This aircraft is intended to be flown by competent experienced pilots after familiarization with the contents of these instructions. The pilot of this aircraft should be thoroughly familiar with the operating limitations, normal and emergency procedures from this manual.

For maintenance instructions see the Maintenance Manual.

For operating or service updates see the Zenith website at: http://www.zenithair.com/zodiac/xl/index.html

WARNING: Operating this aircraft outside of its operational limitations can lead to death of the pilot, passengers and those on the ground. So DON”T DO IT.

Background Information

Airframe

The airplane is a Zenith Zodiac CH601XLB designed by Chris Heinz and built from plans. The Zodiac is a two place low wing all metal aircraft. The CH601XL has a few unusual design features, such as the all-flying rudder and the flexible aileron hinges, but is otherwise a very conventional light aircraft. I built the aircraft in our family living room while living in Nelson County Virginia. The plans were purchased in 2004 and construction was begun in 2005. Construction was completed in the Fall of 2013. The aircraft has the structural upgrade kit applied that came out in December of 2009. I made all the fiberglass parts other than the spinner. The nose bowl and cowling are of my own design. The aircraft is equipped with the long range fuel capacity option.

Engine

The airplane is powered by a Corvair auto conversion that was also built by me. The engine core was from a 1967 Chevrolet Corvair automobile. This car sported a 6 cylinder air cooled boxer that put out 110 horse power. The Corvair auto conversion was done using a conversion manual authored by William Wynne. The conversion provides 100 HP using a direct drive (no reduction gear) to the propeller. I made the parts to do the conversion in my father’s machine shop in Rustburg Virginia. The engine uses a fifth bearing upgrade to the engine purchased from Dan Wessman. I replaced his adjustable centering crankshaft extension with a single piece extension of my own design. I made the engine mount by making slight modifications to the mounts shown for other engines in the Zenith plans. The carburetor is from a 1957 MGA automobile.

Propeller

I also made the propeller for this airplane. The propeller is 58” in diameter and has a 56” pitch at the tips. The pitch is reduced as it gets close to the spinner. The propeller is carved from birch laid up from (5) ¾” thick planks and glued with resourcenol glue. This gives an overall thickness of 3 and ½ inches. The spinner is a 13” Van’s spinner.

Plans Modifications

A few minor departures were made from the plans.

The skins are dimpled and flat head rivets used on all skins. The plans did not call for this refinement.

I used a landing gear sold by Aircraft Spruce as a CH601XL landing gear, but nothing like the one in the plans. The gear I purchased came from an Eastern European company and I understand these are popular in Zodiacs throughout Europe. It is made of composite (not aluminum as in the plans) and is not a single piece like in the plans but 2 separate legs. I beefed up the main gear tunnel and designed and made a set of inner brackets to adapt this gear.

The plans called for an electrically actuated flap lever. This plane is using a mechanical one of my own design.

The fuel tanks were not welded as called for in the plans but are riveted and sealed with Proseal.

General Information

Drawings

Specifications

ZODIAC CH601 XLB	Corvair (100 hp)
WING SPAN	27 FT.	8.23 m.
WING AREA	132 SQ. FT.	12.3 m.sq.
LENGTH	20 FT.	6.1 m.
HORIZONTAL TAIL SPAN	7 FT. 7 IN.	2.30 m.
RUDDER TIP HEIGHT	6 FT. 6 IN.	1.98 m.
EMPTY WEIGHT	690 LB.	312 kg.
USEFUL LOAD	650 LB.	294 kg.
GROSS WEIGHT	1,320 LB.	595 kg.
WING LOADING	9.85 psf	48 kg/sq.m.
FUEL CAPACITY (wing tanks)	= 48 Gal. (US)	2 x 46 l. = 92 l.
POWER LOADING	13 LB./HP	5.9 kg/HP
CABIN WIDTH	44 INCHES	112 cm.
PROPELLER (fixed pitch, wood)	58 INCHES	285 cm
LOAD FACTOR (G) ultimate *	+ 6 / - 4 g

Performance

PERFORMANCE	Corvair Conversion (100 hp)
ZODIAC CH601 XLB	Gross Weight 1,420 lbs.	Gross Weight 644 kg.
MAX CRUISE (sea level, continuous)	134 mph	216 km/h
75% CRUISE @ 8,000 ft. (TAS*)	155 mph	250 km/h
VNE	160 mph	260 km/h
Vs1 STALL SPEED – no flaps	51 mph	82 km/h
Vso STALL SPEED – flaps down	44 mph	70 km/h
RATE OF CLIMB	900 fpm	4.6 m/s
TAKE-OFF ROLL	550 feet	168 m.
LANDING DISTANCE	500 feet	152 m.
RANGE (std., SM)	1000 miles	1056 km.
ENDURANCE (std.)	8 hours	4.9 hours

Engine

6 Cylinder Horizontally Opposed – Air Cooled

Engine Manufacturer: General Motors

Engine Conversion Daniel Dempsey using William Wynn’s Conversion Guide.

Engine Serial Number: T091RH

Rate Horsepower 100 BHP

RPM Rating 3000 Continuous

Cruise RPM 2700

Compression Ratio 8.0:1

Fuel

Type: 100 LL

Capacity: 50 Gallons, 12.5 Gallons in each of 4 wing tanks

Usable Fuel 48 Gallons

Minimum Fuel Grade 93 Octane (avoid Ethenol)

Oil

Oil sump Capacity: 5 Quarts

Oil Grade- 10W40 Below 32 degrees F.

20W50 Above 32 degrees F.

Castrol Syntec Recommended

Propeller

Type: Fixed Pitch Wood

Manufacturer: Daniel Dempsey

Number of Blades 2

Propeller Diameter 58 inches

Pitch Approximately 56 inches

New Section … Limitations …………………………………………………………….

Operating Weights

Maximum Takeoff Weight 1320 lbs

Maximum Landing Weight 1320 lbs

Maximum Weight in Baggage Area 40 lbs

Limitations

Note: Aerobatic maneuvers are prohibited.

Assumes 1320 Gross Weight, Mid Range CG and Standard Sea Level Conditions

SPEED LIMITATIONS	KCAS (knots)	KCIS (knots)	Comments.
V_SStall Speed at max takeoff weight – Flaps Up	43
V_SO Stall Speed at Max takeoff weight – flaps Down	38
V_FE Max Flap Extended Speed	70		Do not exceed this speed with flaps extended.
V_A Design Maneuvering Speed	82		Do not make full or abrupt control movements above this speed.
VNE Never Exceed Speed	140		Do not exceed this speed in any operation.
VC Design Cruising Speed	108		Do not exceed this speed other than cautiously in smooth air.

Cross Wind Limitation 20 Knots

Service Ceiling 15,000 feet

Load Factor Limits

Flap Up: + 4 g to – 2 G

Flap Extended + 2 G to – 0 g

(Ultimate is 1.5 times the limit)

Prohibited Maneuvers

Intentional spins are prohibited.

Aerobatics are prohibited.

Flight into known forecast icing conditions is prohibited

Types of Operation

This airplane is approved for Day and Night VFR (Visual Flight Rules) when the required equipment is operational. Non-operational equipment must be placarded as such.

This airplane is not approved for operation under Instrument Flight Rules (IFR).

New Section here **************************************************************

Weight And Balance

General

The size of the baggage compartment and cabin should not be used as a indicator of the amount of material that can be carried on the aircraft. These areas are adequate in size to allow the operator to OVERLOAD the aircraft or cause it to be out of safe balance. Always calculate the weight and balance of the aircraft using weights and lever arms of the materials and people being carried to keep the aircraft within safe load and CG limits.

Overloading the aircraft will cause lack of climb rate therefore reduce the aircrafts ability to clear terrain. Overloading the aircraft also causes undo load to the structure, which can lead to failure of the structural components and loss of life in flight.

Loading that causes the aircrafts center of gravity (CG) to become out of the safe zone can cause the loss of control authority of the control surfaces and or loss of stability, which can lead to structural failure and loss of life.

Whenever equipment is added or removed from the aircraft the aircraft should be weighed again and the weights and center of gravity locations in this manual should be modified to reflect the actual values.

Installed Equipment List

If equipment is replaced in the aircraft the difference in weight and the resulting CG must be calculated. Weigh the equipment being removed and the equipment being added. Multiple the weight times the position to compute the moment. The total weight and the CG must stay in the acceptable range.

Description	Pounds	Pos inches	Date	Entered by
Tachometer
Corvair Engine
SU Carburater
Mechanical Fuel Pump
Electric Fuel Pump
Alternator
Odyssey PC625 Battery	13.2
Air filter Heat Box
Dual Mufflers
Volt Meter
Oil Pressure Gauge
EGT + CHT Gauge
Oil Temperature Gauge
Dimmer
Hobbs
Clock
Air Speed Indicator
Vertical Speed Indicator
Altimeter
Magnetic Compass
Differential Pressure Gauge
EFIS
GPS In Docking Station
Communications Radio
Transponder
Encoder
Intercom
Five Way Fuel Selector Valve
Fuel Gauge
Fuel Pressure Gauge
Fuel Air Ratio Gauge
Battery
Engine
Electric Fuel Pump
Propeller	10.5
Spinner
Left Main Fuel Tank
Right Main Fuel Tank
Left Auxiliary Fuel Tank
Right Auxiliary Fuel Tank
Aileron Trim Servo
Elevator Trim Servo
Tail Nav Light
Right Nav Light
Left Nav Light
Landing & Taxi Light
Electro Magnetic Compass
ELT
Nose Wheel Pant
Right Main Wheel Pant
Left Main Wheel Pant
Sound Proofing

ITEM	WEIGHT Pounds	ARM Inches	MOMENT Inch Pounds
Right Main Wheel	300	-16	-4800
Left Main Wheel	300	-16	-4800
Nose Wheel	150	10	1500
Computed CG EMPTY	750	-10.8	-8100
Calculating Weight and Balance Prior to Flight
Pilot	180	-28	-5040
Passenger	170	-28	-4760
Baggage	25	-63	-1575
Fuel In L & R Main Tanks	144	-7	-1008
Fuel in L & R Aux Tanks	144	-7	-1008
Total Carried Load	663
Gross	1413	-15.20948337	-21491
Takeoff			0
LIMITS	1420	-18
		-10.8
	Weight Within Limits	CG Within Limits

The weight and balance table above shows the measured values in blue. Values that are fixed and do not change are in black. The calculated values are in red. The final results are shown with a yellow background. The values shown are for example only.

The values in the top part of the chart are based on measured weights and distances at the wheels. These values do not need to be recalculated unless there is a change in the equipment list above. The values on the bottom half of the chart need to be calculated for EACH FLIGHT.

Note: the weight of fuel can be computed by multiplying 6.07 * Gallons.

(Note: There is a spreadsheet “Weight&Balance.xls” that will calculate the values for you. Use of the spreadsheet is the preferred method as this will eliminate potential human error.)

The lever arm of the item is the distance to the data which is the front leading edge of the wing.

Distances forward toward the propeller are positive. Distances toward the rudder are negative.

To compute the Moments, multiply the weight of the item times the lever arm of the item.

Compute the total moment by summing the moments of the items.

Compute the total weight by summing the weights of the items.

Compute the CG by dividing the total moment by the total weight.

Note: It would be mathematically incorrect to sum the lever arms of the items to compute CG.

TBD THE ABOVE ARE FOR PLANNING ONLY. THE REAL VALUES ARE TBD!

If the gross weight is above 1,180 pounds plot your CG on the CG Limits chart below to determine if you are in danger of overloading the nose wheel.

Airplane weighing procedure

A scale capable of weighing loads of at least 400 pounds is required.

The airplane should be empty of baggage, fuel and other materials.

Flaps should up. Canopy and access panels should be closed.

The airplane should be weighed in doors out of the wind.

The airplane should be level fore and aft, port and starboard. Use blocks the thickness of the scale to keep the plane level while it is being weighed. The longeron rail is level reference.

Record the weight at each of the 3 wheels.

PERFORMANCE

Take Off Distances in Feet

Paved	No Wind
Altitude Feet	29° F	59° F	89° F
0'	450	490	550
3000'	600	660	740
6000'	800	880	970
Grass
0'	540	588	660
3000'	720	792	888
6000'	960	1056	1164

Paved	10 Knot Headwind
Altitude Feet	29° F	59° F	89° F
0'	315	343	385
3000'	420	462	518
6000'	560	616	679
Grass
0'	378	411.6	462
3000'	504	554.4	621.6
6000'	672	739.2	814.8

Paved	20 Knot Headwind
Altitude Feet	29° F	59° F	89° F
0'	247.5	269.5	302.5
3000'	330	363	407
6000'	440	484	533.5
Grass
0'	297	323.4	363
3000'	396	435.6	488.4
6000'	528	580.8	640.2

Above distances decrease by approximately 25% for 10 kts of headwind and 40% for 20 kts of headwind.

Landing Roll

Paved	No Wind
Altitude Feet	29° F	59° F	89° F
0'	450	490	550
3000'	510	560	620
6000'	570	630	700
Grass
0'	360	392	440
3000'	408	448	496
6000'	456	504	560

Rate of Climb (These will be adjusted after flight tests)

Altitude Feet	29° F	59° F	89° F
0'	744	720	656
3000'	592	656	720
6000'	640	720	792

Cruise Speeds and Range

Altitude (Feet)	RPM	CAS - kts	Range miles
S.L. 0	2500	103	820
3000'	2600	108	880
6000'	2700	112	900
9000'	2800	116	980

These speeds and ranges are based on a power setting of approximately 75% power. The endurance is about 10 hours depending on various conditions, such as temperature, altitude and winds aloft and aircraft loading.

Note: reducing the power setting can reduce speed and fuel consumption and slightly increase range.

Best Angle of Climb

TBD

Crosswind

The demonstrated takeoff and landing crosswind component is 20 kts.

Service Ceiling

15,000 feet

Airspeed Calibration Table in Knots (Flaps Up)

KIAS	35	50	70	90	110	120
KCAS

Airspeed Calibration Table in Knots (Flaps Down)

KIAS	30	40	50	60	70	80
KCAS

The above calibration shall be measured during the flight testing phase and recorded.

KCAS is the corrected for instrument error in knots.

KIAS is the indicated airspeed on the airspeed indicator in knots.

Stall Speeds at 1400 pounds (Max take off weight)

Flaps up Vs = _____ KIAS, 46 KCAS.

Flaps Down Vso = _____ KIAS, 40 KCAS.

Emergency Procedures

The following paragraphs provide an abbreviated checklist of what to do in different emergency situations. The next section will go into each of these in more detail and provide answers to why we follow these steps.

Engine Fire During Start

Starter continue cranking

If Engine Starts

Power 1700 momentarily

Engine Shut down and inspect for damage

If Engine Fails to Start

Ignition OFF

Master Switch OFF

Mixture Full Lean

Fuel OFF

Pull Emergency Battery OFF

Engine Failure During Takeoff

Throttle IDLE

Brakes APPLY

Flaps UP

Mixture Full Lean

Ignition OFF

Pull Emergency Battery OFF

Engine Failure After Takeoff

Airspeed 60

Mixture FULL LEAN

Fuel Selector OFF

Ignition OFF

Flaps AS REQUIRED

Pull Emergency Battery OFF

Engine Failure In Flight (Restart Procedure)

Airspeed 60

Fuel Selector MOST FULL

Aux Fuel Pump ON

Mixture RICH

Ignition Select OTHER

Carb Heat ON

Check Gauges for cause of power loss

Power Off Landing (assumes off runway)

Airspeed 45->50

Ignition OFF

Pull Emergency Battery OFF

Fuel Selector OFF

Mixture FULL LEAN

Check Seat Belts are secure

Canopy Opening in Flight

Keep your hands on the controls

Lower airspeed to 60

FLY the aircraft

Land as soon as practical

WARNING: Do not try to close the canopy in flight! Fly the Aircraft.

Precautionary Off Runway Landing

Check that seat belts are secure

Fly as needed to make the field.

Right Before touch down, Emergency Battery OFF

Low Speed, Nose High is best at touch down.

Brakes WITH CAUTION

Fire In Flight

Look for source of the fire

Electrical Fire (Smoke in cabin):

Master Switch ………….OFF

Vents…………………… OPEN

Cabin Heat ……………. OFF

Fire Extinguisher………. AS NEEDED

Land as soon as practical.

Engine Fire:

Cabin Heat……………. OFF

Fuel Selector.…………. OFF

Throttle………………… CLOSED

Mixture………………… FULL LEAN

Aux Fuel Pump………. OFF

Proceed with Power Off Landing

Loss of Oil Pressure

Reduce Power

Prepare for Off Field Landing and land as soon as practical.

Loss of Fuel Pressure

Aux Fuel Pump………………… ON

Fuel Selector…………………… Select Most Full

Land at nearest airport and investigate problem.

High Oil Temperature

Reduce power setting

Land at nearest airport and investigate problem.

Alternator Failure

Reduce Electrical Load as much as possible

Cycle Power on Alternator

Land as soon as possible and investigate

Spin Recovery

Rudder………………………… Full Opposite Direction of Spin

Ailerons……………………….. Full Opposite to Spin Direction

Pitch…………………………… Full Forward

When rotation stops, rudder neutral and ease controls back to recover from dive.

Engine Roughness

Carb Heat……………………. ON

Mixture……………………….. Adjust for max smoothness

Fuel Selector………………… Switch to most full

Engine Gauges……………… Check

Ignition Select……………….. Change to Other

Prepare for power off landing, continue to nearest airport.

ICING

Carb Heat……………… ON (adjust for best power)

Turn Back and or change altitude to obtain outside air less conducive to icing.

Cabin Heat……………. FULL ON

Full Power…………….. Higher Engine speed reduces icing on propeller.

Plan to land at the nearest airport.

Be prepared for significantly higher Stall Speed.

Electrical Power System Malfunctions

Volt Meter shows excessive voltage

Alternator………………………………. OFF

Non Essential Electrical Equipment…. OFF

Land as soon as practical.

Volt Meter shows low voltage

Radios…………………………………… OFF

Alternator Fuse…………………………. CHECK

Non Essential Electrical Equipment…. OFF

Radios…………………………………… ON

Land as soon as practical

Electric Trim Failure

In the case of electric trim failure the pilot may no longer be able to neutralize pitch or roll control forces. These may become very heavy. Adjust speed and power to minimize these forces and be prepared for extremely high forces required on controls especially during landing.

Lightning Strike

Land as soon as practical to check for damage.

Amplified Emergency Procedures

The previous section gave emergency procedures in a simple checklist form. In this section we will look at these emergency situations in more detail..

Engine Fire During Start

Engine Fires during start are often caused by over priming or flooding the carburetor with gas while attempting to start the engine. In this case the first attempt to extinguish the fire is get the engine started. This will consume the excess fuel and help blow the fire out.

If the engine fire doesn’t stop immediately after starting the engine then the engine should be shut down (Mixture Full Lean) and the fire put out with the best means available.

Engine Failure During Takeoff

The proper action in an engine out during takeoff depends largely on the particular circumstances.

If sufficient runway remains to complete a normal landing, land straight ahead.

Any turn at low speed will increase the risk of a stall spin, fatal at low altitude. Maintain a safe airspeed and keep turns at a minimum landing as straight ahead as possible.

If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed, check the fuel selector, turn the aux fuel pump ON, set mixture RICH, and carb heat ON.

If power is not regained proceed with power off landing.

Engine Failure In Flight (Restart Procedure)

First. Fly the airplane. Set 60 knots for best glide. Prepare for an emergency landing.

The most common cause for engine power loss is fuel starvation. In those cases the engine power will return soon after fuel supply is restored. This can take about 10 seconds for the empty fuel lines to be filled once the fuel is flowing.

Turn the auxiliary pump ON, and change the fuel selector valve to a different tank with fuel in it. A different tank because sometimes fuel gauges cannot be trusted.

Check the mixture is RICH. Fuel can be starved by inadvertently leaning the mixture to the fuel starvation point.

Another common cause of power loss is carburetor ice. Turn the carburetor heat ON.

Change the ignition selector from one coil to another in case the problem is an ignition problem.

If power is not restored proceed with an emergency landing.

Power Off Landing

If a loss of power occurs at altitude, trim the airplane for best glide (about 60 knots) and look for a suitable field. If altitude is sufficient check the GPS for the nearest airfield. If altitude is sufficient to land safely at the nearest airport aim for that airfield. Otherwise pick the best alternative landing sight visible.

If possible, notify Air Traffic Control of your situation, your location and intentions.

When committed to a landing use flaps as needed.

If landing off field:

The fuel selector should be OFF and Emergency Battery Cutoff should be pulled to the OFF position. These steps are to reduce the risk of fire in an off field landing.

Seat belts should be tightened.

Land at the lowest possible speed, keeping in mind the stall speed of 45 knots.

Use brakes with caution to avoid flipping the airplane on rough or soft terrain.

When the airplane comes to stop exit the airplane.

Canopy Opening in Flight

The main thing to remember if this happens is to FLY THE AIRPLANE. A canopy can come open during flight if not properly latched. There would be a LOT of wind noise in such an event. Anything lying loose in the cabin will be sucked out.

If the canopy should open in flight, lower the airspeed to 60 KCAS, and land as soon as practical.

If the flaps are down bring them back up and prepare for a flaps up landing.

DO NOT TRY TO CLOSE THE CANOPY. The canopy will be OK if you land the airplane. The force required to close a canopy in flight is beyond the strength of most people and will only take the pilots mind off the most important thing, which is to fly the airplane. Especially do NOT remove your seat belts to reach the canopy. You could be pulled out of the aircraft.

Fire In Flight

Look for source of the fire. If the fire is coming from in the cabin open both fresh air vents to reduce the smoke. Turn the master switch off to remove the probable electrical source of ignition.

Use a fire extinguisher to put out the fire. Land as soon as possible.

If the fire is in the engine compartment, turn the fuel selector to OFF and close the throttle. The mixture should be pulled FULL Lean. Make sure the auxiliary fuel pump is OFF. Push Cabin Heat OFF to keep smoke and fire out of the cabin. Turn the Master switch OFF. Fire in the engine compartment can be spread as wires loose insulation and begin to short. Proceed with a power off landing.

Loss of Oil Pressure

Partial Loss of oil pressure usually indicates a malfunction in the oil pressure regulating system. Land as soon as possible to prevent engine damage.

If the pressure gauge indicates a complete loss of oil pressure it could mean either a low oil level or a faulty oil pressure sensor or gauge. In either case proceed to the nearest airport at a reduced power setting and be prepared for engine failure and a forced landing.

Loss of Fuel Pressure

Loss of fuel pressure can be caused by a number of failures. This could be due to fuel exhaustion, failure of the fuel pump or a clogged fuel line. The airplane has a main mechanical pump and an electric auxiliary pump. Switch the auxiliary pump on. If fuel pressure does not return switch to a different fuel tank even if the fuel level gauge indicates that the tank is full. It is necessary when switching the fuel selector valve to also switch the tank sensor selector switch.

Land as soon a possible to have the fuel system checked to identify the problem. Be prepared to make an emergency power off landing.

High Oil Temperature

Abnormally high oil temperature may indicate either a low oil level, or a blockage of the cool air intake baffles. Land as soon as possible to resolve the issue. Watch for a loss of oil pressure. A complete loss of oil pressure is usually followed by engine failure. Be prepared to make an emergency power off landing.

Alternator Failure

A drop in voltage can indicate an alternator failure. If the voltage is 12 volts or less then less current is being provided than is being consumed. Check for a blown alternator fuse. Reduce the electrical load as much as possible. Switching the Master switch off removes all electrical loads other than the ignition system. Switch the alternator off and back on. Land at the nearest airport to investigate the issue.

Spin Recovery

Intentional Spins are prohibited. In case of an unintentional spin apply full opposite rudder to the direction of the spin. Push the nose down sharply to gain airspeed. Apply ailerons fully in the opposite direction of the spin. If flaps were down, bring them back up. When rotation stops center the rudder in the neutral position and ease controls back to recover from dive.

Stalls

Power off and Power on stalls in this aircraft have similar behaviors. There is no sudden brake, but a gradually “mushing” as the plane begins to sink. Recovery is quick when the nose is lowered, usually requiring less than 150 feet of altitude loss.

Engine Roughness

Engine roughness can be caused by carburetor icing, too lean of fuel air mixture or running too long with a very rich fuel air mixture. It can also be caused by a failure of an ignition component such as coil or ignition points. Any of these cause will usually be accompanied by a loss of engine RPM and power.

In the case of carb ice, apply carb heat and full power. The engine should soon return to smooth operation.

Check the fuel air mixture gauge. The optimum reading is 14:1. If the reading is higher push the mixture toward rich. If the reading is lower, pull the mixture toward lean.

If the cause was a rich fuel mixture it may take some time to recover as this is an indication of spark plug fowling.

If the cause was a lean mixture it should return to smooth running quickly when the mixture is enriched. However running too lean for any period of time can cause permanent engine damage.

If the cause is ignition component failure switch the ignition selector from one ignition to the other. This should provide immediate resumption of smooth running.

In any case prepare for a power off landing and return to the nearest airport.

Normal Procedures

Pilots should become familiar with this section for the safe operation of this airplane.

Airspeeds for safe operation

		KCAS	KIAS
Vy	Best Rate of Climb (flaps up)	60	TBD
Vx	Best Angle of Climb (flaps up)	58	TBD
Vc	Turbulent Air Operating Speed	108	TBD
	Landing Final Speed (flaps down)	55	TBD
Vfe	Max Flaps Down	70	TBD
Vne	Never Exceed Speed	140	TBD
Vs	Stall Speed at Max weight (flaps up)	43	TBD
Vso	Stall Speed at Max weight (flaps down)	38	TBD
Va	Maneuvering Speed	82	TBD
Vc	Cruising Speed	108	TBD

General Operations

Crosswind Limitation: 20 Knots

Service Ceiling: 15,000 feet

Load Factors Limits

Flaps Up: Positive + 4 G, Negative –2 G

Flaps Down: Positive + 2 G, Negative 0 G.

Prohibited Maneuvers:

Intentional Spins are prohibited.

Aerobatics are prohibited.

Types of Operation:

This airplane is approved for the following operations when equipment is in working order:

Day VFR

Night VFR.

Flight into known or forecast icing conditions is prohibited.

(Consider moving weight and balance section to here)

Walk Around

1. Open Canopy

2. Check Cockpit:

a. Ignition key OFF

b. Master Switch ON

c. Throttle Pull Idle

d. Fuel Selector ON

e. Fuel Gauges Select Tanks and check quantity

f. Flaps Down

g. Master Switch OFF

3. Front Left Wing:

a. Check left side of canopy for condition

b. Drain Fuel Samples from both left tanks and gascolator checking for containments like water

c. Inspect Left Main Landing Gear and tire for condition.

d. Look for leaking brake oil.

e. Check Pito

f. Confirm Fuel Level visually

g. Secure Gas Caps

4. Left Wing Tip

a. Remove Wing Tie Down

b. Check Wing Tip for damage.

c. Check Wing Surfaces for damage.

d. Check Lights for damage.

5. Left Wing Rear:

a. Check Aileron condition

b. Check Aileron for Freedom of movement.

c. Check Left Flap hinge for safety.

d. Check Left Flap condition.

e. Raise Flaps and check travel.

6. Fuselage Left Side:

a. Check Left Side of fuselage for damage.

b. Check Antennas.

7. Empennage

a. Check Elevator and Rudder condition.

b. Check Elevator freedom of movement.

c. Check Cables cotter pins and tension.

d. Check Elevator hinge safety.

e. Check Electric Trim Tab Condition

f. Remove Tail Tie Down

g. Check condition of rudder navigation light.

8. Right Fuselage and Rear Right Wing:

a. Check access cover secure

b. Fuselage condition.

c. Check right flap for safety.

d. Check right flap condition.

e. Check aileron freedom of movement.

9. Right Wing Tip:

a. Check Right Wing surface for damage.

b. Check Wing Tip for damage.

c. Check Nav Lights for condtion.

d. Remove Right Wing Tie Down.

e. Check Angle of Attack Probe.

10. Front Right Wing:

a. Check Fuel Level Visually

b. Sample Fuel from both tanks for contaminents at the drain.

c. Check Right Side of Canopy for Condition.

d. Inspect Right Main Landing Gear for condition.

e. Check the Tire for air level and general condition.

f. Look for leaking brake fluid.

11. Right Side Cowl Rear

a. Check Cowling for damage, condition of fasteners.

b. Check cabin cool air inlet for blockage.

c. Open Dipstick Door and check oil level.

d. Close Dipstick Door securely.

e. Open Oil Cap Door and check that oil cap is secure.

f. Check Noise Gear Bungy.

g. Check for buckled mettle around the bungy from hard landings.

h. Secure Oil Cap Door completely.

i. Check that muffler is not loose.

12. Right Side Cowl Forward

a. Check for loose or missing fasteners

b. Check for carburetor air blockages.

13. Cowl Front Right Side:

a. Remove Tow Bar if present

b. Check Nose Gear and Wheel Pant for condition

c. Check Tire for Condition and air pressure.

d. Check Propeller for condition.

e. Check Coil Air Intakes for blockages.

f. Check Spinner for condition

14. Cowl Front Left Side:

a. Check Air Intake for blockages.

b. Check Propeller and Spinner for condition.

c. Open Battery Access cover.

d. Check that alternator is secure.

e. Check that belts are tight and not overly worn.

f. Look for buckled mettle from hard landings.

g. Close access cover securely.

h. Look for loose or missing fasteners.

i. Check cabin cool air inlet for blockages.

Inside Airplane Pre-Flight Inspection

1. Control Stick should have free smooth operation, no binding or contact with the cabin seat or instrument panel. There should be no free play (slack) in the controls, nor should the controls be hard to move.

2. Rudder Pedals should move through the full range of motion smoothly without binding. Shoes should not catch on anything around the peddles.

3. Toe Brakes should be firm with no tendency to bleed down or lock up. Inspect brake master cylinder area for leaks. There must be no leaks.

4. The instruments should secure and placards in place.

5. Engine Controls should be inspected and operate smoothly. Check the friction lock on the throttle for proper operation. Check the push and release mechanism on the mixture control for proper operation.

6. Safety belts must be in good condition and working order.

7. Avionics and electrical checks. Check that the radios are transmitting and receiving on the desired frequencies. Check the headset and microphone for operation. Inspect the circuit breakers. With the master switch on “If it glows, it blows”. Glowing circuit breakers are blown. Test the ELT for operation. Check Lights and GPS. Other instruments can be checked during the run up.

8. Check the canopy latch. Push down hard on the rail above the latch. You should hear a ‘click’ when the latch is engaged.

9. The weight and balance for the aircraft should be carefully done. Determine CG and gross weight are in the safe range prior to flight.

10. This Pilot Operating Handbook, weight and balance computation, Operation Limitations, Registration and Airworthiness Certificate must be on board.

11. All controls and instruments must be labeled and the Experimental Placard must be readable.

12. The weather must be good enough for VFR conditions.

13. Windshield should be clean and clear.

Minimum Equipment

The following equipment is necessary for DAY VFR flying. If any equipment on this list is not operational it should be placarded and the airplane should not be flown.

Remember TOMATO FAMES:

Tachometer

Oil Pressure

Mixture Gauge

Altimeter

Temperature (CHT)

Oil Temperature

Fuel Gauge

Air Speed Indicator

Magnetic Compass

ELT

Seat Belts

	DAY VFR	NIGHT VFR
Flight Instruments	airspeed indicator	magnetic compass or EFIS
	altimeter
	compass
Engine Instruments	Fuel Level	Volt meter
	Oil Pressure
	CHT
	Tachometer
Lighting		Position Lights
		Strobe Lights (anti collision)
		Landing Light
		Taxi Light
		Instrument Lights
		cabin light (may use flashlight)

Night VFR requires these additional pieces of equipment. Remember FLAPS.

Fuses (spares)

Landing Light

Anti-Collision Lights (on each wing and the rudder)

Position (strobe lights, on each wing)

Source of Electricity (alternator)

To this we also add

Taxi Light

Panel Lights

Cabin Reading Light (Between the seat backs, or a flash light)

Placards

Any equipment found not to be operational should be placarded. The placard should state in an easy to see warning “<Item Name> Not Functional!” If the item is part of the minimum equipment for Night Flight a placard should be attached that states “Night Flight Forbidden”. If any equipment on the day VFR minimum equipment list is not functional, a placard should be installed that reads “Flight Forbidden, Aircraft Not Flightworthy” and a placard on the necessary equipment should be made and piece of tape should be placed over the ignition switch as a reminder.

Other Considerations

You must be able to answer the following questions with NO before flying the aircraft.

Has the aircraft been inspected for structural damage since fly windy or turbulent air above Va speed?

WARNING: Do not fly the aircraft after flight above Va into turbulent air without a thorough structural inspection of the wing root area.

Has the aircraft been tied down outside without control locks?

WARNING: Damage to the controls can result from being tied down outside on a windy day.

Are there any notifications or service bulletins from the designer that have not been complied with?

WARNING: Make sure you are up to date with service bulletins from the manufacturer.

Are the control cables loose or overly tight?

WARNING: Do not fly the aircraft with loose, sloppy or damaged controls.

Is there a gap between the flap stop while in the up position?

Has the flap been stepped on?

WARNING: Damage to the flaps can occur if they are stepped on. A damaged flap can make the aircraft unsafe to fly.

Are the colored arcs on the ASI incorrect or missing?

WARNING: No the aircraft limitations before flying

Does the canopy not latch securely on both sides?

WARNING: Do not fly the aircraft is the canopy latch is not functioning properly.

WARNING: Do NOT try to close the canopy in flight. Fly the aircraft!

Before Starting the Engine:

Check the controls again. Check brakes and seat belts. Check that canopy is closed securely.

General Operation

Fuel should be 93 Octane (alcohol free) Auto gas or 100 LL aviation fuel. 100 LL is preferred.

Starting

1. Fuel Selector to an appropriate tank.

2. Fuel Gauge Selector the selected tank.

3. Ignition Selector switch to the right (TBD, this might change)

4. Mixture, Rich

5. Throttle Full Open

6. Electric Fuel Pump ON

7. Start by turning ignition switch to the start position and release once started.

8. Adjust throttle immediately to idle.

9. Oil Pressure Check. (If no pressure in 30 seconds shut down the engine)

If flooding is suspected

1. Throttle Full OPEN

2. Mixture Full Lean

3. Start by turning ignition switch to start position then release when started.

4. Throttle back to 1200 RPM.

5. Mixture Rich.

6. Oil Pressure Check. (If no pressure in 30 seconds shut down the engine)

Taxiing

1. Check wind conditions and add extra caution in windy conditions while taxiing.

2. Set and check radios and GPS.

3. Check Flaps Up.

4. Set trim to neutral.

5. Check fuel selector on desired tank.

6. Check fuel level in all tanks then back to selected tank.

7. Select Lights as required, and check.

8. Check mixture in Rich 14+ range.

9. Check Auxiliary fuel pump On.

Ground Run Up

1. Warm up at 900 to 1200 RPM.

2. Adjust Mixture to 12:1 ratio.

3. Minimum oil temperature is 75 degrees F.

4. Increase engine speed to 1700 RPM long enough to perform the following checks.

a. Switch ignition selector from right to left. Wait a few seconds then switch it back. The engine should operate normally on both ignitions, but the tachometer will operate when the right ignition is selected.

b. Pull carburetor heat on. A slight drop in engine RPM should be noted.

c. Return engine to idle.

5. Instrument Check

a. Oil Pressure should not be low or fluctuating.

b. Oil Temperature should be in the (low – high) range.

c. CHT should be in the (low – high) range.

d. Voltage should be above 13 volts.

e. Mixture should indicate Rich (around 12:1 ratio)

f. Fuel Pressure should indicate (3-5psi) guess.. correct later

g. Altimeter should indicate field altitude.

6. Fasten Seat Belts securely

7. Check Canopy is latched securely

8. Check freedom of movement of control surfaces.

Normal Takeoff

1. Release Brakes

2. Lineup with runway.

3. Slowly advance throttle to full

4. Rotate at approximately Vy, 60 knots.

Climb

1. Best angle of climb over obstacles is 58 KCAS (?)KIAS.

2. Best rate of climb is 60 KCAS (?) KIAS.

3. Throttle Max Power output is 2900 RPM.

4. Trim the aircraft to relieve stick pressure.

5. Check Oil temperature and pressure is within limits.

6. Check CHT remains in limits.

7. IF oil temperature or CHT go above limits reduce the rate of climb and increase speed.

Cruise

1. Aux pump off.

2. Throttle power to 75% (about 2400 RPM) (This should result in 110 to 120 knots)

3. Trim for level flight (hands off)

4. Set mixture to peek 14:1 ratio.

5. Maintain fuel tank balance between left and right tanks. Swap tanks at 15 minute intervals.

6. When swapping tanks at the selector valve switch to the corresponding fuel level sensor.

7. Check oil and CHT temperatures at regular intervals.

8. Check oil pressure at regular intervals.

9. Check electrical system is maintain charge of around 12 volts.

10. If any warning light comes on divert to the nearest airport.

11. If rough air is encountered reduce speed to 82 knots.

12. If a speed is seen increasing check for an unintended decent.

13. If speed is seen decreasing check for unintended climb.

Decent

1. Add carb heat.

2. During decent it may be necessary to adjust the mixture to more rich. Look at maintaining 14:1 ratio.

3. Adjust trim for controlled decent.

4. Decrease power setting to around 1000 RPM to maintain 60 to 65 knots.

Approach to Landing

1. Get radio clearance from tower or warn traffic of approach.

2. As you approach for landing add flaps beginning at 75 knots.

3. Do not allow air speed to drop below 50 knots.

4. Push the stick into the wind to counter cross wind.

5. Use rudder to keep the aircraft aligned with the runway.

6. If anything is bad (off center, too slow, too fast) then apply full power, and remove flaps for a go-around.

Landing

1. Aim for a touch down speed of 50 to 55 knots.

2. As you approach the runway reduce power to idle and bring the nose up slightly to bleed off extra speed.

3. Let the plane settle onto the runway.

4. At touch down add backpressure to prevent pitching forward.

5. At touch down the nose gear will begin steering. Be prepared for a change in direction due to opposite rudder.

6. Apply breaks carefully.

7. After landing flaps up.

Taxiing Back

1. Remove carb heat. Carb heat is unfiltered and it is not recommended for ground operations.

2. Apply necessary controls for crosswind controls. Keep stick into the wind while wind is coming from front. Keep stick with the wind if from back.

Shut Down

3. Lights OFF

4. Mixture full lean Full Out.

5. Throttle to Idle Full Out.

6. Aux pump OFF.

7. Avionics OFF.

8. Lights OFF.

9. Ignition OFF.

10. Main Power OFF.

Tie Down

When the aircraft is not in use it should be anchored to the ground with appropriate tie downs and the wheels blocked.

Controls locks should be placed on the controls to prevent wind damage.

If the aircraft is to be parked for a prolonged period outside the follow precautions should be taken.

Covers should be put on pito, AOA probe and covers over engine inlets to prevent birds or bugs from clogging the cooling fins.

Covers should also be put over the fuel vents on the bottoms of the wings.

Covers should be put over the carb inlet to prevent birds from clogging carb inlet.

Covers should be brightly colored and have flags visible from a casual walk around.

Night VFR Operation

The aircraft is outfitted for night VFR operation.

Minimum Equipment

Night VFR requires these additional pieces of equipment.

Landing Light

Taxi Light

Navigation Lights (on each wing and rudder)

Strobe Lights (on each wing)

Panel Lights

Cabin Reading Light (Between the seat backs)

After engine start, panel lights, taxi lights, landing lights, navigation lights and strobe (anti collision) lights should be turned on.

After reaching cruise altitude and exiting the airspace around the airport the landing light and taxi lights can be turned off.