Curtin Flying Club

*All information to be used as a guide only. Pilots should refer to the aircraft manual for accurate figures* VH - ARQ P2010 MKII Member Guide General Overview VH - KXW VH - ARQ

Basic Empty Weight 791.9 kg 791.0 kg

MTOW 1157 kg 1160 kg Max. Fuel + Payload 365.1 kg 369 kg

Engine IO360 (180hp @ 2700RPM) IO390 (215hp @ 2700RPM)

Propeller 2 Blade Aluminium Fixed Pitch 3 Blade Composite Variable Pitch

Performance @ 3000’ ISA* - 75% 117kts @ 39L/Hr 130kts @ 50L/Hr - 65% 111kts @ 34L/Hr 125kts @ 43L/Hr

Fuel Capacity 201L Usable 231L Usable Cabin Width 0.94 m 1.14 m

Cabin Length 1.42 m 2.30 m

*Refer to applicable POH for exact cruise performance figures* Weight Limitations

Maximum Takeoff Weight 1160kg

Maximum Landing Weight 1160kg

Maximum Baggage Compartment 40kg Airspeed Limitations

VNO 132 KIAS

Takeoff & Climb Approach Speeds VNE 169 KIAS

VA 120 KIAS VR 58 KIAS VFE (Flaps T/O & FULL) 91 KIAS

VGlide 84 KIAS VY 86 KIAS VRef (Flaps T/O & FULL) 75 KIAS

VSO 47 KIAS VX 77 KIAS VRef (Flapless) 78 KIAS

VS1 57 KIAS Flight Controls

The aircraft flight controls are operated through conventional stick and pedals. The horizontal stabiliser is an all-moving type which provides the combined function of a stabiliser and traditional elevator. The entire aerofoil rotates to provide pitch control and is controlled via push-pull rods The are Frise type ailerons which operate differentially via a combination of push-pull rods and cables. A traditional rudder is located on the tail of the aircraft and is controlled by rudder pedals

Flight Controls Rudder

Stabilator Up 6°; Down 17° Control Surface Travel Ailerons Up 19°; Down 14 ° Rudder RH 25°; LH 25° Trim Systems

Pitch trim is provided by a pilot controlled trim tab located on the stabilator. The trim can be adjusted by a mechanical control wheel located between the front seats or via Manual Electric Trim (MET) buttons located on the pilot control wheel.

For the MET system to be operational, the Trim Disconnect switch must be switched on.

In the event of un-commanded trim, MET can be disabled quickly by: • Holding A/P disconnect switch on the control wheel (temporarily interrupts). Trim Controls MET Switches • Switching the Trim Disconnect switch off. (Disables) It is a requirement that the MET system be tested on the ground appropriately before being used in flight. EIS MFD: Engine

Rudder trim is also provided by an electrically actuated trim tab. This tab is pilot adjustable via a three position rocker switch.

Aileron trim can be adjusted on the ground by maintenance personnel via a small fixed trim tab located on the right .

All trim settings are displayed on the G1000 under the Engine Indicating System or on the Engine page on the MFD. The takeoff / neutral positions are indicated by a centred line Flaps

The aircraft flaps are located on the inboard section of each wing and has three settings named: UP (0º), T/O (20º) and LND (40º)

Flap Extension Speed is 91kts for all flap settings

Flaps are electrically operated by a three position switch on the instrument panel. When selected, the flaps will automatically move to the selected setting.

The current setting is displayed alongside the trim tab settings on the G1000 EIS or on the MFD Engine Page.

As the name suggests, the T/O setting should be used for takeoff and the LND setting should be used for landing.

Be aware that any reduced setting will increase takeoff distance by EIS Column approximately 20% and the landing distance by approximately 25%.

When retracting flaps airborne after takeoff or a go-around, pilots must ensure the airspeed is above the safe retraction speed of 73kts.

MFD: Engine Page Engine Controls Engine Controls

Engine handling is via three levers: Throttle, RPM and Mixture Control Lever.

The throttle lever is used to control the manifold pressure, indicated on the G1000. High manifold pressure indicates a large volume of fuel/air mixture is being supplied to the engine, low manifold pressure means less.

The RPM lever is used to set engine RPM, also indicated on the G1000. A selected RPM is held constant by the governor, irrespective of airspeed and throttle changes. Moving the lever forward increases RPM (finer pitch), moving it backwards decreases RPM (coarser pitch).

The mixture lever controls the fuel/air mixture being supplied to the engine. Moving the lever forward enriches the mixture, moving it backwards leans the mixture. Fuel flow is indicated on the EIS whilst EGT is shown on the MFD Engine Page. Alt. Static Port + Friction Control A friction control for the levers is located on the left side of the centre console.

An engine Alternate Air knob is located on the central pedestal. When the Manifold Pressure knob is fully pulled outward, fuel injectors receive maximum hot air. During normal operation, the knob is set in OFF position.

Engine RPM Power Setting Guide

On the ground, the RPM lever should be set to the Max RPM position. As the Best Economy (Peak EGT) propeller blades will be on the full fine pitch stops, the engine will behave similar • Slowly pull the mixture control lever back towards LEAN until the engine starts to run to a fixed pitch propeller, with changes in throttle directly affecting RPM. roughly. • Then push the mixture control lever forward For takeoff and landing, the RPM lever must also be in the Max RPM position to just far enough to restore smooth running. ensure that maximum power is available. EGT should be at a maximum.

Once established in the climb and at a safe altitude, power should be reduced to Best Economy mixture may only be used with less than 75% power settings a climb power setting to preserve engine life.

Best Power (100ºF Rich of Peak EGT) 25”of MAP and 2500RPM can be used as a guide. • Lean according to Best Economy • Mixture should then be enriched until the Cruise power settings can be selected from the cruise performance tables in the EGT is approximately 100ºF lower than Peak aircraft flight manual. As a guide, power settings above 75% should not be used EGT for continuous cruise. RPM should be between 1800-2400RPM. Mixture should be leaned according to Best Economy or Best Power.

For descent, Throttle and RPM should be reduced as required. When arriving in When increasing power, adjust in order: the circuit area, throttle should be used to reduced speed below Vfe and thence Mixture, Prop then Throttle maintain Vref. RPM can remain fixed at the cruise/descent setting. When decreasing power, adjust in order: Before landing, the RPM lever must then be set in the Max RPM position to Throttle, Prop then Mixture ensure maximum power is available in the event of a go-around. Brakes and Ground Steering

Braking is achieved via independent hydraulically actuated brake system on each of the main wheels.

By applying pressure to the rudder pedals, a master cylinder on each pedal supplies hydraulic pressure to each brake, via lines Differential Brake System connected to an inlet on the caliper.

Once pressurised by the toe pedals, a parking brake valve can be operated to hold the brakes. The knob is on the cockpit central pedestal next to the pilot’s feet. Pull the knob backwards whilst holding toe brake pressure to set.

The aircraft nose wheel is a non-steerable, free castering nose Parking Brake Knob wheel. Meaning that the wheel is free to rotate in any direction and does not provide any directional control.

Ground steering is therefore achieved primarily through a combination of differential braking and the rudder (provided slipstream airflow is sufficient).

In the landing rollout, if airflow is not sufficient over the rudder, careful differential braking may be required to maintain direction.

Free Castering Nose Wheel Fuel System Fuel sump and drain point

The aircraft has two integrated fuel tanks of 115.5L useable capacity each.

Total useable fuel is 231L (9L unusable). Approved fuel is AVGAS 100LL

There are three fuel drain points with one located under each wing and one under the engine.

The fuel selector valve has three positions: Left, Right & Off. The selector should be switched throughout flight to compensate for the asymmetric fuel consumption. The fullest tank should be selected for takeoff and landing. Auxiliary fuel pump switch The engine is equipped with a mechanical engine driven pump (primary). An additional electric driven fuel pump (auxiliary) is also provided and is activated by a switch in the cockpit.

The electric fuel pump must be used for engine priming + startup, takeoff, landing and whenever switching tanks.

Fuel Selector Electrical System

Primary DC power is provided by an external alternator (referred to as generator) with a 28 VDC output, rated to 70 Amps @ 2700 rpm. During normal operations, it recharges the battery.

Secondary DC power is provided by a lead type battery which Battery and Generator Switch provides approximately 30mins of backup power in the event of an alternator failure.

The switch between the energy sources is automatic and no action is required in order to activate the alternate energy source.

The dedicated standby instruments are powered by their own internal battery which will provide at least 1 hour of runtime assuming charge is >80%

Each electrically fed instrument is connected to a dedicated circuit breaker which protects the cable from the battery bus to the associated electric equipment.

Circuit Breaker Panel Autopilot Lateral Mode AP ON Vertical Mode Armed Mode

The aircraft features the GFC 700 autopilot. It is integrated with the G1000 to provide the pilot with an extremely capable and sophisticated flight control system. It utilises 1 Roll servo, 1 Pitch servo and 1 Pitch trim servo to follow steering commands set by the Flight Director displayed on the PFD. No Yaw or Rudder Trim Tab control is offered via the autopilot system.

The Flight Director (FD) must be switched on for the autopilot to be functional. Once the desired modes have been selected, the Autopilot can be switched on by pressing the AP button on the control panel For the Roll/Pitch/Pitch Trim Servos to be operational, the Autopilot Master and Trim Disconnect switches must be ON.

Disengaging the autopilot can be achieved by: Autopilot Controls • Pressing the A/P disconnect switch on the control wheel. • Pressing both MET switches. • Pressing the AP key on the G1000 • Switching OFF the Autopilot Master Switch • Pulling the A/P & Pitch Trim circuit breakers

WARNING: Pilots must not attempt to manually manipulate the aircraft controls if the Autopilot is operating. Attempting to do so can cause the system to “trim against you”, quickly resulting in an extreme out of trim condition that may be difficult to control.

For full autopilot system functionality and guidelines for use, refer to the applicable operating manual. Pilots must be familiar with system operation and emergency procedures before use.

Autopilot Master & Trim Disconnect Switches Roll Engagement Limits Electronic Stability & Protection (ESP) Engagement Low Threshold +/- 45º Engagement Upper Threshold +/- 75º Lower Disengage Threshold +/- 30º The Garmin GFC 700 autopilot is equipped with an automatic flight envelope protection feature called Electronic Stability and Protection. Pitch Engagement Limits

Nose Above the Horizon ESP continuously monitors the aircraft whenever the pilot is hand flying and if Engagement Low Threshold +15º the pilot deviates outside of pre-defined parameters, it will automatically engage one or more of the autopilot servos, to prevent the aircraft from Engagement Upper Threshold +18º exceeding the normal flight envelope. The system works by applying a gradual Lower Disengage Threshold +12º correcting force to the controls in order to nudge the pilot into avoiding the Nose Below the Horizon extreme limits. Engagement Low Threshold -15º Engagement Upper Threshold -20º Whilst ESP operates using the same sensors, processors, and actuators as the Lower Disengage Threshold -13º GFC 700 autopilot, it is basically a separate function operating in the background whenever the pilot is hand-flying the aircraft.

The ESP feature will only function with GPS available, A/P MASTER SWITCH ON (but autopilot not engaged) and aircraft above 200ft AGL. These double hash marks on the roll indicator indicate the AoB engagement limit The presence of these double hash marks are a clear sign that ESP is available By default, ESP will be automatically enabled at system startup. To temporarily ESP gradually increases the righting force as override any ESP servo control inputs in flight, press and hold either the CWS or deviation increases beyond the engagement limits Autopilot Disconnect switch on the control wheel. Upon releasing the CWS or AP DISC switch, ESP force will again be applied, provided aircraft attitude and/ or airspeed are within their respective engagement limits.

Engagement limit ESP can be permanently disabled for the flight via the MFD Aux System page

Refer to the aircraft operating manual for more information regarding ESP operation Kind of Operation Equipment List

The following is an extract from the operating manual.

Additional equipment may be required in CASA regulations. The pilot is responsible for meeting the relevant requirements.

EIS Column MFD: Engine Page Weight and Balance Data

The following has been interpreted from the operating manual for VH-ARQ

Item Weight (kg) Arm (mm) Moment

BEW 791.0 279 221005

Row 1 280

Row 2 1057

Baggage 1599

ZFW

Fuel 612

TOW

Max Baggage: 40kg Max Fuel 231L MTOW: 1160kg

To determine the CoG position using Arm, use the provided table or Use the provided chart to determine the CoG with reference to %MAC

Center of Gravity Limits provided in m (Arm) and as a percentage of Mean Aerodynamic Cord (MAC)