, electronic and capacitor flywheel magneto type. The engine is equipped with an electric starter, AC generator and a mechanical fuel delivery pump. The propeller is driven by an integrated reduction gearbox with mechanical damping.
Engine manufacturer................................ Rotax GmbH., Austria Engine model............................................................. Rotax 912ULS
Max. power - take-off..... 100 hp - continuous.................... .......94 hp
Max. rpm (MSL) - take-off................................ 5800 RPM (max. 5 min)
continuous....................... 5500 RPM
Max. coolant temperature.......................... 248 F (EIS warning at 228 F)
Min. oil temperature.........122 F for full-throttle operation Normal operating temperature.........................................................190 – 230 F
Max. oil temperature..................................................... 266 F
Minimum oil pressure.................................12 psi min below 3,500 rpm
Maximum oil pressure (cold start only)..................................102 psi
Normal oil pressure range...................................... 29 – 73 psi Oil consumption................................................max 0.06 quarts/hour
Fuel pressure min....18 bar (2.2 psi) - max.....................4 bar (5.8 psi)
Propeller gearbox reduction ratio..................................... 2.43 : 1
Propeller:
The propeller is a 3-blade, ground adjustable prop. Propeller is 68" diameter.
Fuel and fuel capacity:
wing tanks (two)........................................ 10.6 U.S. gallons each
Central connecting tank (header tank)............... 1.3 U.S. gallons Max. fuel
quantity..................................................... 22.5 U.S. gallons
Usable fuel quantity......................................... 22.0 U.S. gallons
Unusable fuel quantity........................................ 0.5 U.S. gallons
Fuel specifications........................premium unleaded auto fuel (Standard
Spec. or AVGAS 100 LL
Fuel system:
The fuel system consists of two 10.6 U.S. gallons wing tanks, a 1.1 U.S. gallons central header tank behind the left seat, a fuel drain valve positioned below the header tank, three fuel valves, one fuel filter, an engine driven fuel pump, a backup electric fuel pump (not shown in the diagram below), and the connecting fuel lines.
The fuel is gravity-fed from the RH and/or LH wing tank, through the wing tank fuel values, into the central header tank. The fuel is then further directed from the central tank through the fuel filter and the electric fuel boost pump through the main fuel valve and to the mechanical fuel pump on the engine which then delivers the fuel to the carburetors.
Fuel quantity in each tank is indicated by a visual sight tube which is a part of each tank. Minimum fuel quantity in the central tank is indicated by a red warning light on the instrument panel. The remaining fuel (0.9 U.S. gallon), is enough for approximately 10 minutes of flight. The low fuel warning light can be tested at any time by pushing the control button next to the light on the instrument panel.
Although it is normal to leave both wing tank fuel values open, occasionally, one tank will drain faster than the other. Should this situation occur, manipulate the fuel tank valves to ensure continuous flow of fuel to the engine is maintained.
Operating weights and loading
(occupants,baggage,fuel, ballast):
Empty weight (with typical options)............................. 655 lbs
Max. take-off weight........................................... 1235 lbs
Max. landing weight.................................. 1235 lbs Max. fuel weight...........................................................135 lbs
Max. baggage weight in baggage compartment........................50 lbs
Maximum number of persons on board.....................................2
Minimum crew weight..............................................121 lbs
Cockpit overview - Switches, Gauges and Warnings:
VSKYLABS EuroFOX Joystick/Key assignments:
The VSKYLABS EuroFOX Project is designed to utilize X-Plane 12 default assignments map, alongside customized VSKYLABS commands system for easy and direct switch/knobs assignments via the default Joystick assignments screen.
The VSKYLABS assignments system simplifies the Joystick/keys assignment process and improves the usability of some of the systems. We call it the VSKYLABS 'Cockpit-Builders-Heaven' assignments layer, as it allows us to assign each and every function of the aircraft, intuitively and directly using the X-Plane 12 assignments system.
Some of the commands work with a Toggle mechanism, while others work with separate 'up' and 'down' functionality, to allow a streamlined operation of 3-state switches, knobs and so forth.
Below is a sample showing how it looks like, in X-Plane 12. Simply type 'VSL' or 'eurofox' in the assignment screen and select your command.
AviTab - Built-In Integration:
The VSKYLABS Aeropro EuroFOX is "AviTab ready". AviTab is a freeware plugin which allows a tablet for cockpit usage with full support for X-Plane's native VR and normal 2D modes. In general it is a moving map and PDF viewer. It includes a virtual keyboard and lots of useful stuff! It is a great map and information resource in the cockpit (including checklists etc...).
This "AviTab ready" title means that the 3D integration with the plugin is possible on the fly, as an option. The AviTab plugin is a freeware plugin which can be used for 3D and as a pop-up window as well (one can simply install the plugin into X-Plane and use it as a pop-up window with any aircraft flown).
IMPORTANT: The AviTab plugin itself IS NOT a part and not included in any of the VSKYLABS projects. This plugin and its developers ARE NOT related or connected with VSKYLABS whatsoever, and VSKYLABS is not responsible for any damage or any other issues that were as a result of using the AviTab plugin. The VSKYLABS Aeropro EuroFOX operation and function ARE NOT dependent on any plugin or other 3rd party software/coding. If one wants to use the aircraft without the plugin, it will have no effect on the project usability and function.
Here is a link to AviTab at the www.X-Plane.org portal (there is a whole support forum section at the .org dedicated to AviTab as well):https://forums.x-plane.org/index.php?/files/file/44825-avitab-vr-compatible-tablet-with-pdf-viewer-moving-maps-and-more/
Angle of attack indicator:
The VSKYLABS Aeropro EuroFOX includes an additional virtual AOA (Angle of Attack) avionics upgrade, based on the 'Alpha Systems AOA' Eagle AOA kit.
Development notice:
Development of the VSKYLABS replica-virtual AOA indicators following the 'Alpha Systems AOA' design was approved by 'Alpha Systems AOA', however it is an independent development effort, which is not affiliated with 'Alpha Systems AOA'.
For thorough information you are welcome to visit their website at: https://www.alphasystemsaoa.com/
AOA indicator features:
The Eagle AOA kit is a highly visible, full color chevron style display. When you come in for a landing you want to fly to the blue donut (on speed for landing). Should you come in with too low of an angle of attack, the yellow chevron will light up and tell you to put your nose up. Should you come in with too high of an angle of attack, the red chevron will light up and tell you nose down.
Real-world Eagle vs VSKYLABS Eagle indicator:
The VSKYLABS implementation of the Alpha Systems AOA 'Eagle' replica is focused at this stage in AOA indication. It does NOT include the peripheral/complementary systems and options such as calibration, diagnostics, optional aural alerts and other components. The included AOA indicator was calibrated 'in-house' at VSKYLABS, as part of the overall tuneups of the flight dynamics model.
The following brief instructions of the VSKYLABS 'Eagle' replica is brought here for use with the virtual VSKYLABS aircraft, in X-Plane. Although the indication methodology, color and shape replicates the real-world device, it is not meant to be used as a tutorial that replaces the actual Alpha Systems AOA 'Eagle' operations manual. For real-world instructions please visit Alpha Systems AOA website: https://www.alphasystemsaoa.com/
The Indicator:
Note: Display shown with all segments illuminated for illustration.
Green Bar: It is indicating high amounts of lift, lower angle of attack. The angle of attack is relatively low with lots of surplus lift.
Green Bar + Yellow Triangle: Va (MAA), operations allowing full deflection of flight controls.
Yellow Colored Segments: It is indicating caution; the angle of attack is relatively high. If not intentional, take action to reduce the angle of attack.
Complete Blue Doughnut: It is defining the segment that identifies Optimum Alpha Angle (OAA) or 1.3Vs, 30% margin away from stall (see definition). The system can illuminate both, just the top or just the bottom arcs to give a display just above or just below the set point.
Red Colored Segments means the angle of attack is too high. Take immediate action to reduce the angle of attack such as performing a stall recovery procedure. You are in dire straits.
VSKYLABS EXPERIMENTAL-LSA AUTOPILOT
Some of the VSKYLABS aircraft are equipped with a custom experimental/LSA autopilot system.
The autopilot can maintain flying altitude, flight attitude (roll and pitch) and it is also features a turn/bank and slip indicators.
Aircraft lighting equipment:
The EuroFOX features the Whelen Microburst-III LED wingtip lights. This system consists of a white rearward-facing LED lights and a flashing LED strobe light on the side of both wingtips, a green forward facing LED light on the right wingtip and a red forward-facing light on the left wingtip. There is also a landing light fitted to the lower nose cowling which also acts as a taxi light. Power for the light system is taken from the aircraft's main power supply. NOTE: The A240 is NOT approved for night flight, and the exterior aircraft lighting does not comply with all the FAR requirements for night flight.
Electric fuel pump:
The EuroFOX is equipped with an electric fuel pump with an on/off switch and "on" indicator light on the instrument panel. The electric fuel pump serves as a booster or backup to the engine-driven mechanical fuel pump. The electric fuel pump should be used at any time when the sudden failure of the engine-driven mechanical fuel pump and a loss of fuel pressure could cause a loss of engine power and compromise safety. Normally this will mean utilizing the electric fuel pump during takeoff, during climb-out to a safe minimum altitude, during any low-altitude operations, and during landing.
SECTION 2. OPERATING LIMITATIONS
Stall speed (IAS) at maximum take-off weight with wings level:
Flaps down: 41 mph / 36 knots.
Flaps up: 49 mph / 43 knots.
WARNING:
The stall speed mentioned above are with wings level. Once any angle of bank (e.g. turn) is encountered the stall speed is significantly increasing.
Example: angle of bank 60°.....VS = 73 mph/63 knots
Flaps extended speed range (IAS):
Lower limit: 41 mph / 36 knots.
Upper limit: 93 mph / 81 knots.
Maximum maneuvering speed (IAS):
Max. maneuvering speed: 109 mph / 95 knots.
Never exceed speed: 143 mph / 124 knots.
Crosswind and wind limitations for takeoff and landing:
Max headwind: 28 mph / 25 knots.
Crosswind: 17 mph / 15 knots.
Tail wind: 7 mph / 6 knots.
Crosswind take-offs and landings require training and experience, the higher crosswind component, the better your skill must be. Do not fly without proper experience when the wind speed is approaching the limit. Avoid take-offs with a tail wind when possible – the total take-off distance is significantly longer and longer ground distance is required to gain altitude. When landing with a tail wind the aircraft ground speed is higher resulting in longer landing distance.
Service ceiling:
14,760 ft (standard atmosphere).
Load factors:
Max positive FLAPS UP: +4Gs / FLAPS DOWN +2 Gs
Max negative FLAPS UP: -2Gs / FLAPS DOWN 0 Gs
Prohibited maneuvers:
Aerobatics and intentional spins are prohibited.
Maximum angle of bank: 60°
Other limitations:
IFR / flying in clouds is prohibited. Night Flights are prohibited. Flight into know icing conditions is prohibited.
Flights at ambient temperature between 14 F and 32 F are permitted only under no icing conditions and when the carburetor heating is activated.
SECTION 3. PERFORMANCE
The data is based on particular flight measurements undertaken with the aircraft of this type in good service conditions and with application of average piloting technique. The performances stated below are calculated at sea level at the international standard atmosphere (ISA). Variations in pilot technique can cause significant differences as well as the other conditions such as runway slope, runway surface condition, humidity, etc.
Use the following data for guidance but do not plan a take-off or landing when only 50 ft excess runway is available or do not plan a cross country with only 2 gallons fuel planned when arriving at your destination. Always be conservative when planning a flight and be ready for the unexpected – not forecasted winds, atmospheric turbulence or sudden weather change at your destination, forcing you to divert to an airfield 60 NM away. Always plan a reasonable fuel reserve – 30 to 60 minutes seems to be sufficient time for most flights, but this time should be increased even more when complicated weather conditions (strong headwind or rain showers) are expected en route.
Take-off distances (ft):
Ground run: 392 ft (grass)/ 359 ft(concrete).
Take-off distance to 50 ft: 849 ft(grass) / 817 ft(concrete)
Landing distances (ft):
Landing distance from 50 ft: 1148 ft(grass)/ 558 ft(concrete).
Ground run: 1082 ft (grass) / 492 ft(concrete)
Both take-off and landing distances are significantly increased by the following factors:
- Tailwind.
- High airport elevation.
- High air temperature and or humidity.
- Uphill runway slope.
- Runway wet or covered with snow, dust or water.
Rate of climb (MTOW 1235 lbs): 1000 fpm
Cruise speeds (IAS):
Cruising speed at 75%......................120 mph / 104 knots
Cruising speed at 60%.......................110 mph / 95 knots
RPM:
Max. take-off power...................................5800 rpm
Max. continuous power.................................5500 rpm
Cruise flight....................................4200-5200 rpm
Idle speed.......................................1450-1800 rpm
Fuel consumption:
Take-off power performance..........................7.1 US GPH
Cruise performance............................3.2 – 5.0 US GPH
Fuel consumption during cruise flight is dependent on various factors. The most important one is the engine power setting. The higher the engine RPM is set during cruise, the higher the fuel consumption. When planning a flight, always consider these and other factors such as wind direction and speed or expected weather en route. Always plan for sufficient fuel reserve when arriving at the destination. Always carefully evaluate fuel consumption during the flight.
Other performance data:
Max. endurance (at most economical cruise speed).......6 hours
Max. range (at most efficient cruise speed).............534 NM
SECTION 4. NORMAL PROCEDURES
Engine starting:
preflight inspection.................................COMPLETED
safety belts.................................ADJUST AND SECURE
brakes..........................................CHECK FUNCTION
control stick..............................FREEDOM OF MOVEMENT
trim.......................................FREEDOM OF MOVEMENT
wing flaps......................FREEDOM OF MOVEMENT, RETRACTED
engine controls............................FREEDOM OF MOVEMENT
instruments......................CHECK THE VALUES AND SETTINGS
doors...........................................CLOSED, LOCKED
master switch........................................SWITCH ON
main fuel valve...........................................OPEN
wing tank fuel values................................BOTH OPEN
choke.............................SWITCH ON (COLD ENGINE ONLY)
throttle............HALF A TURN OPEN (idle when choke is used)
control stick....................PULLED (clamped between legs)
brakes......................................................ON
propeller area.........................................“CLEAR”
ignition (mag) switches................................BOTH ON
master switch..........................................STARTER
after starting the engine avoid exceeding 3000 RPM until
90 F oil temp achieved.
instruments.....................................CHECK READINGS
choke......................................................OFF
avionics and other switches..........SWITCH ON (GPS,radios...)
Taxiing (A240 - nose wheel variant):
- Taxiing speed is 9 mph (8 mph) maximum.
- Steering is performed by the rudder pedals controlling the nose wheel.
- Avoid excessive speed and use proper braking techniques to avoid brake overheating.
- In crosswind hold ailerons ‘upwind’, using the control stick.
- In strong crosswind perform the taxiing with an assisting person holding the wing by its windward side.
- When taxing on gravel surfaces use as low engine power as possible to help prevent damage to the propeller leading edges.
- When taxing on paved surfaces, avoid power settings that would result in prolonged braking.
- When taxing downhill, or with a tail wind, use periodic braking bringing the aircraft to a complete stop before beginning to taxi again.
- Short harder braking is preferable to long, weaker braking, as the brake system will heat up during prolonged use and can cause brake fade and even unexpected failure.
Taxiing (A220 - tail wheel variant):
- taxiing speed is 9 mph (8 knots) maximum. Steering is performed by the rudder pedals controlling the tailwheel. Avoid excessive speed and use proper braking technique to avoid brake overheating.
- in crosswind hold ailerons ‘upwind’, using the control stick.
- in strong crosswind perform the taxiing with an assisting person holding the wing by its windward side.
- when taxing on gravel surfaces use as low engine power as possible to help prevent damage to the propeller leading edges.
- When taxing on paved surfaces, avoid power settings that would result in prolonged braking. When taxing downhill, or with a tail wind, use periodic braking bringing the aircraft to a complete stop before beginning to taxi again. Short harder braking is preferable to long, weaker braking, as the brake system will heat up during prolonged use and can cause brake fade and even unexpected failure.
Engine warm-up, power check:
brakes......................................................ON
start the engine.......(see 'Engine starting' procedure above)
warming-up:
- first at 2500 RPM for 2 minutes, then at 3000 RPM to reach oil temperature of 122 degrees F.
- ensure temperature and pressure values - within operating limits.
- ignition check (magnetos) – set 4000 RPM, RPM drop should not exceed 300 RPM on either magneto nor 115 RPM differential between magnetos.
idle speed.......................................1450-1800 RPM
all engine instrument readings must not exceed operating limits under any power setting.
CAUTION: Perform the engine check heading upwind. Do not carry it out on loose terrain. Nobody is allowed to stand within dangerous proximity of the propeller. Also, select proper aircraft orientation – propeller blast can be surprisingly powerful and hazardous.
CAUTION: The engine cowling is designed for optimum cooling during flight. Use high power settings for limited time only during ground operation to avoid engine overheating.
CAUTION: After checking the ignition system, run the engine at a low power setting to cool-down the engine for a short time to avoid overheating of the coolant in cylinder heads.
Prior to takeoff:
brakes...............................................BRAKES ON
magnetos..............................CHECK (R, BOTH, L, BOTH)
carburetor heating.....................ACTIVATE WHEN NECESSARY
choke.................................ENSURE IS COMPLETELY OFF
trim...................................................NEUTRAL
flaperons..............TAKE-OFF POSITION (typically half flap)
master switch...............................................ON
ignitions..............................................BOTH ON
main fuel valve...........................................OPEN
tank fuel valves.....FUEL QUANTITY CHECK, ENSURE BOTH ARE OPEN
instruments..................CHECK (and strobes on if desired)
door............................................CLOSED, LOCKED
safety belts...............................FASTENED, TIGHTENED
controls...................................FREEDOM OF MOVEMENT
BRS safety pin..........................BRS SAFETY PIN REMOVED
(if optional BRS is installed)
electric fuel pump........................ON (see section 1.8)
runway...............not occupied by another aircraft or by an
aircraft on short final
Take-off:
(A240 - nose wheel variant):
Continuously increasing engine power to maximum, bring the aircraft into motion. Slightly pulling the control stick rearward, raise the nose wheel off the runway. At a speed of approximately 43 mph (34 knots), slightly pull the control stick back, bringing the main landing gear off the runway. Continue acceleration after liftoff until airspeed increases to 56-62 mph (49-54 knots) and then slowly pull the control stick back to get the aircraft climbing at a speed of 62 - 73 mph (54-64 knots).
(A220 - tail wheel variant):
Continuously increasing engine power to maximum , bring the aircraft into motion. Slightly pushing the control stick forward, raise the tail wheel off ground. At a speed of 43 mph (34 knots), slightly pulling the control stick back, bring the main landing gear off the runway. Hold acceleration after unsticking until speed increases to 56-62 mph (49-54 knots). Slowly pulling the control stick back, get the aircraft to climbing at a speed of 62 - 73 mph (54-64 knots)..
Take-off (CONT.):
throttle..................................................FULL
engine instruments.......................................CHECK
elevator control...................ROTATE at 46 MPH (40 KNOTS)
initial climb speed..........................70 MPH (61 KNOTS)
engine instruments.......................................CHECK
wing flaps..................slowly FLAPS UP ABOVE 150 FT (min)
trimming..................................................TRIM
Perform a brief magneto check before the take-off after positioning the aircraft clear of other aircraft. When a magneto problem is present, do not take-off. Monitor power and engine RPM carefully as full throttle is applied during the initial stages of the take-off run – if the engine RPM is lower than expected or if the engine is not running smoothly abort the take-off immediately.
If the take-off is to be from a gravel surface apply the power slowly to prevent damage to the propeller leading edges.
Always retract wing flaps slowly – sudden retracting of wing flaps might cause a loss of attitude.
Always judge, based on your experience, whether the available runway is sufficient for normal take-off. Always make a realistic estimation and be ready to abort the take-off before critical speed is reached or before insufficient remaining runway distance available to brake.
Best angle of climb speed (VX):
throttle...............................................MAX RPM
airspeed.....................................69 MPH (60 KNOTS)
engine instruments.......................................CHECK
Best rate of climb speed (Vy):
speed..................................................MAX RPM
airspeed.....................................75 MPH (65 KNOTS)
engine instruments.......................................CHECK
Cruise flight:
put the aircraft into level flight
engine speed.......................4000 – 5500 RPM as required
airspeed.........................69 – 120 MPH (60 - 104 KNOTS)
engine instruments.......................................CHECK
fuel tank levels.........................................CHECK
During cruise flight an RPM up to 5500 can be used. Always monitor all engine parameters during cruise flight, especially when high engine power settings are used. Higher RPM means higher speed, but fuel consumption is increased at the same time. An RPM setting around 4500 is usually the best compromise between speed and fuel consumption. Check the operation of the minimum fuel indicator bulb by pushing the control button when the fuel level is approaching the minimum fuel quantity (1.1 U.S. gallons).
Monitor the atmospheric conditions as well – do not enter areas of turbulence at speeds above 110 mph. Be ready for sudden weather changes during your flight – stronger headwinds can limit your ability to safely reach your planned destination.
When carburetor icing is possible, activate carburetor heating. The fuel consumption and remaining fuel on board should be monitored. Always make a comparison between estimated and actual time above any waypoint.
Take care when selecting the flight path – avoid flying over large urban areas, large forests or large water areas as well as over mountains. Landing possibilities are very limited in case of engine failure or other emergency over those areas. Always have some suitable landing area within a gliding range. When it is necessary to cross a large area not suitable for emergency landing, always climb to an appropriate altitude to reach a suitable landing site should an emergency occur.
Always monitor the airspace around you to prevent a mid-air collision.
Approach - Descent:
throttle........................JUST ABOVE IDLE OR AS REQUIRED
engine instruments.......................................CHECK
carburetor heating.....................ACTIVATE WHEN NECESSARY
WARNING: During long approaches and when descending from a considerable height, it is not advisable to reduce the engine throttle control to idle. In such cases the engine becomes over-cooled and a loss of power might occur. When descending, set the power to just above the idle so that engine instrument readings range within the limits for normal use.
Downwind:
power..........................................4000 – 5000 RPM
airspeed...........................75 – 90 MPH (60 - 78 KNOTS)
engine instruments.......................................CHECK
fuel.......................................FUEL QUANTITY CHECK
brakes.........................CHECK FUNCTION BY SHORT BRAKING
(check proper system resistance)
safety belts...........................................TIGHTEN
base leg and final leg airspace........CHECK FOR OTHER TRAFFIC|
landing site.........................................SITUATION
base leg:
power.................................................3000 RPM
airspeed...........................65 - 70 MPH (56 - 61 KNOTS)
engine instruments.......................................CHECK
wing flaps.....................................TAKE-OFF (HALF)
trimming..................................................TRIM
final leg..............................CHECK FOR OTHER TRAFFIC
On final:
airspeed...........................65 - 70 MPH (56 - 61 KNOTS)
power.........................................ADJUST AS NEEDED
carburetor heating.....................ACTIVATE WHEN NECESSARY
electric fuel pump..........................................ON
engine instruments.......................................CHECK
wing flaps......................................LANDING (FULL)
trimming..................................................TRIM
engine instruments...............................WITHIN LIMITS
check for clear landing site (people, obstacles)
Landing:
Always judge, based on your experience, whether the available runway is of sufficient length for a normal landing. Always make a realistic estimation and be ready to abort any landing.
At a height of about 50 feet, reduce the engine speed to idle. Maintain speed of 65-70 MPH (56 - 61 KNOTS) until the flare. When flaring at a height of 1.5 to 3 feet above the runway, allow the airspeed to decrease by gradually pulling the control stick rearward. Ideally, the aircraft should touch down at a speed of about 40 – 45 MPH (35 - 39 KNOTS).
When landing with a significant crosswind component, do not set the flap to the landing position (FULL) – instead, use take-off setting to touch down at higher speed to ensure proper control over the aircraft during the latter stages of the landing.
Entry speed for a side slip................. 70 MPH (61 KNOTS)
After landing:
brakes....................................APPLY WHEN NECESSARY
wing flaps.............................................RETRACT
electric fuel pump.........................................OFF
Engine shut-down:
power............cool down the engine at 2000 RPM as necessary
engine instruments.......................................CHECK
avionics and other switches................................OFF
ignition (mag) switches....................................OFF
master switch..............................................OFF
main fuel valve.........................................CLOSED
secure the aircraft chocks and tie-down ropes or other ways to prevent the aircraft from unintended movement, lock the controls (using seat belts)
During normal operation, the engine is usually sufficiently cooled during the approach and landing. Make sure that all avionics and other instruments are switched off before the engine is shut down. Do not rely on only parking brake to hold unattended aircraft.
SECTION 5. EMERGENCY PROCEDURES
Engine failure and emergency landings:
Engine failure during take-off run:
throttle........................................REDUCE TO IDLE
ignition (mag) switches....................................OFF
master switch..............................................OFF
brakes.............................................AS REQUIRED
Engine failure after take-off:
airspeed.....................................75 MPH (65 KNOTS)
choice of landing site:
after take-off and up to 150 ft - land in straight direction ahead, if possible - over 150 ft choose suitable landing site The landing site is to be preferably chosen in the runway direction or the nearest suitable site clear of obstacles.
master switch..............................................OFF
ignition...................................................OFF
main fuel valve.........................................CLOSED
tank fuel valves........................................CLOSED
flaps.........................................EXTEND AS NEEDED
safety belts...........................................TIGHTEN
after touchdown:
brakes.............................................AS REQUIRED
In-flight engine failure:
airspeed.....................................75 MPH (65 KNOTS)
landing site selection..................................SELECT
transmit MAYDAY on 121.50, ELT ON, transponder set to 7700 (if time permits)
master switch.........................................CHECK ON
ignition..............................................CHECK ON
main fuel valve.....................................CHECK OPEN
wing tank fuel valves..............OPEN to tank with more fuel
throttle..................................SET TO 1/3 OF TRAVEL
starter.......................................START THE ENGINE
If the engine cannot be restarted, proceed in accordance with the 'Engine failure after take-off' procedures.
Additional information to engine failure and emergency landing procedures:
If the engine failure occurs during the take-off run, the pilot’s main concern should be to stop the aircraft on the remaining runway. Those extra items in the checklist are to add protection should the runway be too short to stop.
In-flight, prompt reduction of pitch attitude to obtain and maintain a proper glide speed upon experiencing an engine failure is the first priority. If the failure has occurred shortly after take-off, a landing should be planned straight ahead with only small changes in the flight direction to avoid obstacles. The best gliding ratio can be achieved with flaps up – flaps down will decrease the stall speed but at the same time reduce gliding performance. Try to stop rotation of propeller if restarting efforts are not successful – a windmilling propeller has higher drag than a stopped propeller.
While gliding towards a selected forced landing site, an effort should be made to determine and correct the cause of engine failure – time and altitude permitting. Do not concentrate on the cause of the engine failure or attempt an engine restart unless you have selected a suitable landing site and have sufficient altitude and time. Flying the aircraft (especially maintaining the proper gliding speed) is always the first priority. If the cause cannot be determined and corrected the emergency landing must be accomplished.
Always announce your intentions and position after engine failure using radio and other equipment when time permits. Turn radio to international emergency frequency – 121.5 and transmit MAYDAY message. Activate Emergency Locator Transmitter (ELT) – set the switch to ON position. Set transponder (XPDR) to emergency code 7700. When the above mentioned procedure cannot be performed due to time constrains, try to complete as many steps as possible. Transmitting MAYDAY message on the frequency already tuned on your radio should be the minimum procedure.
WARNING: During a landing it is vital for the pilot to continue to fly the aircraft. Damage and/or injuries can be minimized if the pilot is fully concentrating on controlling the aircraft until it comes to complete stop
Carburetor icing:
Carburetor icing mostly occurs when getting into an area of ice formation. The carburetor icing shows itself through a decrease in engine power. To recover the engine power, the following procedure is recommended:
carburetor heating....................................ACTIVATE
airspeed.....................................75 MPH (65 KNOTS)
throttle.............................1/3 of power ~ (3500 RPM)
- if possible, leave the icing area.
- increase gradually the engine power to cruise power after 1 - 2 minutes.
- if you fail to recover the engine power, land on the nearest airfield (if feasible), or, depending on circumstance, off-airfield, following the 'Engine failure after take-off' procedure.
In-flight engine starting:
airspeed.....................................75 MPH (65 KNOTS)
landing site selection..................................SELECT
master switch...............................................ON
main fuel valve...........................................OPEN
wing tank fuel valves..............OPEN to tank with most fuel
choke.............................SWITCH ON (cold engine only)
throttle...............................ADJUST to 1/3 of travel
IDLE (when choke is activated)
ignition....................................................ON
starter...............................................ACTIVATE
if the engine cannot be restarted, increase the airspeed to 85 – 100 MPH (70 - 87 KNOTS) so that air flow can rotate the propeller, thus enabling engine starting.
WARNING: For in-flight engine restart, the altitude loss will be about 500 - 650 feet at a minimum.
Gliding:
gliding ratio.............................................10:1
optimum gliding speed........................70 mph (61 KNOTS)
rate of descent............................550 feet per minute
Always consider that you might fly though areas of descending air when calculating gliding range. Do not forget to have sufficient altitude to perform a landing procedure once a suitable landing site has been reached.
Precautionary Landing:
- choose suitable landing site, evaluate wind direction and speed, surface, surrounding obstacles and total safety of the maneuver under consideration.
- perform approach and fly-over at a speed of 75 MPH along the selected landing site at a height of 150 ft to estimate the area condition, obstacles and to determine exact landing direction.
- follow normal landing checklist and land.
- after touchdown:
- ignition - OFF
- master switch - OFF
- fuel valves - CLOSED
- brakes - AS REQUIRED
Precautionary landing should be preferred instead of emergency landing. When engine vibration or engine roughness is presented, do not wait until the engine stops and instead perform a precautionary landing.
Precautionary landing is also used when a fuel exhaustion is imminent. This should not happen when proper flight preparation is performed. Always perform a precautionary landing before all fuel is consumed, emergency landing following the loss of power is more complicated and more risky.
A precautionary landing should be considered when the engine instruments are indicating a serious problem that could soon result in an engine failure. This could include loss of oil pressure, excessive oil or coolant temperatures. The pilot must use considerable discretion to distinguish an actual engine problem versus what could be an instrumentation error before choosing to make a precautionary landing.
Also, consider a precautionary landing when bad weather is encountered. Again, it should not happen when proper flight planning is done. When the cloud base is forcing you to fly in low altitude and/or visibility is limited, try to reverse course to avoid bad weather area. If the conditions are not getting better or even are deteriorating, perform a precautionary landing before the conditions get even worse.
Under no circumstances depart VFR and fly into IFR conditions - it would be illegal and highly dangerous.
Inadvertent icing encounter:
carburetor heating....................................ACTIVATE
throttle.................INCREASE above normal cruise settings
course.............REVERSE or ALTER as required to avoid icing
WARNING: EVASIVE ACTION SHOULD BE INITIATED IMMEDIATELY WHEN ICING CONDITIONS ARE ENCOUNTERED.
A prompt action must be taken immediately once icing conditions are encountered. A 180° turn and a climb is usually appropriate. If the airframe ice builds extremely rapidly, consider off-airport forced landing. Approach speed should be increased depending upon icing severity.
Extreme turbulence encounter:
airspeed...........................REDUCE to 85 MPH (74 KNOTS)
safety belts...........................................SECURED
loose objects..........................................SECURED
When an area of extreme turbulence is entered, reduce airspeed to approximately 85 MPH (74 KNOTS). Do not reduce the airspeed to lower values to prevent the aircraft stalling due to turbulence.
Inadvertent stall recovery:
Stall or spin should not occur during normal aircraft operation and spins are prohibited.
- lower the nose by pushing the control stick forward.
- gradually increase power.
Inadvertent spin recovery:
throttle..................................................IDLE
ailerons...............................................neutral
rudder....................................opposite to rotation
Once the rotation is stopped, push stick forward enough to break the stall and then establish level flight.
