AIRDROME
Supwith Pup
N6184
WARNING
LIMIT THE USE OF THIS HANDBOOK TO THE AIRCRAFT
IDENTIFIED ON THE FACE OF THIS MANUAL.
SUBSEQUENT REVISIONS WILL BE INSERTED WHEN
APPLICABLE.
This Pilot’s Operating Handbook is designed for maximum
utilization as an operating guide for the pilot. It includes
material following guidelines of production aircraft required
by C.A.R. 3 and FAR Part 21, Subpart J, AC 20-27F
Certification and Operation of Amateur-Built Aircraft. It also
contains supplemental data gathered from the kit
manufacturer.
OWNERS MANUAL
2011 EDITION
This handbook is not designed as a substitute for
adequate and competent flight instruction, knowledge of
current airworthiness directives, applicable federal air
regulations or advisory circulars. It is not intended to be a
guide for basic flight instruction or a training manual and
should not be used for operational purposes unless kept in a
current status.
Assurance that the airplane is in an airworthy condition is
the responsibility of the owner. The pilot in command is
responsible for determining that the airplane is safe for flight.
The pilot is also responsible for remaining within the
operating limitations as outlined by instrument markings,
placards, and this handbook.
Although the arrangement of this handbook is intended to
increase its in-flight capabilities, it should not be used solely
as an occasional operating reference. The pilot should study
the entire handbook to familiarize himself with the limitations,
performance, procedures and operational handling
characteristics of the airplane before flight.
The handbook has been divided into numbered sections.
The limitations and emergency procedures have been
placed ahead of the normal procedures, performance and
other sections to provide easier access to information that
may be required in flight. The “Emergency Procedures”
Section has been furnished with a red tab divider to present
an instant reference to the section. Provisions for expansion
of the handbook have been made.
TABLE OF CONTENTS
SECTION CONTENTS
SECTION 1
GENERAL
SECTION 2
LIMITATIONS
SECTION 3
EMERGENCY PROCEDURES
SECTION 4
NORMAL PROCEDURES
SECTION 5
PERFORMANCE
SECTION 6
WEIGHT AND BALANCE
SECTION 7
DESCRIPTION AND OPERATION OF
THE AIRPLANE/SYSTEMS
SECTION 8
HANDLING, SERVICING &
MAINTENANCE
SECTION 9
SUPPLEMENTS
SECTION 10
OPERATING TIPS
SECTION 1 - GENERAL
1-1. Introduction
1-2. Performance Specification
1-3. Engine
1-4. Propeller
1-5. Fuel
1-6. Oil
1-7. Standard Airplane Weights
1-8. Baggage Space
1-9. Specific Loading
SECTION 1 - GENERAL
1-1. INTRODUCTION
This plane is a kit built replica of a World War One Sopwith
Scout, also known as the “Pup”. It is modeled after the craft
build in the Sopwith facility, as opposed to the license built
Pups. There are many hard copy and online books that the
reader can reference for more details about the original. The
following will help you understand this particular plane’s
general specifications and layout.
1-2. Performance Specifications
Aerodrome Sopwith Pup
Dimensions
Span
Length
Height
Chord
Gap
Stagger
Dihedral
Incidence
Span of Tail
Incidence of tailplane
Airscrew diameter
Wing area
Area of each aileron
Total aileron area
Area of tailplane
Area of elevators
Area of fin
Area of rudder
26 ft 6 in
19 ft 3 ¾ in
9 ft 5in
5 ft 1 ½ in
4ft 7-7/8 in
18 in
3 deg
1 deg 30 min
10 ft 1 in
1 deg 30 min
80 in
254 sq ft
5.5 sq ft
22 sq ft
23 sq ft
11.8 sq ft
3.5 sq ft
4.5 sq ft
Weights and Performance
Weight empty
822 lb
Military load
Fuel and oil
Weight loaded
Max. speed at s.l.
at 6,500ft
at 10,000ft
Rate of Climb at Sea Level
to 6,500 ft
to 10.000ft
to 15,000ft
Service ceiling
Endurance
260 lb
172.5 lb
1.225 1b
105 MPH
106 ½ m.p.h.
94 m.p.h.
1300 FPM
8 min
14 min 24 sec
30 min 6 sec
17,500 ft
3.5 hr
1-3. ENGINE
The engine information that follows is from the “Rotec R
2800 Operation manual b&w LATEST 11-04-2007” as
updated by “Latest Info Document 2009 (US version)”. All
updates supersede any information here, and will be used
for revisions as they become available from Rotec
Engineering.
1-3.1 Engine Description
•
•
•
•
•
•
•
•
•
•
7 Cylinder, 4 Stroke Radial Configuration
Dual Track Cam Drum w/ Push Rod (OHV)
Air Cooled
Dry Sump Lubrication
Planetary Propeller Speed Reduction Unit (PSRU)
Dual Ignition Systems Magneto & Hall Effect Electronic.
35 Amp 14volt Alternator
Electric Starter Motor
Mechanical Fuel Pump
TBI-40 Mechanical Fuel Injector
1-3.2 Dimensions and weights
Bore:
Stroke:
Displacement:
Compression Ratio:
Direction of Prop Rotation, tractor:
Engine Dry Weight: (inc. Starter,
Alternator and Exhaust Stubs):
1-5. FUEL
80 mm (3.15”)
80 mm (3.15”)
2800 cc (173 cu”)
8.5: 1
Clockwise Pilots
view
110 kg (220 lb)
1-3.3 Electrical and Fuel System Specifications
Ignition Systems:
Ignition Timing:
Firing Order:
Spark Plugs:
Electrode Gap:
Charging System:
Fuel Filtration:
Fuel Pump:
Starter Motor:
Rotec Magneto & Electronic
22 Deg. BTDC
1-3-5-7-2-4-6
NGK DCPR8E
0.55 – 0.6mm (0.022” – 0.024”)
35 Amp 12 Volt DC Alternator
0.1mm Maximum Particle Size
Mechanical Cam Driven
Electric 12 V / 1.0 kW
1-4. PROPELLER
Number of propellers
Propeller manufacturer
Model
Number of blades
Propeller diameter (inches)
Propeller pitch (Fixed)
1
Culver Propellers
Wood
2
80
45
Note: the propeller may be changed to modify/suit the
performance goals of the airplane as needed.
Tank capacity – Main
Tank capacity – Aux
Total capacity
Usable Fuel – Main/Aux/Total
Fuel (Recommended)
Fuel (Alternate*)
10.25 gal
15.25 gal
25.5 gal
10/15/25 gal
AVGAS 100 LL
Premium Unleaded (>/=95
octane)
1-6. OIL
Oil Specifications
Rotec recommends using a
high quality, major brand, 4stroke semi-synthetic
motorcycle oil.
Oil Types
Users running leaded
AVGAS more than 30% of
the time should only use
semi-synthetic oils, since a
fully synthetic oil can sludge
and create residues.
Viscosity
Multi-grade oil is
recommended. Refer to
figure 1 to select the
appropriate viscosity for your
climate.
General Recommendation:
Shell Advance VSX4 10W-40 For cold conditions
where the oil temp will be lower than 120 C
Shell Advance VSX4 15W-50 for standard operating
conditions where oil temp will be above 120 C
Alternate oils - Must be a semi synthetic (for 4 stroke
motorcycles) and multi-grade. The built in gear additives are
used to withstand the high stresses in the reduction gearbox.
The following oils fall within the specification required:
Castrol GPS4 SAE 10W-50
Yacco MVX Synthetic SAE 15W-50
Valvoline Dura Blend Synthetic SAE 10W-40
Penzoil Motorcycle Motor Oil SAE 20W-50
Pro Honda HP4 SAE 20W-50 SJ
TABLE OF CONTENTS
SECTION 2 - LIMITATIONS
2-1.
General
2-2.
Airspeed Limitations
1-7. STANDARD AIRPLANE WEIGHT
2-3.
Airspeed Indicator Markings
Refer to figure 1-1 for the Standard Empty Weight and the
Useful Load.
2-4. Engine Operating RPM’s and Limitations
2-5.
Power Plant Instrument Markings
1-8. BAGGAGE SPACE
2-6.
Weight Limits
15 pounds of baggage may be placed above the fuel tanks.
Ten pounds may be placed in the carrier behind the seat.
2-7.
Center of Gravity Limits
2-8.
Maneuver Limits
1-9. SPECIFIC LOADINGS
2-9.
Flight Load Factors
Wing Loading (lbs. per sq. ft) 4.88 lb/sq. ft.
Power Loading (lbs. per hp) 11.01 lbs. per hp
2-10. Types of Operations
2-11. Fuel Limitations
2-12. Noise Level
2-13. Placards
SECTION 2 – LIMITATIONS
2-1. GENERAL
This section provides the operating limitations, instrument
markings, color coding and basic placards necessary for
operation of the airplane and its systems.
This airplane must be operated as an experimental category
airplane in compliance with the operating limitations stated in
the form of placards and markings and those given in this
section of the POH.
Limitations associated with optional systems and equipment
which require handbook supplements are found in those
equipment manuals.
weights. Maneuvering speed should not be exceeded while
operating in rough air.
2-3. AIRSPEED INDICATOR MARKINGS
MARKING
IAS VALUE OR
SIGNIFICANCE
RANGE
Green Arc
35-105 KTS
Normal Operating Range.
(40-120 MPH)
Lower limit is Vs. Upper
limit is maximum
structural cruising speed.
Yellow Arc
105-120 KTS
Operations must be
(120-138 MPH)
conducted with caution
and only in smooth air.
2-2. AIRSPEED LIMITATIONS
Red Line
SPEED
VNE Never Exceed
Speed
IAS
120 KTS
(138 MPH)
VNO Max Structural
Cruising Speed
VA Maneuvering Speed
105 KTS
(120 MPH)
105 KTS
(120 MPH)
VY Best Rate of Climb
61 KTS
(70 MPH)
52 KTS
(60 MPH)
35 KTS
(40 MPH)
VX Best Angle Of Climb
VSO Stall Speed
REMARKS
Do not exceed this
speed in any
operation.
Exceed this speed
only in smooth air.
Do not make full
control movements
above this speed.
Full elevator
deflection will result
in a 6g load at this
speed.
CAUTION
Maneuvering speed decreases at lighter weight as the
effects of aerodynamic forces become more pronounced.
Linear interpolation may be used for intermediate gross
120 KTS
(138 MPH)
Maximum speed for all
operations.
2-4. ENGINE OPERATING RPM’S AND LIMITATIONS
Max. RPM:
Continuous RPM:
Idle RPM:
Oil Pressures Cruise – Min:
Oil Pressures Cruise – Max:
Oil Pressure Idle – Min:
Oil Pressure Warm Up – Max:
Oil Temp – Min:
Oil Temp – Max:
Continuous Oil Temperature:
3700 RPM
3500 RPM
900 RPM
220 kPa (31 psi)
520 kPa (72 psi)
80 kPa (11 psi)
520 kPa (72 psi)
15 Deg C (59 F)
120 c (250 F)
50 – 110 Deg C
(176 – 225 F)
Fuel Pressure Minimum:
TBA psi
Maximum:
TBA psi
Max Head Temp – Climb*
220 Deg C (420 F)
Continuous Head Temp – Cruise*
180 Deg C (365 F)
* Read Cylinder Head Temp under inner most inlet
flange bolt on cylinder # 1.
2-5. ENGINE INSTRUMENT MARKINGS
2-7. CENTER OF GRAVITY LIMITS
(a) Tachometer
Green Arc (Normal Operating
Range)
Yellow Arc (5 Minute Limit)
Red Line (Takeoff Power)
(b) Oil Temperature
Green Arc (Normal Operating
Range)
Yellow Arc (Caution)
Red Line (Minimum)
Red Line (Maximum)
(c) Oil Pressure
Green Arc (Normal Operating
Range)
Yellow Arc (Caution Range)
(Idle)
Red Line (Minimum)
Red Line (Maximum)
(d) Fuel Pressure
Green Arc (Normal Operating
Range)
Red Line (Minimum)
Red Line (Maximum)
700 – 3700 RPM
3500 – 3700 RPM
3700 RPM
50 – 110 C (176 – 225 F)
110 – 120 C (225 – 250 F)
15 C (60 F)
120 C (250 F)
20-80
10-20
10
80
Forward Limit
49.645” from
Datum
Rearward Limit
55.795” from
Datum
NOTES
The datum used is measured from the forward hub of the
propeller. It is the responsibility of the pilot to insure that the
airplane is properly loaded.
2-8. MANEUVER LIMITS
(a) Experimental Category for this aircraft - All acrobatic
maneuvers including spins are prohibited.
(b) Approved maneuver for bank angles exceeding 60
degrees
Entry Speed
Steep Turns
Lazy Eights
Chandelles
85 MPH
85 MPH
85 MPH
2-9. FLIGHT LOAD FACTORS
(a) Positive Load factor (Maximum) - +6G
(b) Negative Load Factor (Maximum) - -3G
2-6. WEIGHT LIMITS
Maximum ramp weight
Maximum takeoff weight
Maximum landing weight
Maximum baggage weight
Empty Weight
822 Pounds
1225 lbs.
1225 lbs.
1225 lbs.
12 lbs Forward, 30 lbs. Aft
2-10. TYPES OF OPERATION
(a) Day/Night VFR ONLY
(b) Non Icing
2-11. FUEL LIMITATIONS
Tank capacity – Main
Tank capacity – Aux
Total capacity
Usable Fuel – Main
Usable Fuel –Aux
Usable Fuel –Total
10.25 gal
15.25 gal
25.5 gal
10 gal
15 gal
25 gal
2-12. NOISE LEVEL/EYE PROTECTION
This is an open cockpit airplane. Hearing protection as well
as eye protection is recommended at all time while operating
this aircraft
2-13. PLACARDS
In full view of the pilot entry:
EXPERIMENTAL
FUEL ON - OFF
Adjacent to the fuel filler caps (between necks):
FUEL - 110LL OR 95 OCTANE AUTO FUEL OR HIGHER
GRADE
(Forward filler only)
USEABLE CAPACITY TO BOTTOM OF FILLER NECK 10
GAL.
(Rear filler only)
USEABLE CAPACITY TO BOTTOM OF FILLER NECK 15
GAL.
Adjacent to the oil filler neck:
OIL CAPACITY – 5 qts. min, 15qts. max.
Castrol GPS, Shell ADVANCE VSX 4 15w-50 or Equivalent.
TABLE OF CONTENTS
SECTION 3 – EMERGENCY PROCEDURES
3-1. General
EMERGENCY
PROCEDURES
SECTION
3-2. Emergency Procedure Checklist
A. Engine Fire During Start
B. Engine Power Loss During Takeoff
C. Power Off Landing
D. Engine Failure In Flight
E. Fire In Flight
F. Loss of Oil Pressure
G. Loss of Fuel Pressure
H. High Oil Temperature
I. Electrical Failures
J. Spin Recovery
K. Engine Roughness
SECTION 3 – EMERGENCY PROCEDURES
3-2. EMERGENCY PROCEDURES CHECK LIST
3-1. GENERAL
A. ENGINE FIRE DURING START
This section covers recommended procedures for coping
with various types of emergencies and critical situations. It
consists of 1) abbreviated emergency checklists which
supply action sequences for critical situations with little
emphasis on the operation of the systems and 2) amplified
checklists, where amplification of specific emergencies will
aid the pilot in more effectively dealing with the situation.
Starter – Continue to Crank
Throttle – IDLE
Aux Fuel Pump – OFF
Fuel Transfer Pump – OFF
Fuel Selector – OFF
If fire continues - Abandon aircraft
Electronic Ignition and Magneto – OFF
Master Switch – OFF
Seatbelt - RELEASE
Those Procedures that should be committed to memory are
in Red with Underlined and Bold Headings. Standard
acronyms and mnemonics are used to aid in the
learning process.
Emergency procedures (if any) associated with optional
equipment which require handbook supplements are in the
optional equipment reference binder.
These procedures are suggested as a course of action for
coping with the particular condition described, but are not a
substitute for sound judgment and common sense. Pilots
should familiarize themselves with the procedures given in
this section and be prepared to take appropriate action
should an emergency arise.
Most basic emergency procedures, such as power off
landings, are a normal part of pilot training. Although these
emergencies are discussed here, this information is not
intended to replace such training, but only to provide a
source of reference and review, and to provide information
on procedures which are not the same for all aircraft. It is
suggested that the pilot review standard emergency
procedures periodically to remain proficient in them.
B. ENGINE POWER LOSS DURING TAKEOFF
If sufficient runway remains – land straight ahead.
Safe airspeed – Maintain ~50 KTS
Make only shallow turns to avoid obstructions
If sufficient altitude has been gained - Attempt restart
Safe Airspeed - Maintain ~50 KTS
Fuel Transfer selector - Check BOTH
Electric Fuel Pump CB – In/Set
Fuel Valve – ON
Aux Fuel Pump – ON
Throttle – Open - 1 inch
Master Switch – ON
Starter – PUSH Engage
If power is not regained, proceed with power off landing.
C. POWER OFF LANDING
Locate suitable field…..avoid roads because of power
lines/traffic
Spiral pattern - Establish
1000 ft. above field at downwind position for normal landing
approach.
When field can easily be reached slow to 45 MPH for
shortest landing.
When committed to landing:
Ignition/Magneto Switches - OFF
Master Switch – OFF
Fuel Valve – OFF
Fuel Tank Selector – OFF
Seat Belt/Shoulder Harness – Tight
Master Buss – OFF
Fight fire with extinguisher if available.
Issue Mayday.
Land as soon as practicable.
Abandon aircraft if over unpopulated area and unable to
land.
F. LOSS OF OIL PRESSURE
D. ENGINE FAILURE IN FLIGHT
Carb Heat - ON
Airspeed – Best Glide (45-50 KTS)
Best Field
Cockpit – Flow Check
Declare Emergency – 121.5/243.0
ELT - Activate
Fly
Get Away
If power is not restored prepare for power off landing.
Maintain 50-60 MPH glide.
E. FIRE IN FLIGHT
Source of fire – Locate
ENGINE FIRE:
Throttle – IDLE
Fuel Valve – OFF
Aux Fuel Pump – OFF
Ignition and Magneto – OFF
Master Switch – OFF
Fuel Tank Selector - OFF
Issue Mayday.
Proceed with power off landing procedure.
Abandon aircraft if over unpopulated area and unable to
land.
ELECTRICAL FIRE:
Avionics Buss – OFF
Land as soon as possible and investigate cause.
Prepare for power off landing.
G. LOSS OF FUEL PRESSURE
Electric Fuel Pump C/B – IN/SET
AUX Fuel Pump – ON
Fuel Valve – ON
Fuel Transfer Selector – BOTH
Fuel Transfer Pump - ON
Engine should continue to operate from gravity feed only.
Land as soon as practicable.
H. HIGH OIL TEMPERATURE
Land at nearest airport and investigate the problem.
Prepare for power off landing.
I. ELECTRICAL FAILURES
This aircraft is equipped with a 12 volt system, using a 35
AMP alternator to maintain the charge on the battery. The
battery is a gel cell unit and is mounted in the forward left
section of the interior, just aft of the firewall. If a particular
electrical accessory becomes inoperative in-flight, the most
common reason would be the unit has become disconnected
from the accessory plug-in below the instrument panel, lower
right side. If a total loss of electrical components occurs, the
most likely cause would be the MASTER SWITCH has been
inadvertently moved to the CLOSED position or there is a
grounding situation. In either case the total loss of electrical
power will shut down the engine.
TOTAL LOSS OF ELECTRICAL POWER:
Ignition and Magneto – OFF
Master Buss – OFF
Avionics Buss – OFF (radio will still work on its internal
battery)
Ignition and Magneto – OFF
Master Switch – CYCLE
Ignition and Magneto – ON
Attempt restart of engine.
If unable to regain power, prepare for emergency landing.
If restart successful:
Master Buss – ON
Avionics Buss – ON
ALTERNATOR FAILURE
If the alternator warning light comes on, the alternator may
be reset by turning off all electrical equipment, and cycling
the alternator circuit breakers.
J. SPIN RECOVERY – PARE
Power (Throttle) – IDLE
Ailerons – NEUTRAL
Rudder – FULL OPPOSITE TO SPIN (Turn Needle)
Elevator – FULL FORWARD
Rudder – Neutral (when rotation stops)
Recover as required to smoothly regain level flight attitude
K. ENGINE ROUGHNESS
Carb Heat - ON
If engine roughness is experienced in-flight, the most likely
cause is ice forming in the Throttle Body Fuel Injector or the
intake manifold. If the engine regains normal smoothness,
flight may be continued safely. If there is no, or inadequate
effect, descend to a lower altitude to find warmer air. If the
engine recovers, consider landing as soon as practical.
Another possibility is fuel contamination. Land as soon as
practicable. After landing, check the fuel filter and remove
and replace as necessary.
TABLE OF CONTENTS
SECTION 4 - NORMAL PROCEDURES
NORMAL
PROCEDURES
SECTION
4-1. General
4-2. Airspeed for Safe Operations
4-3. Normal Procedures Checklist
Preflight Check
Before Starting Engine
Normal Engine Start
Starting Engine When Hot
Starting Engine When Flooded
Taxiing
Warm-Up
Before Takeoff
Takeoff
Climb
Cruise
Descent
Approach and Landing
Stopping Engine
Parking
4-4. Amplified Normal Procedures
4-5. Preflight Check
4-6. Before Starting Engine
4-7. Engine Operating Procedures
4-8. Starting Engine when Hot
4-9. Starting Engine when Flooded
4-10. Taxiing
4-11. Warm-Up
4-12. Before Takeoff CIGARRS Check
4-13. Takeoff
4-14. Climb
4-15. Cruising
4-16. Descent
4-17. Approach and Landing
4-18. Stopping Engine
4-19. Parking
4-20. Stalls
4-21. Turbulent Air Operations
4-22. Weight and Balance
SECTION 4 - NORMAL PROCEDURES
4-1. GENERAL
This section describes the recommended procedures for
the conduct of normal operations for the Airdrome Sopwith
Pup, N6184.
Normal procedures associated with those optional
systems and equipment which require handbook
supplements are provided in the optional equipment binder.
These procedures are provided to present a source of
reference and review and to supply information on
procedures which are not the same for all aircraft. Pilots
should familiarize themselves with the procedures given in
this section in order to become proficient in the normal
operations of the airplane.
The first portion of this section consists of a short form
checklist which supplies an action sequence for normal
operations with little emphasis on the operation of the
system.
The remainder of the section is devoted to amplified
normal procedures which provide detailed information and
explanations of the procedures and how to perform them.
This portion of the section is not intended for use as an inflight reference due to lengthy explanations. The short form
checklist should be used for this purpose.
4-2. AIRSPEEDS FOR SAFE OPERATIONS
COCKPIT
The following airspeeds are those which are significant to
the safe operation of the airplane. These figures are for this
particular Sopwith Pup flown at gross weight under close to
standard conditions at approximately 2000 ft. MSL.
(a) Best Rate of Climb Speed - 61 KTS (70 MPH)
(b) Best Angle of Climb Speed - 52 KTS (60 MPH)
(c) Turbulent Air Operating Speed - 105 KTS
(120 MPH)
(d) Landing Final Approach Speed – 48 KTS (55 MPH)
(e) Maximum Demonstrated Crosswind Velocity - ?
MPH
Required Papers – On Board
Control Stick – FREE
Avionics – OFF
Circuit Breakers – SET
Magneto/Ignition Switches (Both) – OFF
Master Switch – ON
Main Buss – ON
Position/strobe lights – Check (night ops only)
Main Buss - OFF
Master Switch – OFF
Fuel Quantity – Check
4-3. NORMAL PROCEDURES CHECKLISTS
EXTERIOR
PREFLIGHT CHECKS
Left Fuselage
Tail Control
Surfaces
Hinges/Clevis
Pins
Rudder/Elevator
Control Cables
Tail-wheel
Elevator
Support Struts &
Wires
Right Fuselage
Exterior
Strobe Light
Access Panel
Right Wings
Check for Damage
Check for Free Movement
Check for Interference,
Cotter Pins
Check Attachment Points,
Cotter Pins
Check Security, Inflation,
Cables
Check Security
Check for Damage
Inspect
Check Secure
Check Struts, Bracing
Wires, Turnbuckles,
Aileron Attachments,
Fabric Condition and Pitot
Right Tire/Brake
Oil
Cowl
Hoses-Wires
Carburetor Heat
Tube
Propeller
Left Tire/Brake
Tube, tip light
Check for Inflation, Leaks,
Bungee Chords
Check Level
Check Security
Inspect
Check
Check
Check for Inflation, Leaks,
Bungee Chords
Fuel Tanks
Check Level, Secure Caps
Inspection Panel Check Security
Left Wings
Check Struts, Bracing
Wires, Turnbuckles,
Aileron Attachments,
Fabric Condition, tip light
Cabanes
Check Security, Bracing
Wires-Turnbuckles
BEFORE STARTING ENGINE
1. Drain Cocks if Open – CLOSE, Start Normally
Drain cocks – IF CLOSED, open and Drain:
Remove inner spark plugs on Cylinders 4 and 5.
Master Switch – OFF (double check that it is OFF!)
Hand prop the engine.
Spark plugs Replace, torque 8 ft. lbs.
Close drain cocks.
Ignition/Magneto Switches – Check OFF
Engage starter a few seconds.
2. Warning Ribbons – REMOVE
Before every subsequent restart, go to step 1.
Hobbs Meter – CHECK & RECORD
Brakes – Hold
Fuel Selector – ON
Tank Selector – BOTH
Propeller Area – Clear
NORMAL ENGINE START
Throttle – OPEN slightly
Carb Heat – OFF
Fuel – CHECK
Master Switch – PULL ON
Aux Fuel Pump – ON
Primer – PUSH (3-5 seconds)
Magnetos – ON
Starter – ENGAGE
Oil Pressure – CHECK
Aux Fuel Pump – OFF
STARTING ENGINE WHEN HOT
Drain Cocks if Open – CLOSE
Warning Ribbons – REMOVE
Throttle – Open 1 to 2 inches
Carb Heat – OFF
Fuel – ON
Tank Selector – BOTH
Master Switch – PULL ON
Aux Fuel Pump – ON
Primer – AS NEEDED
Magnetos – ON
Starter – ENGAGE
Throttle Adjust (when running)
Oil Pressure – CHECK
Aux Fuel Pump – OFF
STARTING ENGINE WHEN FLOODED
Throttle – Open FULL
Aux Fuel Pump – OFF
Master Switch – PULL ON
Magnetos – ON
Starter – ENGAGE
Throttle Adjust (when running)
Oil Pressure – Check
TAXIING
Master Buss – ON
Avionics Buss – ON
Lights – As Required
Transponder – standby
Chocks – Removed
Taxi Area – Clear
Brakes – Check
Steering – Check
WARM UP
Throttle – 1000 RPM
Before Take-Off CIGARRS
Controls – FREE AND CLEAR
Instruments
1. Altimeter
Gas
1. Fuel Transfer selector - BOTH
2. Fuel Selector - ON
3. Mixture – RICH
4. Throttle – SET
5. Fuel Gauges – CHECK
6. Fuel Pressure - CHECK
Attitude
1. Set Trim
2. check wing references
Run-up
1. Brakes – Hold
2. Control Stick – Full Aft
3. Throttle – 2000 RPM
4. Oil Pressure - Check in the Green
5. Oil Temp – Check
6. Fuel Pressure – Check
7. Ammeter - check
8. Ignition/Magneto Switches - Check
9. Carb Heat – on, idle RPM drops, off
10. Throttle – Idle
Radio
1. AWOS – Listen, get Letter
2. Frequency – Set Primary,
Backup
Seatbelts – On, set
Take-Off & “T’s”
Time - Record
Transponder - ON
Throttle - Full
Tracking - Centerline
Lights – As Needed
Camera (transponder) - ON
ACTION!
Control Stick - Back
Accelerate to 25 MPH
Control Stick - Neutral, (allow tail to fly off of ground)
Directional Control – Maintain, Accelerate to 50 MPH
Control Stick – Back slightly
Main wheels off of ground
Accelerate to 65 MPH - Climb-Out Speed
CLIMB
Best Angle (Vx) – KTS
Best Rate (Vy) – KTS
En Route – KTS
CRUISE
Power-Pitch-Trim
Mixture - set
Lights – Turn off Landing/Taxi lights
Normal Max Power – 75%, 3500 RPM
Descent – WIRETAP
Winds
Instruments and Altimeter
Radio frequencies - set
Elevations - noted
Talk to Traffic/controllers
Airspeed - adjusted
Pitch for descent - Throttle – 1500 RPM, Airspeed – 55 KTS
Wheel Landing Recommended
Directional Control - Maintain
Once Tail on Ground,
Control Stick – Full Aft
Brakes – Apply as Needed
AFTER LANDING
Lights – As required
Camera (Transponder) – Standby
Action – Carb Heat – OFF
Shut Down – SLIM
Throttle – 1500-2000 RPM (4-5 seconds)
Throttle – Idle
Switches, Electrical Equipment – OFF
Lean –see if engine to quits
Ignition/Magneto Switches – OFF
Master Switch – OFF
Carb Heat – ON
Mixture – As Required
APPROACH AND LANDING
Throttle – 1200 RPM
Airspeed – 50 KTS
Before Landing – C-GaMS-T
Carb Heat - on
Gas 1. Carb Heat – ON
2. Fuel Selector – ON
3. Aux Fuel Pump – ON
4. Throttle – as required
5. Fuel Gauges – check
Mixture – RICH
Seatbelts - Set
Trim – Set
PARKING
Aux. Oil Scavenge Pump – ON for 10-15 seconds, then
OFF.
Intake Drain Cocks – OPEN.
Warning Ribbons – ATTACH
Pitot Cover – As Needed
Control Stick – Secure as Necessary
Cockpit Cover – As Needed
Wheel Chocks – IN
Tie Downs – Secure
4-4. AMPLIFEID NORMAL PROCEDURES
The following paragraphs are provided to supply detailed
information and explanations of the normal procedures
necessary for the safe operation of the airplane.
4-5. PREFLIGHT CHECK
The airplane should be given a thorough preflight and walkaround check. The preflight should include a check of the
airplane’s operational status, computation of C.G. limits,
takeoff distance and in-flight performance. A weather briefing
should be obtained for the intended flight path, and any other
information/factors relating to a safe flight should be checked
before takeoff.
Upon checking the cockpit, release the control stick (if
secured). Ensure all electrical equipment is OFF and check
the fuel quantity on the gauge for sufficient fuel. After
checking the fuel quantity, ensure Ignition/Magneto Switches
are OFF. If night flying conditions will be encountered, turn
on the Master Switch then the Master Buss Switch, and then
activate the beacon light, strobe lights, and the landing/taxi
light. Confirm they are functioning correctly, then turn off all
electrical switches, confirm the Ignition and Magneto are
turned off, then turn off (push in) the Master Switch. THE
ELECTRONIC IGNITION MUST BE TURNED OFF
BEFORE TURNING OFF THE MASTER SWITCH. FAILURE
TO DO SO MAY DAMAGE THE ELECTRONIC IGNITION
SYSTEM. The magneto will still function.
free to move. Check rudder cables for any fraying and
attachment bolt security. While checking the horizontal tail
supports for security also check tail wheel for good inflation
and general condition. Ensure steering cables/springs are
secured. All clevis pins holding the rudder and elevator need
to be inspected for soundness and to ensure cotter pins are
securely attached.
While inspecting the right side of the fuselage for general
condition, check underneath the fuselage to ensure strobe
light is fastened to aircraft and inspect lower fuselage
surface for any tears or wear. Check aileron cable inspection
panel on right side for security.
Inspection of the right wings should start with general
condition, then inspect every bracing wire and turnbuckle for
security. Turnbuckles should be safety wired tight with no
play in rotation of turnbuckles. Wires should be taught with
no looseness evident. Check wing strut bolts and nuts.
Visually inspect aileron attachments on upper wing. Walking
around wingtips, ensure there are no rips or tears in fabric.
Look underneath lower wing to inspect for general condition
and security of wingtip skid. At the front of the wings, check
pitot tube located mid-point on the right front interplane strut.
Ensure tube is free of debris, DO NOT BLOW into tube.
Check bracing wires, turnbuckles and leading edges for
dents.
To begin the exterior walk-around, check for external
damage and operational interference of the control surfaces
or hinges. Ensure that the wings and control surfaces are
free of snow, ice, frost or any other foreign materials.
Inspect right tire and brake assembly. Ensure tire is
properly inflated and no cracking or wear is evident. Brake
hose should be secure and free of fluid. Disk should be in
good shape. Check brake bracing bracket for security.
Bungee chords should be in good condition. Axle should be
1-2 inches from bottom of axle channel. Check landing gear
support struts and bracing wires/turnbuckles for security.
The tail area has many cables and hinges to inspect. Ensure
upper and lower elevator cables are properly attached and
Engine Cowl and engine compartment need to be closely
scrutinized between flights. The cowl is secured by screws
which may tend to back-out during flight. Ensure all are
secure. Look underneath cowl and inspect every wire and
tube for security and check for leaks. Ensure engine mount
bolts are secure. Check exhaust manifolds for cracks. When
checking the tightness of reduction drive belt, no more than
1/8th inch of play is acceptable. Oil dipstick is to be checked
against fill line on stick. Add oil when ½ inch below line.
Propeller is to be checked for nicks/abrasions. Check all
prop locknuts for backing out. Should be 3-4 threads
showing on each bolt. When replacing nuts, always use a
new nylon locknut.
Inspect left tire and brake assembly. Ensure tire is properly
inflated and no cracks, wear is evident. Brake hose should
be secure and free of fluid. Disk should be in good shape.
Check brake bracing bracket for security. Bungee chords
should be in good condition. Axle should be 1-2 inches from
bottom of axle channel.
Check inspection panels on left front behind firewall are
secured. Visually inspect fuel level and replace fuel cap
ensuring it is secure. Check fuel vent hose underneath
fuselage. Inspect the bottom of the fuselage for any damage.
Inspection of the left wings should start with general
condition, then inspect every bracing wire and turnbuckle for
security. Turnbuckles should be safety wired tight with no
play in rotation of turnbuckles. Wires should be taught with
no looseness evident. Check wing strut bolts and nuts.
Visually inspect aileron attachments on upper wing. Walking
around wingtips, ensure there are no rips or tears in fabric.
Look underneath lower wing to inspect for general condition
and security of wingtip skid.
Check bracing wires,
turnbuckles and leading edges for dents.
Check cabane attachment bolts and bracing wires for
tightness. Ensure turnbuckles are safety wired with no play
evident during inspection.
4-6. BEFORE STARTING ENGINE
Always perform the Drain Cock check before the first engine
start of the day, or if the engine has been idle for several
hours. When ready, enter the cockpit and depress the brake
pedals. Ensure fuel selector valve is ON. Clear propeller
area by saying loudly “CLEAR PROP”.
4-7. ENGINE OPERATING PROCEDURES
4-7.1 Initial Start Procedure:
This procedure should be employed for the first engine run
after installation or whenever the engine is left dormant for
an extended period of time.
• Check propeller is in good condition fits neat on drive
lugs and is properly secured via six lock wired M8
high tensile bolts.
• Inspect engine mounting points, and engine frame to
air frame coupling.
• Check oil level in tank, allow for an extra three liters
which will be immediately absorbed by a dry engine
with empty scavenge sump and oil lines.
• Fill oil filter full of oil.
• Try and prime as many oil lines as possible as this will
reduce the time it takes to gain good oil pressure.
• Disconnect the final oil pressure “IN” line positioned
between cylinder bases #5 and 6.
• Use an old plastic ketchup bottle full of oil, the tapered
end is good for sealing against the fitting, and push oil
into engine by squeezing hard. This will give the main
crank pin and master rod bearing a good covering of
oil prior to cranking. With the hose still off use the
same bottle to push oil back up the hose just prior to
re-connecting the oil line.
• Check that all oil lines and fuel connections,
carburetor linkages and all electrical are connected
and that there are no loose fittings.
•
•
•
•
•
•
•
•
•
•
•
•
•
Switch both Ignition/Magneto Switches, Switch master
OFF and fuel selector OFF.
CLOSE throttle shut.
Remove one spark plug from each cylinder and drain
out any trapped oil. This is to check for oil in the lower
cylinders which if present can cause a hydraulic lock.
Liquids cannot be compressed, steel connecting rods
can!!!
Pull propeller through four (4) complete revolutions by
hand.
Switch master ON, but leave all spark and fuel
sources OFF. Crank engine by starter motor for a few
seconds to confirm no hydraulic lock.
Switch on power to gauges and oil warning light.
Leave both spark & fuel sources OFF. Remove one
spark plug from each cylinder. Crank engine by
starter motor in short bursts of no more than 10
seconds at a time until oil light goes out.
Leave throttle closed, push choke ON full rich.
Replace all spark plugs and leads; turn on electric fuel
pump to prime fuel lines. Check no fuel leaks.
Switch both spark sources ON crank engine by starter
motor until engine starts, look for oil pressure light
OUT followed by oil gauge rise. Run no longer than
15 seconds at idle with oil warning light ON! If still no
oil pressure, re-prime and start over.
Bring revs up to high idle. Pull choke OFF. Increase
revs slowly.
Run for a few minutes Shut down and top up oil
absorbed by dry engine.
Employ hydraulic lock check procedure, and restart
engine.
When oil temp comes into green or above 30 C, full
power permissible.
It is not recommended to exceed 3700 crankshaft
rpm.
WARNING:
Subsequent restarts should not require oil priming.
Hydraulic lock procedure must be employed prior to
ALL starts. Hydraulic lock is more prevalent with a hot
engine due to lower oil viscosity.
4-7.2 Normal Engine Start
Rotec now suggests a modified start-up sequence to
that outlined in the original manual:
1. Check that the drain cocks were left open from a
previous engine start. If they were left shut then
open them now and allow the oil to drain out
completely before proceeding.
2. Remove Warning Ribbons placed at shutdown.
3. Remove innermost spark plugs on lower
Cylinders (4 and 5 for R2800, 4, 5, 6 & 7 for
R3600).
4. Turn the Ignition/Magneto switches and the
Master Switch off – double check that it is OFF!
5. Very carefully hand prop the engine.
6. Once oil is drained replace the spark plugs and
close the intake drain cocks.
7. Engage starter motor a few seconds with DEAD
magnetos (i.e. both ignition systems turned off).
8. Switch magnetos on, start engine.
9. Before every subsequent restart, go to step 1.
The above, along with a recommendation to remove the
spark plugs from each of the lower cylinders prior to start up,
though inconvenient and at times a little messy, could just
save wrecking your day and your engine.
4-7.3 Engine Shut Down:
All radial engines by nature, when static or allowed to idle at
very low rpm’s for an extended period of time, tend to
accumulate excess oil in any area below the horizontal
centre line of the engine’s crank case. This is not a concern
during normal operation as oil is being slung around violently
by the internal works of the engine, leaving the scavenge
drain ports as the only available exits for the oil. The
following procedures will minimize that collection. This will
help reduce the chance of Hydraulic Lock (HL). HL can lead
to catastrophic engine failure.
1. Just prior to shut down it is recommended to run the
engine for a short period at 50% power or around
2000 RPM. This allows the scavenge pump to suck
out excess oil from the engine and thus minimizing
the amount of oil left trapped in the engine after shut
down.
2. Switches – OFF (all electrical except Ignition/Magneto
Switches).
3. Throttle – Idle.
4. Mixture to full lean.
5. Ignition/Magneto Switches - off.
6. Master Switch – OFF.
7. Auxiliary Electric Oil Scavenge Pump (optional
equipment) – ON for 10-15 seconds, then OFF.
8. Intake Drain Cocks – OPEN. After the conclusion of
each flight open the drain cocks and allow any oil
to drain.
9. Place Warning Ribbons to indicate drains are
open.
On subsequent re-starts the less oil in the engine the better
as the chance of hydraulic lock is greatly reduced.
Extended periods of Idling should be avoided as oil will not
only build up in the crank case but also the risk of cylinder
glazing is increased due to reduced piston ring pressure.
Open throttle approximately 1 inch. Turn on the Master
Switch, and the fuel pump – it should be heard operating at
this time. Allow a few seconds for fuel to be delivered to TBI.
Prime as needed. If the engine is recently run, it may not be
necessary. It is activated by pulling the primer knob. Depress
the starter button to start the engine. Once engine has
started release the button. Adjust the throttle to 700-1000
RPM. Check oil pressure in the “green“.
4-8. STARTING ENGINE WHEN HOT
Open throttle approximately 2 inches. Turn on the Master
Switch, and the fuel pump – it should be heard operating at
this time. Depress the starter button to start the engine.
Once engine has started release the button. Adjust the
throttle to 700-1000 RPM. Check oil pressure in the “green“.
4-9. STARTING ENGINE WHEN FLOODED
Open the throttle all the way. Turn on Master Switch, fuel
pump should be heard operating at this time. Depress the
start button. Once engine has started release the button.
Adjust throttle to a low and smooth RPM. Check oil pressure
in the “green“.
4-10. TAXIING
Before attempting to taxi the airplane, set up any lights and
equipment first. Fly the plane from the time it starts moving
until you shut it down. You make this easier by turning on the
electrical system, the avionics and fuel transfer systems prior
to taxiing.
When available, ground personnel should be instructed by
the pilot. Ascertain that the propeller back blast and taxi
areas are clear. Remove chocks.
Power should be applied slowly to start the taxi roll. Taxi a
few feet forward and apply brakes to determine
effectiveness. Always apply brakes lightly to avoid locking
them and inadvertently tipping the airplane forward and
striking the ground with the propeller. While taxiing, make
slight turns to ascertain effectiveness of steering. Use small
S-turns while moving on airport taxiways and making toward
runway always checking for other aircraft, equipment,
personnel and any hazards.
4-11. WARM-UP
Warm-up the engine at approximately 1000 RPM for not
more than 2 minutes in warm weather and 4minutes in cool
weather. Avoid prolonged idling at low RPM, as this practice
may result in fouled plugs.
Take-off may be made as soon as the before take-off
checks are completed, provided that the throttle may be
opened fully without backfiring or skipping, and without a
reduction in oil pressure.
Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel or any
loose material that may cause damage to propeller blades.
4-12. BEFORE TAKE-OFF CIGARRS CHECK
This is a last chance look to ensure aircraft is set up for flight
and the engine is operating correctly. Taxi to run-up area
and hold the brakes. Swing the control stick through a full
range of movement of all quadrants and insure the controls
are free of restriction. Now apply FULL AFT stick pressure.
Check your instruments for operation, and set the altimeter.
Check throttle is idle, carburetor heat is off, the fuel selector
is ON, aux fuel pump ON, check the fuel gauges and Tank
selector is set to both (gravity).
Set the Trim for Take-Off.
individually to insure both are operational. Bring throttle back
to normal idle RPM. Set the radio to the proper frequency for
take-off and make appropriate radio calls, check your
seatbelt, and proceed to take-ff.
4-13. TAKEOFF
Hold stick full aft and slowly apply full power. LEFT rudder is
going to be needed to keep aircraft tracking down centerline.
Ensure directional control is maintained. If at any time the
aircraft becomes unstable and is slow to respond to pilot
inputs, abort the takeoff. A ground loop situation will occur if
prompt action is not taken to straighten aircraft at the slowest
speed with the minimum of pilot induced inputs. Remember,
constant small control inputs rather than one big control
input. Allow aircraft to accelerate to approximately 25 MPH
and start releasing aft inputs and allow tail to fly off of
ground. Maintain a level attitude while accelerating. If the
aircraft hasn’t already become airborne by 50 MPH, pull
back slightly on control stick to get the main landing gear off
of the ground. Accelerate to 65 MPH and use this speed as
the climb-out speed.
4-14. CLIMB
Use 52 KTS (60 MPH) for best angle (Vx), 61 KTS (70 MPH)
KTS for best rate (Vy) and 70 KTS for cruise climb speeds.
4-15. CRUISE
Once the control stick is full aft with the brakes applied you
can attempt the “run-up”. Due to the nature of the brakes,
the plane may not hold. You may have to do the “mag
check” in the air by circling the field once and perform it on
the down-wind leg.
Set the throttle to approximately 2000 RPM, always checking
to see if the airplane is not creeping forward. Make a quick
reference to engine oil pressure, temperature, fuel pressure
and the ammeter. Cycle the Ignition and Magneto switches
Normal RPM for cruising is 3200-3450 RPM.
4-16. DESCENT
Make use of your best technique to obtain in-flight and
terminal area weather and landing information in preparation
for landing. I prefer the “WIRETAP” mnemonic. For a normal
descent to the airport a reduced power setting of 1500 RPM
can be used and the aircraft slowed to approximately 48-56
KTS (55-65 MPH) for fuel conservation, or keep power up
since cruise speed and pattern speed are close and once
power is reduced airspeed will drop rather quickly.
Remember to apply carburetor heat for extended descents
and/or engine speeds maintained at less than 2000RPM. Set
Mixture as required. The TBI needs proper mixture setting to
perform well.
4-17. APPROACH AND LANDING
Use your landing checklist and mnemonic, like C-GaMS-T.
Check that the carburetor heat on, insure the fuel selector is
on, as is the aux fuel pump in case you need to go around,
and check your fuel status. Transfer fuel as needed. Reduce
power to maintain airspeed around 55 MPH. Make sure the
mixture is RICH, trim is set for landing.
Fly the aircraft down final approach to the runway in an
appropriate attitude for your planned landing. Use either the
Wheel Landing or “three-point” technique to touchdown.
Maintain directional control. Bring throttle back to idle while
continuing to maintain directional control, and bring the stick
to full aft when appropriate. Let aircraft slow considerably (<
10 MPH) before applying brakes. Bring aircraft to a complete
stop on runway before taxiing to parking.
4-19. PARKING
Place wheel chocks ahead and behind both main tires, then
go right up to the engine. Open the Drain Cocks (use
caution, the engine is still hot!) and attach the Warning
ribbons. Perform the post shut down oil draining procedures
Secure control stick (if necessary) and tie down aircraft if left
outside for any period of time. Cover cockpit if a hangar is
not available.
4-20. STALLS
XXXXXXXX
4-21. TURBULENT AIR OPERATIONS
In keeping with good operating practice used in all aircraft, it
is recommended that when turbulent air is encountered or
expected, the airspeed be reduced to maneuvering speed or
less to reduce the structural loads caused by gusts and to
allow for inadvertent speed build-ups which may occur as a
result of distractions caused by the conditions.
4-22. WEIGHT AND BALANCE
4-18. STOPPING ENGINE
Just before shutting the engine down, as noted in paragraph
4-7.3 above, throttle up for a short time to help pump out the
dry sump. Turn off all electrical equipment, including the
lights. Bring the throttle to idle, pull mixture to OFF (full aft for
both controls) then push up the throttle to ~ 2000 RPM and
wait for the engine to stop. If the increased demand for fuel
does not cause the engine to stop, then turn off ignition
switches. Close Master Switch once engine has stopped.
THE ELECTRONIC IGNITION MUST BE TURNED OFF
BEFORE TURNING OFF THE MASTER SWITCH. FAILURE
TO DO SO MAY DAMAGE THE ELECTRONIC IGNITION
SYSTEM.
It is the responsibility of the owner and pilot to determine that
the airplane remains within the allowable weight vs. center of
gravity envelope while in flight. Section 6 provides the
information needed to calculate these. Notice that unless the
pilot weighs less than 300 pounds the weight and balance is
always within limits.
TABLE OF CONTENTS
SECTION 5 – PERFORMANCE
5-1. General
SECTION 5
5-2. Introduction to Performance and Flight Planning
5-3. Flight Planning Example
PERFORMANCE
5-4. Performance Benchmarks
(a) Average Takeoff Distance/Hard Surface
(b) Average Takeoff Distance/Soft Surface
(c) Average Rate of Climb/ Vx
(d) Average Rate of Climb/Vy
(e) Average Cruise Distance/Endurance
(f) Average Cruise Fuel Burn/75% RPM
(g) Glide Range
(h) Landing Performance/Ground Roll
SECTION 5 – PERFORMANCE
5-1. GENERAL
Performance data gathered for this aircraft have been
complied over the 40 hour test period and are derived from
non-standard atmospheric conditions, unlike those figures
from production aircraft. This aircraft is designed to fly in
day/night VFR conditions with little or no wind/turbulence.
5-2. INTRODUCTION TO PERFORMANCE AND FLIGHT
PLANNING
There are no charts or graphs computed (as of this
writing) to reference for flight data. These will be developed
as data is collected. Basic numbers used for testing are as
follows:
TAKEOFF PERFORMANCE 680 FT
LANDING PERFORMANCE 750 FT
STALL SPEED (CAS): Power Off 42 MPH
B. Takeoff and Landing
(1) Conditions at departure airport and weight are
computed as follows:
Runway Length
Weight Temperature
Wind/Direction ....
Runway Required (Takeoff)
Runway Required (Landing)
C. Engine start, Take-Off, Climb and Descent Fuel
(ESTOCD)
(a) The climb and descent segments are negligible for
local flying. As a safety margin, 2 gallons can be used as an
estimate. These need to be calculated for cross country
flights, if altitudes above 5,000’ are planned.
D. Cruise
(a) Cruise fuel flow is based upon the 75% power
operation of ~3200 RPM and is XX.X GPH. The cruise time
is found by dividing the cruise distance by the cruise speed
and the cruise fuel is found by multiplying the cruise fuel flow
by the cruise time.
MAXIMUM WEIGHT (Normal Category 1225 Lbs
EMPTY WEIGHT 829 Lbs
E. Total Fuel Required
(a) The total fuel required is the sum of C + D plus
required reserves.
MAXIMUM USEFUL LOAD 490 Lbs
WING LOADING - 4.88 lb/sq. ft.
POWER LOADING - 11.01 lbs. per hp
5-3. FLIGHT PLANNING EXAMPLE
A. Aircraft Loading
(1) Calculate weight and balance. See W&B data in
section 6.
EXAMPLE:
Departing – KAUW
Destination – KOSH
Total Distance
Cruise Power 3200-3450 RPM
Cruise Speed 74 KTS (85MPH)
Cruise Fuel Consumption x GPH
Cruise Time
Cruise Fuel (fuel consumption X cruise time)
ESTOCD fuel
5-4. PERFORMANCE PRODUCTS
(a) Takeoff Distance Hard Surface - Min/Max fuel
(b) Takeoff Distance/Soft Surface - Min/Max fuel
(c) Rate of Climb/ Vx - Min/Max fuel
(d) Rate of Climb/Vy - Min/Max fuel
(e) Cruise Distance/Endurance
(f) Cruise Fuel Burn/75% RPM
(g) Glide Range
(h) Landing Performance/Ground Roll - Min/Max fuel
SECTION 6 – WEGHT AND BALANCE
WEIGHT AND BALANCE DATA
Builder: Burt, Glenn B. III
Model: Sopwith Pup (L.R.T.)
Registration: N-6184
Serial Number: N6184
Gross weight: 1225 pounds
CG Range 49.645 – 55.795 inches
Datum is: Prop Flange
9. Leading edge of MAC – 35.5”
10. MAC (Mean Aerodynamic Chord) 61.5”
11. Right Main wheel weight (empty) 408#
12. Left main wheel weight (empty) 400#
13. Tailwheel weight (empty) 14#
RAMP WEIGHT EMPTY – 822 LBS.
RAMP WEIGHT FULL – 1225 LBS.
USEFUL LOAD – 403 LBS.
Most Aft Weight & CG
Item
Aircraft Empty
Oil (min oil)
Min FuelFuel-Aux Tank
Pilot
Aft storage
Total Weight
WT.(lb)
822.0
9.34
52.0
0
170.0
30.0
1,083.38
Arm (in)
477.72
34.0
34.5
50.0
84.5
94.0
Moment
CG
Moment (in.
#)
39,225.0
318.75
1,794.0
0.0
14,365.0
2,820.0
58522.75
54.02
Most Forward Weight & CG
1.
2.
3.
4.
5.
6.
7.
8.
Datum to Firewall – 28.5”
Datum to oil tank – 34.0”
Datum to forward/main fuel tank – 34.5”
Datum to main wheels – 44.5”
Datum to aux fuel tank – 50.0”
Datum to forward storage – 50.0”
Datum to pilot station – 84.5”
Propeller hub to tailwheel – 233.5”
Item
WT.(lb)
Aircraft Empty
Oil
Fuel-Main Tank
Fuel-Aux Tank
Pilot
Total Weight
822.0
22.5
60.0
0
170.0
1,070.5
Arm (in)
477.72
34.0
34.5
50.0
84.5
Moment
CG
Moment (in.
#)
39,225.0
765.0
2,070.0
0.0
14,365.0
56,425.0
52.51
Flight Test Weight & CG
Item
WT.(lb)
Arm (in)
Moment (in.
TABLE OF CONTENTS
#)
Aircraft Empty
Oil
Fuel-Main Tank
Fuel-Aux Tank
Pilot
Total Weight
822.0
22.5
60.0
90.0
170
1,164.5
477.72
34.0
34.5
50.0
84.5
Moment
CG
39,225.0
765.0
2,070.0
4,500.0
14,365.0
60,925.0
52.32
Notes:
1. The most forward and most aft CG limits are calculated
using the FAA -H-8083-1A, Aircraft Weight and Balance
Handbook, 2007.
SECTION 7 – DESCRIPTION AND OPERATION OF THE
AIRPLANE/SYSTEMS
7-1. The Airplane
7-2. Airframe
7-3. Engine and Propeller
7-4. Landing Gear
7-5. Flight Controls
7-6. Engine Controls
7-7. Fuel System
7-8. Electrical System
7-9. Pitot Static System
7-10. Instrument Panel
7-11. Finish
7-12. Emergency Locator Transmitter
7-13. Anti-Carburetor Ice System
SECTION 7 – DESCRIPTION AND OPERATION
OF THE AIRPLANE/SYSTEMS
7-4. LANDING GEAR
The two main wheels are 19 inch motorcycle tires
mounted on spoke rims.
7-1. THE AIRPLANE
The Airdrome Sopwith Pup is a single engine bi-plane of
aluminum and fabric construction. It has seating for one and
a 110HP engine.
7-2. THE AIRFRAME
The airframe is constructed of 6061T aluminum tubing
ranging from ½ inch to 2 inches, held in place with aluminum
gussets and stainless steel rivets. The firewall is constructed
of 35 thousandths aluminum sheet covered with 2000
degree neoprene impregnated fiber-cloth. The fabric
covering is medium weight aviation grade Dacron/polyester.
A modified Stewart System sealing and final painting was
used, as discussed in section 7-11. Hardware is AN grade
wherever possible.
Aerobatics are prohibited in this airplane since the structure
is not designed for aerobatic loads.
7-3. ENGINE AND PROPELLER
This Airdrome Sopwith Pup is powered by a seven
cylinder radial engine manufactured by Rotec Engineering,
rated at 110 horsepower at 3700 rpm. It is furnished with a
starter, a 35 ampere alternator which recharges the aircraft’s
12 volt system, a mechanical and an electrical auxiliary fuel
pump, and an oiled, automotive type carburetor air filter.
The exhaust system is made entirely of stainless steel and
is equipped with both a carburetor heat and a cabin heat
shroud.
The fixed pitch propeller is made from maple laminates.
The axles are supported by bungee chord at the axle-strut
box. A normal extension is 2 inches from the bottom of the
strut box when fully loaded on the ground. If more the 3
inches is noted, tighten the chords or add more bungee
chord.
Braking is provided by foot actuated levers to Tom O’Brien
made drum assemblies.
Always avoid sudden or abrupt bake application as this will
result in the possibility of a prop strike and subsequent
tipping over.
7-5. FLIGHT CONTROLS
A single control stick and independent rudder pedals are
provided as standard equipment, with a cable system used
between the control stick/rudder pedals and the surfaces.
The horizontal tail is split with a full-length, one piece
elevator at the trailing edge. A trim tab is provided.
Horizontal trim changes are done by adjusting the wheel
next to the left side of the seat.
The rudder is a single piece design with no rudder trim
available.
7-6. ENGINE CONTROLS
The engine is controlled by:
1. A single throttle located on the left side of the pilot seat. It
uses a reverse Bowden Cable. It is attached to the TBI with
a standard cable fitting. The throttle end is fitted by fork and
clevis to a lever which reduces the throw of the cable and
reverses the cable movement relative to the throttle. The
lever connects to the throttle by a turnbuckle.
2. A mixture control. The control cable is of solid wire design
with a positive screw lock on the TBI end and bent offset
inside of throttle quadrant.
The throttle regulates the amount of air flow to the Rotec
TBI. A friction lock is provided. The mixture regulates the fuel
metered via laser drilled jets on the fuel bar.
7-7. FUEL SYSTEM
Fuel is stored in two tanks. The main is a 10.5 gallon tank
(10 gallons useable) which is secured aft of the firewall
wedged between the upper fuselage members and
aluminum rails made of L stock fixed with rivets. The
Auxiliary tank is a 15.5 gallon tank (15.0 usable) secured
behind the main, separated by fuel resistant foam cushions.
The filler necks are equipped with non vented caps. The
main tank is directly vented and feeds the engine. The
auxiliary tank indirectly vents through an interconnection at
the top front of the aux tank, joined with the fuel sight gauge
tubing. The left sight gauge reads the main tank, while the
right reads the Aux.
The fuel ON/OFF selector is located in the cockpit, just in
front of the Trim and Throttle Quadrant mounting panel and
is clearly marked.
Fuel feed is by a Fuel Transfer Selector valve. It can select
Gravity to the main, pumped by a 12V Facet pump, or OFF.
The fuel system has an auxiliary fuel pump in line between
the Fuel ON/OFF Selector and the Gascolator, which feeds
the engine mechanical fuel pump. This pump should be ON
for take-off and landing, and may be left on for the duration
of the flight if so desired. If this pump fails, gravity will
continue to feed the tank in all but the most extreme nose
up/down conditions. The circuit protection for the fuel pump
is on the instrument dashboard along with the fuel quantity
indicator.
The main fuel filter is located on the left forward portion of
the fuselage and is easily accessible through an inspection
plate just aft of the firewall. Check this after running a tank of
fuel for contamination. Replace as necessary. This aircraft is
equipped with three fuel drain/strainers. The Main Tank
drains from a fitting mounted just behind the firewall and
inboard of the gascolator drain. The aux tank drain is just
port of midline between the gear, while the fuel transfer
system drain is just to starboard.
There is a vent overflow tube which comes from the tank
standpipe to the airstream by the right front cabane of the
aircraft in case of over pressurization during ascent and to
prevent tank collapse during descent.
7-8. ELECTRICAL SYSTEM
This aircraft is equipped with a 12 volt system, using a 35
AMP alternator to maintain the charge on the battery. The
battery is a dry cell unit and is mounted in the forward right
section of the interior, just aft of the firewall.
There is a master relay, and a starter relay that is part of the
electric starter. A common grounding block has been
installed and most of the electrical components are
grounded through this block. There is a Master Buss, which
controls power to all systems. This fused block is the primary
distribution source for equipment with electrical loads and is
located on the right side of the cockpit.
Standard electrical accessories include a starter, auxiliary
fuel pump, fuel transfer pump, accessory plug-in (under the
instrument dashboard), cockpit lighting, ammeter, voltmeter
navigation and strobe lights.
7-9. PITOT STATIC SYSTEM
This is an open cockpit aircraft, but the altimeter and
airspeed indicator are connected pitot static line that goes to
a static port on the right forward interplane strut. The pitot
tube is part of this same unit.
7-10. INSTRUMENT PANEL
The instrument panel is designed to accommodate
instruments and avionics equipment for VFR flights.
This panel is equipped with a compass, a tachometer, an
airspeed indicator, an altimeter, oil pressure and
temperature, EGT, CHT, an ammeter, a volt meter, and a
turn indicator.
The Master Switch is located on the left lower portion of the
instrument panel. It is Pull-On/Push-Off. Start/ignition switch
is just inboard of the Master Switch. Circuit breakers for
associated equipment are also located on the electrical
panel, mounted on the right side of the cockpit. The ELT
enunciator is on the right side of the cockpit, aft and
outboard of the fuel selector panel.
7-11. FINISH
The aircraft fabric is Dacron applied in a Stewart Systems
method. The fuselage, wheels and tail empennage are
covered in this method. They are painted with Behr-Ultra
Latex-based paints in custom colors which include black, a
cloth color similar to Sun Valley Ivory, and PC-10, insignia
red, insignia white and blue. Only use Latex-based paint for
touch-ups/repair. Only use pre-shrunk Dacron fabric and
Stewart Systems adhesive or 3-M “Green” cement to patch
holes/tears.
The Aluminum tube Cabane and Interplane Struts are
covered with 10 mil maple sheathing attached to a tin sheet
with an adhesive ply, made by All Metal Stamping, Inc. The
cockpit Turtle Deck is covered in the same fashion. This
sheathing is stained and sealed with urethane.
The landing gear struts, forward fuselage tubing, cockpit
area formers, the back of the firewall and elevator struts are
covered with Gripper primer and finished with various colors
of Behr Ultra latex-based paint. The colors are custom
mixtures of black, brown, and red-brown.
The cowl, cowl cheeks sheet metal, covered with Gripper
primer and finished with Aluminum colored Krylon brand
spray paint.
7-12. EMERGENCY LOCATOR
required for single seat aircraft).
TRANSMITTER
(not
The ELT is located behind the pilot seat on a rack below
the turtle deck and is secured with a retaining strap for easy
battery swap-out. A battery replacement date is marked on
the transmitter to comply with FAA regulations; the batteries
must be replaced/recharged on or before this date. The
batteries must also be replaced if the transmitter has been
used in an emergency situation or if the accumulated test
time exceeds one hour, or if the unit has been inadvertently
activated for an undetermined amount of time. Instructions
on how to use this unit are in the supplemental equipment
file.
NOTE
If for any reason a test transmission is
necessary, the test transmission should
be conducted only in the first five
minutes of any hour and limited to three
audio sweeps. If the test must be made
any other time, the tests should be
coordinated with the nearest FAA tower
or flight service station.
7-13. ANTI-CARBURETOR ICE SYSTEM
If engine roughness is experienced in-flight, the most likely
cause is ice forming in the Throttle Body Fuel Injector or the
intake manifold. The Carburetor Heat feature is activated by
a pull cable. Pulling the cable handle operates a flapper
valve in a plenum which causes the intake to receive heated
air from a shroud on the exhaust manifold, delivering it to
back of the Throttle Body Fuel Injector. If the engine regains
normal smoothness, flight may be continued safely. If there
is no, or inadequate effect, descend to a lower altitude to find
warmer air. If the engine recovers, it is safe to continue at
this lower altitude. Consider landing as soon as practical.
TABLE OF CONTENTS
SECTION 8 - HANDLING, SERVICING &
MAINTENANCE
8-1. General
8-2. Airplane Inspection Periods
8-3. Preventative Maintenance
8-4. Airplane Alterations
8-5. Ground Handling
8-6. Brake Service
8-7. Landing Gear Service
8-8. Propeller Service
8-9. Oil Requirements
8-10. Fuel System
8-11. Tire Inflation
8-12. Battery Service
8-13. Cleaning
SECTION 8 – HANDLING, SERVICICING &
MAINTENANCE
8-1. GENERAL
This section provides guidelines relating to the handling,
servicing, and maintenance of the Sopwith Pup. As a
homebuilt aircraft, the technical data used in the building
process is derived from assembly instructions and accessory
part instructions and owner ingenuity.
This is an EXPERIMENTAL category aircraft which allows
the owner with the maintenance certificate to do all
maintenance on the aircraft. There will be instances, like
engine overhaul, which will require the expertise of others.
Any time any work is done to the aircraft an entry must be
made in the appropriate logbook. The entry should contain:
(a) The date of the work accomplished
(b) Description of the work
(c) Number of hours on the aircraft
(d) Signature of the individual doing the work
8-4. AIRPLANE ALTERATIONS
8-2. AIRPLANE INSPECTION PERIODS
8-5. GROUND HANDLING
It is recommended that a 50 hour inspection be conducted
(1000 TBO). A descriptive checklist (work card) for every
inspection is recommended. Inspection should include
pulling off the engine cowl and all inspection plates to
include the dish inspection plates. A wire by wire inspection
will be completed, checking soundness of wires and all
attachment points. All nuts/bolts will be checked for security.
This includes all strut/cabane bolts, wheel nuts, tail wheel
assembly, all clevis pins and cotter pins as well as all
turnbuckles and there safety wires. Special attention will be
given to control surface attachment points, at both ends and
engine mount attachment points.
Functional checks of all systems will be conducted. Any
binding or looseness will be fixed on the spot. Worn out
hardware will be replaced with new hardware. Anytime the
propeller is pulled off insure the bolts are properly torqued
and safety wired.
Consider a spectrographic analysis of the engine oil
approximately every 100 hours.
8-3. PREVENTATIVE MAINTENANCE
a. Towing
The aircraft may be moved on the ground by use of a tail
wheel towing device.
b. Hand Carting
There are two handholds, one on each side of the fuselage
about mid-ship. These are to be used when moving the
aircraft short distances. Ensure areas ahead of aircraft have
been cleared or have a spotter clear area before moving
forward as visibility is limited. Always ensure there is
adequate wing-tip clearance and that the top wing will not hit
any low hanging obstructions.
c. Taxiing
Before attempting to taxi the airplane, ground personnel
should be instructed by the owner. Engine starting and shutdown procedures as well as taxi techniques should be
covered. When it is ascertained that the propeller back blast
and taxi areas are clear hold control stick full aft; power
should applied to start taxi roll, and the following checks
should be performed:
(1) Taxi a few feet forward and apply brakes to determine
their effectiveness.
(2) While taxiing, make slight turns to ascertain the
effectiveness of steering.
(3) Observe wing clearance when taxiing near buildings
or other stationary objects. If possible, station an observer
outside the airplane.
(4) When taxiing over uneven ground, avoid ruts and
holes.
(5) Do not operate the engine at a high RPM when
running up or taxiing over ground containing loose stones or
gravel or any material that may be drawn up by the prop
wash and injure people or damage the propeller, the plane
or even the pilot.
d. Parking
When parking the airplane, be sure that it is sufficiently
protected from adverse weather conditions and that it
presents no danger to other aircraft. When parking the
airplane overnight or any length of time, it should be secured
tightly. This aircraft should always be hangared indoors. The
elements will ruin the finish if left outside for any period of
time and birds and insects will infiltrate all the openings. The
lightweight construction will leave it venerable to severe
damage in high wind conditions; no matter how well it is tied
down….it will fold like an umbrella!
housings.
8-7. LANDING GEAR SERVICE
Check the condition of the bungee supports for wear or rot.
Replace as necessary with aviation grade bungee chord.
The distance from the axle to the bottom of the axle box
should be no more that 2-3 inches from the bottom when
fully loaded. Ensure both left and right sides are suspended
the same distance. Check axle nuts and cotter pins prior to
each flight.
The tail wheel assembly should be checked for security
and wear. The possibility of dirt and debris getting jammed in
the turning arms is real, especially when operating off of soft
fields. Be sure tire is properly inflated as needed, that
steering springs and attachment points are sound.
8-8. PROPELLER SERVICE
The nuts and backing plate should be inspected
frequently. Before each flight the propeller should be
inspected for nicks and scratches. If found, they should be
repaired by a rated mechanic, since a nick or scratch causes
an area of increased stress which can cause serious cracks
or loss of the propeller. Clean and wax the propeller
periodically with automotive finish wax. Always ensure
propeller is horizontal with ground when stopped to prevent
moisture build-up in the wood.
8-6. BRAKE SERVICE
The brake system is serviced with only DOT 5 fluid. Do
not use any other type or it will render the MC-7 brake
handle/master cylinder inoperative. Check disks/blocks
periodically. This aircraft weighs only 1000lbs. fully loaded
so the brakes should stand up to many years of service
without repairs. If brakes become mushy, bleed and service.
Check metal suspension straps for warping and security.
Also periodically check hex bolts that secure brakes to axle
8-9. OIL REQUIREMENTS
The oil requirement for this engine is 8 quarts and the
minimum safe quantity is 5 quarts. It is recommended that
the oil be drained and renewed every 50 hours after the first
25 hours.
The following grades are recommended:
Shell Advance VSX4 10W-40 For cold conditions
where the oil temp will be lower than 120 C
Shell Advance VSX4 15W-50 for standard operating
conditions where oil temp will be above 120 C
Alternate oils - Must be a semi synthetic (for 4 stroke
motorcycles) and multi-grade. The built in gear additives are
used to withstand the high stresses in the reduction gearbox.
The following oils fall within the specification required:
Castrol GPS4 SAE 10W-50
Yacco MVX Synthetic SAE 15W-50
Valvoline Dura Blend Synthetic SAE 10W-40
Penzoil Motorcycle Motor Oil SAE 20W-50
Pro Honda HP4 SAE 20W-50 SJ
wheel. The current installation is a solid tire.
8-10. FUEL SYSTEM
8-13. CLEANING
(a) Servicing Fuel System
At every 50 hour inspection, the fuel filter must be checked
for contamination. If any dirt or discoloration is evident,
replace filter.
(b) Fuel Requirements
The minimum grade fuel for this engine is 95 Octane
Premium Auto Gas, or 110LL AVGAS. When using
automotive fuel, ensure that it is Premium unleaded auto
gas, without ethanol.
8-11. TIRE INFLATION
The maximum tire pressure is 32 psi for the main landing
gear. It is recommended to keep pressure in the 23-25 psi
range. This will reduce the tendency to have a hard bounce
on landing. The valve stem for the main tires is located
behind the covered wheel inspection plate on the outside
portion of the covered wheel assembly.
Follow manufactured recommended inflation psi for the tail
8-12. BATTERY SERVICING
Access to the 12 volt battery is either through the cockpit
or the left cheek/ inspection panel on the forward portion of
the fuselage. The mount is an aluminum cover that secures
the battery to the mounting plate. The battery does not need
water as it is a solid gel type battery.
If the battery is not up to charge, connect it to a charger
designed for ‘gel-cell’ batteries. These have programmed
charging. Quick charges are not recommended.
Mild solvents and water can be used to clean exterior. Dust
is easily cleaned off of surfaces using a tack rag. If using
water around pitot tube, ensure the end is covered with a
“REMOVE BEFORE FLIGHT” cover and banner. Do not
spray water in or around cockpit area.
TABLE OF CONTENTS
SECTION 10 – OPERATING TIPS
SECTION 9 – SUPPLEMENTS
TABLE OF CONTENTS
FAR 91.125 – ATC LIGHT SIGNALS
None at present
ATC light signals have the meaning shown in the following
table:
Color and type of
signal
Steady Green
Flashing Green
Steady Red
Flashing Red
Flashing White
Alternating Red
and Green
Aircraft on
surface
Cleared for
Takeoff
Cleared to Taxi
Stop
Taxi clear of
runway in use
Return to starting
point on airport
Exercise extreme
caution
aircraft in flight
Cleared to Land
Return for Landing
Give way to other
aircraft and
continue circling.
Airport unsafe—do
not use
N/A
Exercise extreme
caution
COMPASS HEADINGS, VFR UNDER 18,000 FT
COURSE
0-179 degrees
180-360 degrees
ALTITUDE
Odd thousand + 500
Even thousand + 500