SHARK UL AIRCRAFT MAINTENANCE MANUAL 02.02
SHARK.AERO
Aircraft MAINTENANCE MANUAL
Aircraft MAINTENANCE MANUAL
Aircraft MAINTENANCE MANUAL
AIRCRAFT MAINTENANCE MANUAL
Model: Shark UL
Serial number:
Registration:
Owner: ......
......
......
Manufacturer – stamp and signature: SHARK.AERO s.r.o., Letisko Senica, Hlboké 406, 90631 SHARK.AERO CZ, Mlada 837, 68725 Hluk
Aircraft MAINTENANCE MANUAL
GENEREAL
LIST OF THE REVISIONS AND THE REPAIRS
Ordinal Numb er of It concerns to Date of issue: Signature : No. document - bulletin pages No.
Aircraft MAINTENANCE MANUAL
LIST OF EFFECTIVE PAPERS
Sec. Page Date Sec. Page Date Sec. Page Date Sec. Page Date Sec. Page Date i 02/2012 1-39 02/2012 2-27 02/2012 3-39 02/2012 1-40 02/2012 2-28 02/2012 3-40 02/2012 1-41 05/2016 2-29 02/2012 3-41 02/2012 1 1-1 02/2012 1-42 02/2012 2-30 02/2012 3 3-1 02/2012 3-42 02/2012 1-2 02/2012 1-43 02/2012 2-31 02/2012 3-2 02/2012 3-43 02/2012 1-3 02/2012 1-44 05/2016 2-32 02/2012 3-3 02/2012 3-44 02/2012 1-4 05/2016 1-45 11/2015 2-33 02/2012 3-4 02/2012 3-45 05/2016 1-5 02/2012 1-46 02/2012 2-34 02/2012 3-5 02/2012 3-46 02/2012 1-6 02/2012 1-47 02/2012 2-35 02/2012 3-6 02/2012 3-47 02/2012 1-7 02/2012 1-48 02/2012 2-36 02/2012 3-7 02/2012 1-8 02/2012 1-49 02/2012 2-37 02/2012 3-8 02/2012 1-9 11/2015 2-38 02/2012 3-9 02/2012 1-10 11/2015 2-39 02/2012 3-10 02/2012 4 4-1 02/2012 1-11 02/2012 2-40 02/2012 3-11 02/2012 1-12 11/2015 2-41 02/2012 3-12 02/2012 1-13 11/2015 2 2-1 02/2012 2-42 02/2012 3-13 02/2012 1-14 02/2012 2-2 02/2012 2-43 02/2012 3-14 02/2012 1-15 02/2012 2-3 02/2012 2-44 02/2012 3-15 02/2012 1-16 05/2016 2-4 02/2012 2-45 02/2012 3-16 02/2012 1-17 02/2012 2-5 02/2012 2-46 05/2016 3-17 02/2012 1-18 02/2012 2-6 02/2012 2-47 02/2012 3-18 02/2012 1-19 02/2012 2-7 02/2012 2-27 02/2012 3-19 02/2012 1-20 02/2012 2-8 02/2012 2-28 02/2012 3-20 02/2012 1-21 02/2012 2-9 02/2012 2-29 02/2012 3-21 02/2012 1-22 02/2012 2-10 02/2012 2-30 02/2012 3-22 02/2012 1-23 02/2012 2-11 02/2012 2-31 02/2012 3-23 02/2012 1-24 11/2015 2-12 02/2012 2-32 02/2012 3-24 05/2016 1-25 02/2012 2-13 02/2012 2-33 02/2012 3-25 02/2012 1-26 02/2012 2-14 02/2012 2-34 02/2012 3-26 02/2012 1-27 11/2015 2-15 02/2012 2-35 02/2012 3-27 02/2012 1-28 02/2012 2-16 02/2012 2-36 02/2012 3-28 02/2012 1-29 11/2015 2-17 02/2012 2-37 02/2012 3-29 02/2012 1-30 11/2015 2-18 02/2012 2-38 02/2012 3-30 02/2012 1-31 11/2015 2-19 02/2012 2-39 02/2012 3-31 02/2012 1-32 11/2015 2-20 02/2012 2-40 02/2012 3-32 02/2012 1-33 11/2015 2-21 02/2012 2-41 02/2012 3-33 02/2012 1-34 02/2012 2-22 02/2012 2-42 02/2012 3-34 02/2012 1-35 02/2012 2-23 02/2012 2-43 02/2012 3-35 02/2012 1-36 11/2015 2-24 02/2012 2-44 02/2012 3-36 02/2012 1-37 02/2012 2-25 02/2012 2-45 02/2012 3-37 02/2012 1-38 11/2015 2-26 02/2012 3-38 02/2012
Aircraft MAINTENANCE MANUAL
CONTENTS
1. Technical description...... 1-1 1.1. Basic and general descriptions ...... 1-1 1.1.1. Designation ...... 1-1 1.2. Basic Technical data ...... 1-2 1.2.1. Airplane views ...... 1-2 1.2.2. Three – view drawing ...... 1-3 1.2.3. Basic dimensions ...... 1-4 1.2.4. Tires-inflation ...... 1-4 1.2.5. Weights ...... 1-4 1.2.6. Operating limitations ...... 1-4 1.2.7. Operation fillings ...... 1-4 1.3. Technical description of the plane ...... 1-5 1.3.1. Airframe Technology ...... 1-6 1.3.2. Fuselage ...... 1-7 1.3.3. Wing ...... 1-8 1.3.4. Tail ...... 1-11 1.3.5. Cockpit canopy ...... 1-12 1.3.6. Landing gear ...... 1-13 1.3.7. Control systems ...... 1-19 1.3.8. Instrument panels ...... 1-23 1.3.9. Engine ...... 1-30 1.3.10. Propeller ...... 1-33 1.3.11. Engine bed ...... 1-37 1.3.12. Fuel system ...... 1-38 1.3.13. Engine lubrication system ...... 1-39 1.3.14. Engine cowlings ...... 1-40 1.3.15. Engine control system...... 1-41 1.3.16. Exhaust system ...... 1-42 1.3.17. Heating ...... 1-43 1.3.18. Engine cowlings control ...... 1-44 1.3.19. Electric system...... 1-44 1.3.20. Pitot-static system ...... 1-45 1.3.21. Rescue system ...... 1-46 1.3.22. Placards...... 1-48 2. Operation ...... 2-1 2.1. Operation outlines ...... 2-1 2.2. Airplane assembly ...... 2-1 2.2.1. Wing ...... 2-1 2.2.2. Horizontal tail unit ...... 2-6 2.2.3. Vertical tail unit ...... 2-8 2.2.4. Flat tire change ...... 2-12 2.2.5. Motorcowlings removing and installing ...... 2-19 2.2.6. Instrument panel opening ...... 2-20 2.2.7. Seat remove ...... 2-21 2.2.8. Parachute ...... 2-28 2.2.9. Canopy ...... 2-32 2.3. Leveling ...... 2-34 2.4. Measurement of control surfaces ...... 2-37 2.4.1. Required deflections ...... 2-37 2.4.2. Weight and static moments ...... 2-37 2.4.3. Friction in control system and flaps operating force ...... 2-39 2.5. Permissible Tolerances ...... 2-40
Aircraft MAINTENANCE MANUAL
2.6. Weighing the airplane and C.G. calculation ...... 2-41 2.6.1. Empty weight determination ...... 2-41 2.6.2. Operating C. G. range calculation ...... 2-41 2.7. Fuel tank tightness ...... 2-41 2.8. Pitotstatic system tightness ...... 2-42 2.9. Ground Operation ...... 2-43 2.9.1. Assembling for transportation and hangaring – Wing and stabilizer dismounting ...... 2-43 2.9.2. Parking and mooring ...... 2-43 2.9.3. Mooring ...... 2-43 2.9.4. Hangaring ...... 2-44 2.9.5. Towing ...... 2-45 2.9.6. Tire pressure ...... 2-45 3. Maintenance ...... 3-1 3.1. Overall maintenance survey ...... 3-1 3.2. Pre-flight inspection ...... 3-1 3.3. Post-flight inspection ...... 3-1 3.4. Periodical inspection ...... 3-1 3.4.1. Periodical inspection intervals ...... 3-1 3.4.2. Periodical inspections Sign off sheets...... 3-1 3.4.3. Periodical inspections – events...... 3-1 3.5. Fluids ...... 3-14 3.5.1. Engine oil ...... 3-15 3.5.2. Coolant ...... 3-15 3.5.3. Brake fluid ...... 3-15 3.5.4. Fuel ...... 3-16 3.6. Lubrication ...... 3-18 3.6.1. Lubrication fundamentals ...... 3-18 3.6.2. Recommended lubricants ...... 3-18 3.6.3. Lubrication points ...... 3-18 3.7. Mechanism adjustments ...... 3-19 3.7.1. Torque moments ...... 3-19 3.8. Brake system efficiency adjustment ...... 3-21 3.8.1. Brake pad replacement ...... 3-21 3.8.2. Bleeding ...... 3-22 3.9. Control surfaces deflection setting ...... 3-23 3.9.1. Aileron deflection adjustment ...... 3-23 3.9.2. Elevator deflection adjustment ...... 3-23 3.9.3. Rudder deflection adjustment ...... 3-24 3.9.4. Trim deflection adjustment ...... 3-24 3.9.5. Flap deflection adjustment ...... 3-24 3.10. Landing gears ...... 3-25 3.10.1. Emergency release check ...... 3-29 3.10.2. Assembly after emergency release ...... 3-29 3.10.3. LG adjustment ...... 3-42 3.10.4. Shock absorber check and adjustment ...... 3-43 3.11. Engine idle adjustment ...... 3-45 3.12. Tyre inflation pressure ...... 3-45 3.13. Cleaning and care ...... 3-45 3.13.1. Airplane care outlines ...... 3-45 3.13.2. External surfaces cleaning ...... 3-45 3.13.3. Interior cleaning ...... 3-45 3.13.4. Cockpit canopy cleaning ...... 3-46 3.14. Winter operation ...... 3-46 3.14.1. Aircraft airframe ...... 3-46
Aircraft MAINTENANCE MANUAL
3.14.2. Engine ...... 3-46 3.14.3. Parking and taxiing ...... 3-47 3.14.4. Flying ...... 3-47 3.15. Necessary maintenance tools ...... 3-47 3.16. Engine maintenance ...... 3-47 3.17. Propeller maintenance ...... 3-47 4. Appendixes ...... 4-1 4.1. Electro installation system ...... 4-1
Information:
In this manual some maintenance procedures are not described into details and we refer to manufacturer's manuals. To have more information about maintenance of these systems, please see original manufacturer's manuals.
List of manufacturers:
Engine • Rotax Propeller • Woodcomp, DUC Swirl, Neuform, SvrTul Equipment • Beringer – wheels + brakes • Dynon – EFIS+EMS • Flymap – EFIS+EMS • Becker – radio, transponder • FLYBOX-OBLO – backup EFIS • Winter – classic backup instruments • Garmin - GPS • Stratos 07 - parachute
Other documents:
• SHARK UL AFM (aircraft flight manual)
Aircraft MAINTENANCE MANUAL
1. Technical description
1.1. BASIC AND GENERAL DESCRIPTIONS
SHARK is an all-composite low-wing light airplane with retractable undercarriage and airframe produced form carbon, aramid and glass-fibre composites, with foam and aramid honeycomb sandwiches, with tandem seating configuration, designed for fast cross- country flights .
The aircraft is equipped with 100HP Rotax 912 ULS engine .
This aircraft was manufactured in accordance with ultralight airworthiness standards and does not conform to standard category airworthiness requirements.
The following standards were used for approval and proofs:
UL-2 – Czech Republic requirement of Light Aircraft Association LTF-UL – Germany requirement for “Sport Flying Vehicles”
ASTM standards – requirement for Light Sport Aircraft (LSA) valid in USA and prepared ELA in Europe
1.1.1. Designation
Shark is designed to be ideal for training, fast cross-country flying and flying for fun.
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Aircraft MAINTENANCE MANUAL
1.2. BASIC TECHNICAL DATA
1.2.1. Airplane views
DIMENSIONS :
…in flight – undercarriage retracted
...on the ground
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Aircraft MAINTENANCE MANUAL
1.2.2. Three – view drawing
3-view drawing
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1.2.3. Basic dimensions
Wing span 7,9 m 25,9 ft Length 6.7 m 22,0 ft Height 2.3 m 7,5 ft Wing area 9.5 m2 102,3 sq ft swept wing angles 3,53° (flaps section) / 13,8° (aileron section) / 39,8° (wingtip section)
1.2.4. Tires-inflation
Nose landing gear - 350 kPa / 51 psi Main landing gear - 300 kPa / 44 psi
1.2.5. Weights SHARK UL basic version including retractable gear and BRS Empty weight (basic) 295 kg 650 Lb Empty weight (max. equipped) 330 kg 728 lb
Maximum take-off weight 472,5 kg 1043 lb
Maximum manoeuvring load factor +4/-2
1.2.6. Operating limitations Refer to the PILOT'S OPERATING HANDBOOK (POH), Section 2 for more details about the following operating limits: • Airspeed limits • Weight limits • CG Range limits • Approved manoeuvres
1.2.7. Operation fillings
Fuel 100 (optionally 150) litres of automotive petrol SUPER - BA 96 (in two 50 (75) l integral wing fuel tanks) Gear box oil API-GL5 (0,5 l)
Due to the higher lead content in AVGAS, the wear of the valve seats, the deposits in combustion chamber and lead sediments in the lubrication system will increase. Therefore, use AVGAS only if you encounter problems with vapour lock or if other fuel types are not available. For detailed information about fillings refer to Rotax manuals.
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Aircraft MAINTENANCE MANUAL
1.2.7.1. Fuel tanks capacity
Fuel tank capacity (each wing tank) 50 litres (optionally 75 l) Total fuel capacity 100 litres (optionally 150 l ) Unusable fuel 1 litre
1.3. TECHNICAL DESCRIPTION OF THE PLANE
Perspective projection
SHARK is a composite high-performance low-wing aircraft with classic tail and tandem seating, designed according to European UL and US Light Sport Aircraft criteria. Aircraft is powered by 75 kW/100HP Rotax 912ULS flat-four cylinder four stroke engine with variable-pitch composite propeller and 100/150 litres integral fuel tanks in wings. Standard Shark version has got tricycle type retractable undercarriage with steerable nose wheel and main wheels with hydraulic disc brakes.
Shark has got completely upholstered two-seat tandem cockpit with adjustable seats, full dual controls – with sidesticks on the right and throttles and flap levers on the left panels. Elevator trim tab is controlled by electric switch on the sidestick.
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Aircraft MAINTENANCE MANUAL
Instrument panels with EFIS/EMS displays for both pilots are complete with the transceiver, transponder and GPS and secondary analogous indicators.
The single-piece cockpit canopy opens to starboard and is supported by gas struts.
Large baggage compartment is located behind the rear seat, accessible from the rear pilot place, and it has lockable baggage door on the left side of fuselage.
1.3.1. Airframe Technology Airframe primary structural material is carbon, glass and aramid-fibre and epoxy resin, with PVC foam and aramid honeycomb core in sandwich panels. One-piece, self- supporting fuselage with integral keel is made as one piece with integral monocoque seats, armrests, floor. Composite wing with carbon main spar and an auxiliary spar bearing hinges of ailerons and flaps have a 60% of trailing edge used for Fowler flap. The wings and stabilizers are removable.
Shark aircraft system drawing S-01-00X
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1.3.2. Fuselage Monocoque fuselage is produced from carbon-fibre and glass-fibre /epoxy composites with integral fin and integrated arm-rests, seat backs, floors .
Fuselage structure drawing S-02-000
Fuselage Crossection : – fuselage box for main wing-beam with wing pins positions and design of cockpit side walls, seat rest - and control column
Fuselage crossection
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Aircraft MAINTENANCE MANUAL
A part of fuselage airframe is short, 1,73m span center-wing, used for main undercarriage retracting and cockpit entry. Fuselage airframe includes all needed hinges and reinforcing for firewall with four engine mounting hinges, structure and hinges of front undercarriage and BRS in the front, wing, main undercarriage and cockpit hinges in the middle, and frames with 2+1 hinges of horizontal stabilizer and 2 hinges of rudder in the rear part, together with bottom fin with tailbump, prepared for optional towing system.
1.3.3. Wing
Trapeze composite wing with own special “speedy” airfoil and eliptic leading edge in aileron - part of wing is optimized for fast cross-country flights. Flaps with specially calculated airfoil and inside wing-shape are giving to the aircraft friendly landing characteristics – not usual for so fast aircrafts. Wing structure is carbonfibre/epoxy monocoque, with PVC foam panels, with pultruded carbon profiles used in spar caps.
E 4 C3 B 3 A 2
D4
F 209,03
309,96
E4 C3 B3 A2 F
D4 © S hark.ae ro HLAVNÍ NOSNÍK MAIN BEAM
Wing assembly drawing S-10-000 LP
Carbon-fibre main spar in 25% of airfoil and an auxiliary spar carrying flap levers and aileron hinges has 60 % of the trailing edge occupied by powerful single-slotted flaps. Wings can be quickly detached for transportation or storage – after dismounting of two main beam bolts and rear one bolt of rear beam brackets .
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Wing profile
100(150) litres (2x50/75) integral fuel tanks are between main and rear spars of both wings – with connections of fuel gauges, inputs and return line ending into root rib, purging. Fuel tank ventilation ends in the last hinge of flaps. Leading edge of the wing tip is optionally equipped with integral wing position lights. The wing can be dismounted for transport by removing two main and one rear wing pin, disconnecting flaps, ailerons, fuel hoses and electrical connector.
Wing root rib
Fuel tank air vent (pos. 17) is finished at outside flaps lever
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Aircraft MAINTENANCE MANUAL
1.3.3.1. Flaps Fowler flaps are monocoque sandwich design, hinged each in three lever-hinges and driven from its root-rib lever. System of electric flaps has deflections 20° (take-off), 30° (short take off/ landing) and 40° (landing).
1.3.3.2. Ailerons 40% differential ailerons of carbon monocoque structure are hinged on three hinges fixed on the upper wing shell. Ailerons are controlled at its root-rib via system of rods and levers. D4 - D4
Z LISTU 1
E4 - E4
Z LISTU 1
Aileron control
Automatic tabs on ailerons Tabs on ailerons are situated on the part of ailerons close to fuselage. Their function is to reduce forces from ailerons at higher speed to acceptable level. They are fixed with 3 hinges on aileron, on the root rib connected with rod with small rib on wing. They automatically deflect in opposite direction than aileron.
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Automatic tabs on the aileron
1.3.4. Tail Classic composite TAIL with symmetrical airfoils has fin, integrated into fuselage structure and swept dismountable horizontal tail unit, consisting of stabilizer and 2-parts elevator with trim-tab on left one. Vertical tail unit with elliptical leading edge and straight trailing edge consists of fin and rudder. The rudder is attached on the fin by two hinges.
1.3.4.1. Horizontal Stabilizer Swept stabilizer has symmetrical 13% airfoil LS(1)-0013.Carbon – monocoque sandwich design with continual rear and helping front beams has got 3+3 hinges of elevator fixed on upper stabilizer shell.
Horizontal stabilizer + elevator
Stabilizer is connected to fuselage by two front pins/brackets on front spar, and over one rear bracket/bolt connection on main rear spar – saved by castle nut with safety pin.
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1.3.4.1. Elevator Two pieces carbon elevator is hinged to stabilizer with 3 hinges, both halves are weight-balanced to eliminate possible flutter. Left elevator is equipped with electrically controlled trim-tab, using Ray-Allen servo .
Horizontal stabilizer profile with detail on elevator
1.3.4.2. Fin
The composite fin with symmetrical 12% airfoil NACA 64 1012 MOD is integral part of rear fuselage part structure. Rudder is hinged in two hinges and controlled from bottom - by control cables.
1.3.4.3. Rudder
Carbon monocoque rudder is hinged in two hinges and controlled by levers on the end of its root tube, sticked into rear fuselage cone. Rudder control is done through stainless steel cables in plastic tubes. In the top of rudder is prepared bracket for optional tail strobe light .
1.3.5. Cockpit canopy
One-piece cockpit canopy frame from carbon fiber has glued plexiglas windscreen. Canopy is fixed on the right side of fuselage with two hinges, on left side is fixed in closed position with 2 pins, and locked is in one point, reachable from front and rear seat as well, or from outside through window. In the cross frame between pilots is placed gas-spring, which limits opened position, and helping to open and hold canopy in opened position.
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Cockpit canopy
1.3.6. Landing gear Shark is equipped with retractable, tricycle landing gear, welded from 4130 steel. The nose wheel is steerable, main gear is equipped with hydraulic brakes. Nose wheel Beringer 13x4", main wheels Beringer 14x4” with hydraulic disc brakes. Front undercarriage, which is hinged in the bay behind firewall, is retracted to the rear, main to the centre – into centre-wing boxes. Undercarriage is retracted by electric servos, and opened while releasing servos by weight, gas springs and steel springs. Emergency release disconnect locking strut from wires connected to servo. Both gears are in retracted position fully covered by wheel doors.
Landing gear
Standard – retractable tricycle landing gear
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1.3.6.1. Front undercarriage
Parts and subassemblies of front undercarriage leg are welded from steel tubes and sheets, fork of front wheel is carbon. For axial movement, front leg is using bronze inserts with grease- caps. Front leg is controllable – after opening, top lever is closed to touch with control lever of rudder control. In opened position, undercarriage is hold by locking strut, fixed in position by 2 gas struts Bansbach F1D1-46-150-358-005 with nominal force 200N . 2 struts to increase safety –if one fail.
Front undercarriage
Undercarriage dampening is provided by composite spring with V-shape. Front undercarriage is retracted to the rear, into box between front pilot legs . Front Wheel Beringer have tyre 13x4”.
1.3.6.2. Main undercarriage
Main undercarriage
Legs of main undercarriage are welded from steel tubes and sheets, the main parts heat threatened to be enough strong for 600kg MTOW.
Legs are hinged in two brackets with SKF bearings between centre-wing beams and retracted to the centre – into centre-wing boxes.
Knee of main legs are equipped with grease-caps, all another movable parts are self- lubricated. Arms of legs have got forks for shock-absorbers hanging, joined with root-rib of centre-wing through cardan hinge.
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Shock absorbers are assembled from five polyurethan blocks EFFBE which are hinged between lever and root rib of centreplane by gimbals. The legs are fixed in extended position by break-struts and secured in opened and locked position by gas-strut and steel spring.
Main wheels Beringer with tyres SAVA 14x4 uses hydraulic disc brakes Beringer, controlled by toe brakes on front pedals.
Second - central brake lever on rear pilot seat is optional.
Pneumatic struts are BANSBACH F1D1-46-150-358-005 with nominal force 200N. In the case of gas-strut damage, locking-strut is saved in locked position by steel spring, hinged on leg and bolt on knee of lock-struts.
1.3.6.3. Undercarriage retraction and extension
Retracted position of undercarriage
Front undercarriage is retracted by electric servo LINAK LA12, opened with 2 gas struts. Retraction of the main undercarriage is done by servo LINAK LA2, pulling ∅2,5 mm steel cables, directed by pulleys to main leg lock struts. Time for undercarriage retraction is about 18 seconds, for extension about 12 seconds.
Main servo is placed below seats, fixed to rear seat. To adjust correct cable length, different positioned holes are in servo arm.
LOCKING : Undercarriage legs are saved in retracted position by self-locking of actuators, in extended position by break-struts, stopped a little bit behind neutral position with mechanical stops, pushed to this position by gas struts and springs.
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During undercarriage opening, electric actuator limits speed of opening, activated by undercarriage weight, pushing of gas struts and tension of steel springs. Stopping of actuator is done after system is reaching its end position – Limit position of break struts in extended and retracted position is detected by proximity inductive sensors, and here are as well endswitches on servos.
System is controlled by programmable electronic unit and control panel with 3 green + 3 red LED and momentary switch UP-zero-DOWN.
1.3.6.4. Emergency undercarriage extension Extension is done through release of mechanical locks operated by bowdens with rods controlled from front pilot seat, independent for every leg. In landing gear electric circuit is installed pressure switch, connected to pitotstatic system, adjusted to speed about 115 km/h. This has to prevent unintentional retracting of landing gear on ground. Control unit does not allow retracting landing gear, until this speed is not reached. Extension of landing gear is not blocked by this switch, it works at any speed. For maintenance purposes is installed shortcut connector which bypass this pressure switch, placed on instrument panel. Signal from pressure switch is sent to control unit, and if speed is below 115 km/h, and landing gear is not down and locked = no signal from sensor, activated is warning – voice + flashing of LED . Opened and locked position of break struts on all three legs is possible to check through windows. This information is superior to an electric signalization and pilot uses this information routinely during check of extended gear or when he has any doubt about correct operation of electronic system .
Extension, retraction and signalization of gear are controlled by an electronic module designed for this purpose, positioned behind the instrument panel on the partition of parachute together with other electronic modules. Other components of the system are: -block of relays - switching voltage to the servo of main landing gear, handling highest current -control and display panel on the instrument panel connected with flaps control panel -pressure switch, which is set to 115 km / h – control unit uses the signal from pressure switch. - inductive sensors are in the landing gear bays providing information about achievement of extended and retracted position. - Optionally, the control and display panel are also on the back instrument panel and is connected with the front in parallel.
1.3.6.5. Landing gear doors Landing gear doors fully cover bays in retracted position. Main doors are fixed on 3 points, rear 2 of them work like hinge, front one has spring which allow movement and perfect fit on flanges around hole. Small doors are fixed on 2 hinges, twisted spring press them to closed position, and already closed are they fixed with 4 magnets as well. Doors are esay removable – need to remove just 3 bolts. In case of flying on snow, mud we recommend to remove doors, as here is increased risk of failure of the system. Front doors are again in 2 parts – front small one is opened to the front with leg, rar bigger one is opened to the side on 2 hinges, and locked in position by strut. System must be properly adjusted on lifted aircraft. After any modification it is needed to check proper fit.
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1.3.6.6. Wheels
Main undercarriage wheels
Beringer with brake and disc 4.00-6 JAA02
Main undercarriage tires
Sava 14x4, 6 ply (Ø 370x110)
Nose undercarriage wheel
Beringer 4.00-5
JBA02
Nose undercarriage tire
Cheng Shin 11x 4.00-5 8ply
( Ø 295 x 96 )
PAC01
Wheels assembly
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1.3.6.7. Wheel brakes
STANDARD
Standard brake system BERINGER consists of two toe brake master cylinders, mounted on front pilot pedals, connected by stainless steel braided hoses with banjo fittings with brake cylinders of left and right wheel calliper.
OPTION
Toe - Brake system with rear central brake/ parking brake (option) :
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Beringer wheel disc with brake and braking disc assembly
1.3.6.8. Fixed undercarriage (option)
Not used
1.3.7. Control systems
Full dual control with right-side sidesticks and pedals for front pilot adjustable and equipped by toe-brakes on front seat, fully controllable for both pilots. Flap control panel and undercarriage retracting control panel is located on left side of instrument panel, throttle and choke levers are placed on the left board of cockpit for both pilots. Trim control switches are placed on the sidesticks grips.
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1.3.7.1. Elevator control
1 2 3 4 5 6 7 8 9 10 11
12 13
COMP-LET design Dual control system
Elevator is controlled by sidesticks, hinged in control column through system of rods and levers and connected directly with two elevator levers of two-piece elevator.
1.3.7.2. Aileron control
Ailerons are controlled by side movements of sidesticks, hinged in right- side located control column, through system of rods and levers, hinged in carbon brackets on the front side of main wing beam.
Ailerons control deflections and adjustment points
Aileron control system is possible to divide by disconnecting of wing rods ends near rear wing hinge - and differenced by using of non-linear levers 1:1,3 roughly.
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1.3.7.3. Rudder control
Rudder control
Rudder is controlled by wires in plastic slide tubes and connected through front undercarriage leg control levers. Turnbuckles are located in the front – accessible from the cockpit and stretched to 30 kg.
1.3.7.4. Flaps control
Flaps are controlled by electric actuator LINAK LA 12 placed in the left cockpit arm rest of rear pilot, through torsion tube with connection into wing root ribs and fork-levers on both sides of torsion tube ends. The system is controlled by Arduino microcontroller with proprietary shield, control and display panel is situated on the instrument panel connected with undercarriage panel, optionally also on the rear instrument panel.
Electric flap actuator
1.3.7.5. Elevator trim tab control
Elevator trim tab is controlled by servo Ray Allen T2-10A (electric actuator), placed inside of the left elevator. System uses original bolts for installation and drive, screws and ends.
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Indicator is installed on instrument panel, or indication is in EFIS. Switches are on control sticks. Relay module is placed on the wall below instrument panel.
servo Ray Allen T2 -10A
elevator stabilizer Trim tab Elevator trim tab control
Electric servo Ray Allen
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1.3.8. Instrument panels Followed picture shows positions of all basic control levers, drivers, installation of instruments and cabin equipment, needed for basic pilot information about correct use of plane:
Cockpit equipment
Ï Access to pilot place through right-side opening canopy (11) with lock (12)
Ï Composite seats (9) for two persons, pneumatically height adjustable after pushing of adjusting button (8), four point safety belts (10).
Ï Dual controls with two sidesticks (7) on the right side , dual rudder control pedals (5), connected with front wheel control. On left panel is located throttle (4) and choke levers, optionally control lever of hydraulic adjustable prop, handle of engine cooling flap for starts in hot conditions On right panel are knobs for heating and ventilation.
Ï Hydraulic brakes are controlled by the toe-brakes (5) on front pedals, optionally by central lever of rear pilot.
Ï Instrument panel (1) with air vents (3) on sides. Small rear instrument panel (2) is placed on the canopy frame – folded with canopy.
Ï Flaps control and undercarriage retracting control panels (6) are integrated, placed on left side of instrument panels
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Aircraft MAINTENANCE MANUAL
Ï Middle of panel is used for EFIS , breakers, radio, transponder. ,
Ï Right side of panel is used for starter, magnetos, master switch, backup instruments, optional backup GPS, 12V socket.
Ï Trim switch, radio button, autopilot OFF button are placed on the top of sidestick’s grips
Ï Fuel valve is placed on the left armrest behind throttle body
Ï Behind of rear pilot seat located baggage compartment is accessible from inside or from outside lockable doors for carrying of larger cargo.
Ï Ballistic rescue system has RED grips mounted in the middle of column between pilot’s legs on front as well on rear seat
1.3.8.1. Front instrument panel (options)
EFIS/EMS/GPS FLYMAP + backup conventional instruments Winter.
Front instrument panel with FLYMAP
Shark instrument panel is equipped with the centre located FLYMAP EFIS/EMS, NAV/COM panel, transceiver and transponder. Left side - control panel of flaps and undercarriage, propeller regulator Right side – reserve analogous altimeter (down) speedometer (up), compass, trim indicator Starter and master switches, circuit breakers are placed at the bottom of centre panel .
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EFIS/EMS/GPS DYNON SKYVIEW 10” + backup instrument Oblò, GPS Garmin aera 500.
Front instrument panel with Dynon SKYVIEW
This instrument panel is equipped with the centre located DYNON SKYVIEW EFIS/EMS, and radio. Left side - control panel of flaps and undercarriage, propeller regulator, ELT. Right side – OBLÓ backup EFIS, GPS AERA, 12 V socket. Starter and master switches, circuit breakers are placed at the bottom of centre panel .
1.3.8.2. Rear instrument panel
In the centre of rear instrument panel is mounted Dynon SKYVIEW. Left side - located control panel of flaps and undercarriage Right side – circuit breaker of Dynon SKYVIEW and USB port
Rear instrument panel Dynon SKYVIEW
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1.3.8.3. Glass cockpit (options) Shark is modern ultralight aircraft equipped with advanced technology, especially in the equipment of the instrument panel. Nowadays, glass cockpits are more preferred in comparison with conventional instruments, so Shark is adapted to this requirement. In Shark are installed glass cockpits Dynon SKYVIEW, Garmin G3X or FLYMAP. The front screen of glass cockpit is usually 10” (Dynon SKYVIEW) or XL (FLYMAP) and the rear screen is 7”(Dynon SKYVIEW) or L (FLYMAP).
Dynon Avionics SkyView
Dynon SKYVIEW is technologically advanced GA aircraft flying. SkyView continues that tradition with the next generation of glass panels, including features that exceed those of systems costing much more. SkyView offers fully redundant networks and systems, incredibly bright touch screen, design flexibility, worldwide terrain (synthetic vision and top-down terrain) and future upgradability unsurpassed by any other glass panel system. Displays are fully dimmable for night flight.
Multi-function control knobs (left, right, up, down, diagonal, push, and rotary) offer easy and intuitive control of displays. SkyView system display and module is connected by two independent power and data buses. The failure of any bus connection or module will result in automatic fail-over to a working bus or module. The SV-EMS-220 cannot be mounted on the engine side of the firewall. Convenient program and data updates via USB memory stick.
The system battery will provide over an hour of backup power to displays and modules.
More details refer to producer web pages.
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FLYMAP
FLYMAP XL is the definitive moving map system, incorporating touch screen technology with a devastating bright screen display. This highly intuitive system is perfect to any well specified cockpit. With full connectivity to TCAS and FLARM, autopilot and AHRS the Flymap XL represents aviations leading edge design. FLYMAP offers full intelligent airspace visual warnings, navigation database (Jeppesen Europe Charts), active terrain profile with colour warning, north up and track up viewing and systems, synthetic vision.
USB download connector is situated on the front. Also autopilot and TCAS adaptations are available. For more information about these glass cockpits, please see the manufacturer's manuals.
Next EFIS systems is possible to install –MGL,CANARDIA,TL INSTRUMENTS, GARMIN… This will have no significant impact on layout and function of instrument panel.
1.3.8.4. Radio – transceiver used : Dittel, Becker, Trig, Dynon. As example: Becker 6201
The AR6201 operates on a frequency range of 118.000 MHz to 136.990 MHz with selectable channel spacing of 25 kHz or 8.33 kHz. Standard or dynamic microphones can be used. A voltage meter and OAT (Outside Air Temperature) readout with optional temperature sensor is built in. The dual monitor mode that allows scanning of two different channels is an extra feature.
Radio Becker 6201
Main Features: • Frequency Range: 118.000 MHz to 136.990 MHz • Channel Spacing: 8,33 or 25 kHz • Channel Selection: 8,33 or 25 kHz (selectable) • RF-Output Power: > 6 W • Receiver Sensitivity: >6dB for 2µV • Input Voltage Range: 9 VDC to 36 VDC • Operating Temperature Range: – 20 degrees C to + 55 degrees C, for short time up to + 70 degrees C • Current consumption: 2A @ 12 VDC (transmit), 140mA @ 12 VDC (receive standby) For more information, please see the manufacturer's manual.
Alternative radio installation is possible – Funkwerk, Dittel, Trigg, without impact on layout of function of systems.
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1.3.8.5. Radio antennas VHF antenna CI 122 is used in Shark, the range is 118-136 MHz, developed especially for "bottom mounted" position – increases the efficiency of device (communication air-to-ground).
1.3.8.6. GPS option In Shark is optionally mounted GPS Garmin aera 500.
This GPS can be used in aircraft and also in the car, GPS possesses with intuitive control and quality active display. Garmin aera 500 contains airplane database Jeppesen, warning of possible collision with an obstacle or terrain within a time interval of 30 seconds before collision and also AOPA airport directory For more information, please see the manufacturer's manual. GPS with similar dimensions from another producers is possible to install optionally.
1.3.8.7. Transponder options Transponders Dynon, Garmin, Becker, Dittel, Trig are used in Shark. Information from Dynon type of transponder is displayed on SkyView display, similar is Garmin.
Dynon avionics SV-XPNDR-26X
The Dynon is Mode-S transponder connects to a serial data line on each SkyView Display and is also controlled via Dynon SkyView. The transponder module can be mounted anywhere in the airplane that is convenient. A quick release mounting system allows for simple installation and easy removal if needed for service.
Becker transponder BXP6401-2-(01)
The Becker is a compact and lightweight single block Mode-S transponder. Thanks to wide range of power supply voltage and the low power consumption make this transponder suites for VFR and IFR operations up to 15 000 feet.
For more information about these transponders, please see the manufacturer's manuals.
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1.3.8.8. Antenna CI 105
This broadband and rugged antenna designed for DME or transponder use. Antenna assembly encased in a glass reinforced polyester moulded shell. Standard two stud mounting configuration. The range of the CI 105 is 960-1220 MHz and includes output for a BNC connector (same like KA 60 by Bendix-King).
1.3.8.9. Autopilot (option) Optionally, the aircraft is equipped with a dual-axis autopilot. The control system is integrated in modern EFIS/EMS units. Elevator servo is located behind the rear luggage compartment, aileron servo is in front of spar channel of fuselage. System is activated via a separate ETA switch/fuse. System is operated and programmed through the EFIS display, either by inserting the course during flight or following the planned route according to GPS. Breaking buttons are located on both control levers. Elevator servo
Autopilots are able to fly magnetic heading, GPS ground track and horizontal NAV from any connected compatible radio or GPS. Additional standard features of Dynon autopilot include emergency 180-degree turn capability, return to level flight.
Example of FLYMAP autopilot
Detailed system description of autopilot is necessary to study at the manufacturer's manual.
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1.3.9. Engine
Description
On Shark is used ROTAX 912 S 100HP It is 4-stroke, 4 cylinders horizontally opposed, spark ignition engine, with stainless steel exhaust and possesses one central camshaft-push-rods-OHV. Rotax 912 has got liquid cooled cylinder heads, ram air cooled cylinder, dry sump forced lubrication and dual capacitor discharge ignition. The engine is fitted with electric starter, AC generator and mechanical fuel pump. Prop drive via reduction gear with integrated shock absorber.
Rotax engine 912 ULS 3 -DCDI with options, alternator, airbox
1.3.9.1. Technical Data
Engine Model: ROTAX 912ULS Engine Manufacturer: Bombardier-Rotax GMBH 73.5 kW/100 hp Max Take-off: at 5800 rpm, max.5 min. 69 kW / 93.8 hp Max. Continuous: at 5500 rpm Power Power 44.6 kW / 59.8 hp Cruising: at 4800 rpm Max. Take-off: 5800rpm, max. 5 min. Max. Continuous: 5500 rpm Cruising: 4800 rpm speed speed Engine Engine Idling: ~1400 rpm Minimum: 60 °C 140 °F er head head ature:
Cylind Maximum: 135 °C 275 °F temper
Minimum: 50 °C 122 °F Maximum: 130 °C 266 °F Oil rature tempe Optimum: 90°C-110°C 194-230°F Minimum: 1,5 bar Maximum: 7,0 bar Oil ure: ure: press Optimum: 1,5-4,0 bar
1.3.9.2. Standard engine instruments In case the cockpit is not equipped with EFIS/EMS display there can be set up conventional instruments for use. Engine outputs like fuel pressure, quantity of fuel,
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Aircraft MAINTENANCE MANUAL cylinder head temperature, oil temperature and etc. are displayed on MiniEIS or EMSIS – electronic engine monitoring instrument.
Layout option - conventional instruments
1.3.9.3. Optional engine instruments
The following figures show some examples of possible layouts of flight, engine and reserve instruments on the instrument panels.
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Layouts options – instrument panel
1.3.9.4. Engine instruments indicators
Engine instruments limit indicators should show the following:
Minimum Normal Caution Maximum Function Limit Operating Range Range
Engine speed 1 400-5 500 5 500-5 800 5 800 ( RPM) -
Cylinder Head 0 Temperature 135 C - - - 0 ( CHT) 275 F Exhaust Gases 880 0 C Temperature - - - 1616 0 F ( EGT) 50 -90 0 C
Oil 122 - 194 0 F 130 0 C Temperature 90 -110 0 C 266 0 F - 194 - 230 0 F 110 -130 0 C
230 - 266 0 F 0,8 – 2 bar 7 bar Oil 12 – 29 psi 0,8 bar 2 – 5 bar 102 psi Pressure 12 psi 29 – 72,5 psi cold engine 5 – 7 bar starting 72,5 – 102 psi
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1.3.9.5. Fuel
• Automotive premium grade gasoline, leaded, according to DIN 516000,Ö-NORM C 1103 • EUROSUPER RON 95 unleaded according to DIN 51607,Ö-NORM 1100 • AVGAS 100 LL, due to higher lead content in AVGAS, the wear of valve seats and deposits in the combustion chamber will increase. Therefore, use AVGAS only if you encounter problems with vapor lock or if other fuel types are not available. • Refer to the Engine Operator’s Manual and Service Information for more fuel brands
1.3.9.6. Oil Automotive engine oil of a registered brand with gear additives, but not aircraft oil (refer to Engine Operator’s and Manual Service Information). API classification “SF“ or “SG“. Refer to para 4.6.1 and the Engine Operator’s Manual and Service Information.
1.3.10. Propeller
Shark is in standard equipped with DUC SWIRL 3-blade on ground adjustable propeller, or 2-blade in flight adjustable propeller Woodcomp SR3000 2WN, or 2 blade hydraulic adjustable Woodcomp KW 20W or 2-blade in flight adjustable propeller Neuform TXR2-V-70.
1.3.10.1. Optional propeller WODCOMP SR3000/2WN (twin blade in flight adjustable)
The SR 3000/ 2WN is a double bladed, electrical, in flight adjustable propeller of mixed construction, intended for the all Shark’s engines ROTAX 912UL, ROTAX 912ULS, ROTAX 914 .
The pitch angle of the blades is adjusted by means of an electrical servomotor, controlled from the cockpit, and it can be smoothly changed in the range from minimum angle valid for take-off up to the maximum angle. The system allows a range of adjustment of pitch angle of at least 20 degrees over the minimum angle. (for example 10-30 degrees, or 14-34 degrees etc.)
Propeller WODCOMP SR3000/2WN
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Type / Model Diameter blades Blade’s design Weight (mm) SR 3000/2 1600 2 Wood, 6 kg electrically ( Reverse ) * wood-composite adjustable 1700 ( Feathering ) *
The end positions of blade pitch adjustment are locked by three systems :
Main system The main system is an electrical one. It operates when the end stop on the blade comes into contact with the end switch and closes it, which terminates the motion of blade at this angle.
Back-up system To allow for the possibility of main system failure, the electric servomotor is provided with a duplicate end switch, for both fine and coarse end position.
Constant speed system
Optionally, the cockpit propeller control system can be supplemented with an electronic governor CS3 or CS4. This enables the pilot to select the desired propeller RPM for climb and cruise phases of flight, and the regulator will then automatically adjust propeller pitch to maintain those RPM. In this case the propeller behaves as the constant speed propeller.
A switch is installed on the CS instrument to allow selection of manual or automatic/constant speed control of the propeller.
SC 3 governor
1.3.10.2. Standard propeller DUC SWIRL – 3 blade
DUC SWIRL is 3-blade on the ground adjustable propeller
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SWIRL 3-bladed
Diameter: 1680 mm
Weight: 3 375 g
The hub used is a carbon hub identical to DUC FC WINDSPOON propeller, made out of forged carbon process, which makes i t possible to obtain exceptional mechanical resistances.
The SWIRL blade is available in two versions: - SWIRL Standard - SWIRL Inconel
engine type reducer recommended system blade diameter 3 tractive axes ROTAX 912 4 times 2.27 3 - bladed RIGHT tractive SWIRL Ø standard ROTAX 912 S 4 times 2.48 3 - bladed RIGHT tractive SWIRL Ø standard
The chock is carried out with the tool for adjustment plated on the under-surface (leading edge in top) to 20 cm of the blade tip. The angle of attack is formed by the vertical and the leading edge of the blade. For this, place your ULM so that the carries - propeller plate is perfectly vertical. Propeller blade angle can be adjusted by using of special DUC jigs:
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1.3.10.3. NEUFORM TXR2-V-70 Neuform TXR2-V-70 is two-blade electrically or hydraulically in flight adjustable propeller with composite blades. The blades are made of glass-fiber and are hollow. Root of blade is duralumin. Leading edge of the outside part of the blade is made as a casting of plastic material with improved resistance to abrasion. Servo, which controls the angle of the blade setting, is located on the engine gearbox, it pushes the rod through lever and it passes through the shaft of the propeller speed reduction unit. Stop blocks and micro switches of maximum and minimum angle of attack setting are situated on the servo brackets. The minimum angle is still set as mechanical stop block by distance underlay during propeller assembly. Control of blade setup provides electric constant speed reduction unit Flybox.
1.3.10.4. Woodcomp KW 20W. Hydraulic adjustable propeller use power from oil pump in engine. Governor is installed on engine gearbox, and through hollow shaft let out oil to piston in propeller hub which twist prop blades. Governor is actuated via lever below throttle lever. Blades are identical to electric adjustable propeller.
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1.3.11. Engine bed
The engine bed is welded from CrMo tubes and is attached to the firewall with 4 bolts. The bed is spring – mounted with four rubber silent blocks to firewall.
Engine instalation
Silentblock retainer BOLT with CASTLE NUT saved Silentblock 1 Firewall by cotter pin
Silentblock 2 Engine bed1-37
Engine bed silentblocks
Aircraft MAINTENANCE MANUAL
1.3.12. Fuel system
The standard fuel tank volume is 2x 50 l, optionally 2x75 l. The tanks are located inside the wings. Fuel is piped from the fuel tanks through the fuel valve located inside the cockpit on the left –side of front pilot armrest. Then through the fuel filter to the engine fuel pump and on to carburettor. Gascolator is located on the left side of firewall – and accessible from opened engine cowling. Tanks are equipped drain valves. Fuel tank filler neck is placed on the upper side of wing. Fuel quantity is indicated by EMS system or 2 fuel gauges with minimum level signalization.
Fuel system
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1.3.13. Engine lubrication system
Rotax 912 is provided with a dry sump forced lubrication system. Oil pump pulls the motor oil from the oil tank via the oil cooler and then forces it through the oil filter to the lubrication points in the engine. Surplus oil emerging from the lubrication points is accumulated on the bottom of the crankcase and is forced back to the oil tank by the blow-by gases. Oil tank is equipped with a vent hose.
Engine lubrication system is further described in documentation supplied with the engine.
Engine lubrication system
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1.3.14. Engine cowlings Composite engine cowlings with natural aerodynamic shape, smoothly continuing to large spinner with diameter ø 317 mm.
Bottom cowling and upper cowling is fixed to firewall and together with CAM-LOCKs, to be easy dismountable for pre-flight inspection.
Bottom engine cowling has two small holes for direct engine heads cooling, and both sides outlets in style of shark’s gills.
Large bottom NACA air intake for water and oil-cooler in the bottom has openable “jaw”, 3x increasing inlet cross-section for flights in hot conditions, taxiing and take-off.
1.3.14.1. Cooling system description
Cooling system uses two forms of cooling. Cylinder heads are liquid cooled and cylinders are ram air cooled. Radiator is located in the bottom of the lower engine cowling – rear to NACA inlet. Coolant is forced through the radiator by a water pump, driven from the crankshaft to the cylinder heads. From the top of the cylinder heads the coolant passes on to the expansion tank which allows for coolant expansion. Expansion tank is closed by a pressure cap with an excess pressure valve and return valve. When temperature rises, coolant creates excess pressure, relief valve opens and coolant flows through hose to the overflow bottle mounted on the firewall.
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Engine cooling system Engine cooling system is more completely described in documentation supplied with the engine.
Coolant expansion tank fixing
1.3.15. Engine control system
Engine control system consists from two throttle levers, parallel connected and mounted in the left side of cockpit armrests. Throttle quadrant includes choke lever and fuel valve , mounted in front quadrant assembly, and is connected with both carburettors through system of stainless steel cables and bowdens with screw-ends to adjust that during service. Optionally is installed lever for hydraulic prop and central brake on instructor seat. Throttle quadrant of front pilot
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Engine control (throttle) drawing S-15-200
1.3.16. Exhaust system
Engine installation uses exhaust system , created directly for Shark. Exhaust system is welded from stainless steel tubes and sheets, and uses flexible tubes to eliminate vibration influence. Exhaust silencer, mounted inside of engine bed is connected with heating exchanger for cockpit heating system. Exhaust pipe is on the right side of engine cowlings bottom.
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3D view of exhaust assembly
1.3.17. Heating
Part of air entering oil radiator is entering inlet of deflector fixed on muffler. Exit is to valve regulating heating. Valve is operated with a cable with knob on the right panel in front of stick. 2/3 of hot air is directed to legs of front pilot, 1/3 is entering channel connected with ventilation system. This way – in combination of ventilating flap, and ball vents can be delivered hot air to airstream and stream to front part of plexi canopy, and whole system can be adjusted according pilot needs.
Pull the handle - to open the heating valve and bring hot air into the cockpit Push the handle – close flap, zero heating.
Ball vent and heating regulator knob
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1.3.18. Engine cowlings control
There are two carbon fiber sandwich motorcowlings (upper and lower). Cowlings are fixed by CAM-LOCs – to be easy removable for preflight inspections. Bottom cowling has got great NACA inlet, with controlled mouth-style flap. This regulate air volume to water and oil radiator. It is operated by T-handle on left side of cockpit in front of throttle, or by small servo. Fully opened mouth at speeds over 200 km/hour require quite high force to close, so we recommend to handle this at lower speeds. Mouth have on right side slide for bolt, which make safe stop in case on broken control wire, as in case of this failure mouth can block front landing gear in unlocked position. Small opening in front of bottom motorcowling brings air for cylinders direct cooling. Hot air from engine is exhausted by gills on the sides. Upper cowling have small door for easy check of oil amount. For winter operation is possible to install small fairing on NACA inlet, which reduce amount of air and helps to keep water and oil temperatures on needed level.
1.3.19. Electric system Electric system is a single-wire type with the negative side connected to the chassis. Power source is a single-phase generator integrated to the engine. Aircraft uses 12V/4,6Ah LiFe very light battery. Separate appliances have separate switches/breakers. Dual engine ignition is a separate of the electrical system. Wiring system will vary and depends on the instrumentation, electronic equipment and electric accessories of particular aircraft. Standard electro installation system is shown in section 4. Appendixes (4.1. Electro installation system)
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1.3.20. Pitot-static system
The Pitot tube from Dynon, located in the front bottom of the left wing leading edge, provides total air pressure and pressure for angle of attack evaluation. Static air pressure inlets are on fuselage sides. Pressure distribution to individual instruments is done through flexible plastic hoses. Pitot tube is removable, can be installed with integrated heating system.
Keep the system clear to ensure its correct function.
Pitot-Static system drawing S-27-000
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1.3.21. Rescue system
Shark is in standard equipped with 2-handle rescue system Stratos/Junkers Magnum 501.
1.3.21.1. Description of rescue system Stratos/Junkers Magnum 501
Parachute canopy is pulled out by a specially designed rocket engine. Time required to launch is in the range from 0.6 to 1.2 seconds, depending on the type of system and air temperature. Rocket engine is placed in the rocket case. After its activation by the activity handle is the movement mechanically transported by a bowden cable on a percussive device, which activates two percussion caps and they the load in the rocket box. After ignition, rocket escapes under high pressure from the rocket box out. Towing rope of rocket releases the cap of the parachute container, parachute is pulled from the container, then the bag of parachute is discarded and parachute canopy is filled with air. Technical data: Weight 9,65 kg 21,3 lbs Dimensions 360x245x200mm 14,2x9,7x7,9in Rocket engine Magnum 450 Area of parachute canopy 86 m2 926 sqft The number of ropes 32 Max. payload 475 kg 1050 lbs Max. speed 300 km/h 187 mph Repacking interval 6 years Burning time 0,6 sec. Total impulse at 20ºC 0,303 kNs Mechanical double ignition
Minimum recommended height of use is 200 m, but there are noticed cases of successful application from the lower height than 80 m. It also depends from the horizontal and vertical components of velocity. System life is 18 years if the revision and repacking is performed every 6 years.
Parachute casing The activation mechanism
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It is made from the cable with Teflon coating and metal bowden. Activation handle has got a double safety mechanism to prevent accidental launch and works as well as lock mechanism for storage and transport. Mechanism is designed to have minimal resistance to activation forces under all installation conditions and this resistance remains minimal throughout the life of the system.
Activation handle inside of cockpit
1.3.21.2. Rescue system installation
Rescue system soft pack is placed between firewall and canopy/instrument panel. Two front rescue system belts are hinged on the top of engine mounting hinges (and are folded inside of rescue system box), third belt is going under left cockpit frame to rear hinge, mounted on the top of baggage space frame, so the third belt is destroying outside surface of fuselage.
Parachute canopy outside
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1.3.22. Placards
New aircraft is equipped with placards supplied by the airplane manufacturer. These placards explain the purpose of controls, instruments, airspeed limits, weight limits, etc. Placards are usually attached to the appropriate instruments and controls. Limitation placards are attached to the canopy, external placards are attached on the appropriate aircraft part, however placards may vary slightly from plane to plane.
CAUTION The owner (aircraft operating agency) of the aircraft is responsible for the readability of placards during the aircraft service life.
In case of placard damage or unreadability, it is permissible to copy placards (copy on suitable adhesive tape) and replace the damaged placard.
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2. Operation
2.1. OPERATION OUTLINES
During operation of the Shark it is required to have following documentation in the plane:
• Aircraft Maintenance Manual for Shark • Aircraft Flight Manual for Shark • Engine Operator’s Manual • Propeller Operator’s Manual • Additional documents supplied with instruments or equipment used in specific aircraft .
The airworthiness and operational readiness of the airplane depends upon the careful adherence to the recommended procedures and regulations. Climate, aerodrome conditions, dustiness, manner of hangaring and other factors, such as corrosive effects of industrial or seaside areas, should be considered.
The procedures given in this manual suit average operational conditions, more harsh environments may require more frequent maintenance intervals.
2.2. AIRPLANE ASSEMBLY
2.2.1. Wing
2.2.1.1. Wing assembly
2 persons are needed to accomplish this task.
Necessary tools • hammer to pull main wing pins • screwdriver to tight fuel hoses rings • wrenches M10 M13 • grease • safety wire + plies • white tape for gaps • cotter pins 1,8x16 mm
Wing – to fuselage assembly procedure Assembly procedure of one half of the wing is the following. Procedure for both halves is similar.
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• Thoroughly clean and lubricate all pins and bushings with a suitable grease before the assembly. Also lubricate the flap hinge pins and bushings, and flap steering arms, aileron control tube ball bearing.
• First person holds the wing tip, the second person holds the wing root leading edge
• Slide wing spar carefully to fuselage spar channel, take care about aileron control tube and flap. Stop it about 10 cm before final position. Slide inside fuel hoses, connector and wires from fuel gauge and lights, connect pitotstatic tubes. Then push wing inside last 10 cm, but carefully check tubes and wires. Take care about flap root rib, if flap is not removed, carefully bend flap and put it in bracket slot.
• Set the wing so that the attachments on the wing and on the fuselage are concentric. Check with fingers inside bushings.
• Install wing pin close to ribs, then next close to fuselage, finally rear pin. You can use light hammering to the stop. Main pin handles slide to brackets, save position with wire. Rear pin –install castle nut, safe with split pin.
• Connect wiring
• Connect fuel hoses
• If flap was completely removed from wing, install flap : give it to the bracket slots, install bolts with “coco” safety washers, safe bolts with washers.
• If flap was on the wing, install just pin on fuselage flap hinge, install castle nut and split pin.
• Switch flaps ON, open flaps on maximum = adjust FLAPS III.
• Connect flap root rib with flap control rod, install “coco” nut and bolt, or bolt nut, split pin if is disconnected rod and torsion tube.
• Connect the aileron control pull rod inside of fuselage bottom- in the front of main wing beam box. Give ball end in position, install “butterfly” bolts, safe them with wire.
• Glue white tape over wing-fuselage joint.
• Repeat the same steps with another wing
• Check all:
• function and leakage of pitotstatic system • function of ailerons, stick, limit stops • check fuel indication at empty tanks, fill some amount of fuel, check indicated amount of fuel • check leakage of fuel hoses connection • check flaps free movement • check lights function
2.2.1.2. Wing disassembly
Necessary tools • Reverse/inertial hammer to tap the main pins out • a screwdriver to release fuel hoses clamps • wrenches 10,13 2-2
Aircraft MAINTENANCE MANUAL
• plies to cut safety wire, remove split pins • tape • plastic hose with valve to empty fuel tanks, canisters • transport or storage tools for wings
Wing - from –fuselage disassembly
• Empty fuel tanks: use plastic hose with valve, rest of fuel remove through drain bolt, or disconnect fuel hoses. To expedite draining through fuel hose or drain vent you can slightly pressurize tank through ventilating hole in outer flap hinge.
• Remove tape covering root ribs gap.
• Open flaps fully. Disconnect flap rod from flap torsion tube.
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• Remove bolt from fuselage flap hinge.
• Disconnect electric connector
• Disconnect fuel hoses
• Disconnect aileron control tube below front seat : remove “butterfly” bolt
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• Remove safe wire from wing pins, cotter pin from rear spar bolt.
• Unscrew castle nut from reat spar bolt, remove as well washer below.
• One person will slightly lift wing tip, finding position for lightest wing pins movement.
• Push/pull out rear spar bolt.
• Use reverse/inertial hammer to pull out main spar wing pins.
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• Remove completely flap from wing hinges, or just bend slightly flap at the root, to pull it out from fuselage flap console.
• Pull out wing from fuselage about 10 cm. Take care about flap, fuel hoses, electric wiring. Disconnect pitotstatic tubes on left wing of fuselage side.
• Pull out wign fully from fuselage. Place it on transport or storage tool. Take care about aileron tube, flap, pitot tube.
• We strictly recommend : all removed bolts, nuts, washers after disassembly of part immediately install back on part, and save with tape. Most of bolts have not standard dimensions and are adopted for best fit. If they will be lost, it is not easy to substitute them.
2.2.2. Horizontal tail unit
2.2.2.1. Necessary tools Wrench 10, 17 Plies for cotter pins Tape Grease
2.2.2.2. HTU - from – fuselage disassembly
• Remove tape sealing fuselage-stabilizer gaps
• Remove cotter pins, castle nut, washers, bolts connecting elevator ribs to control tubes.
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• Disconnect elevator trim tab electric connector.
• Remove the safety pin securing the castle nut on the bolt of the stabilizer bracket. Screw off the nut and remove washer.
• Move rudder to side, and push-pull stabilizer backward – while pins on fuselage rib will go out from ball bearings on stabilizer spar.
• Put bolts, washers, nuts, pins back to their place, safe them with tape.
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2.2.2.3. HTU-to-fuselage assembly
• Clean and lubricate bolts, pins ball bearings.
• Move rudder on side, place stabilizer on fuselage, pull stabilizer from the rear on 2 pins in front and rear bolt.
• Put the washers on the bolt. Screw on the castle nut, and secure with a safety pin.
• Insert the bolts to connect the elevator root ribs with the control rods. Put right amount of washers, to have free movement without rod touching fuselage rib, up to maximum deflection. Screw on the castle nut and secure with the cotter pins.
• Connect trim tab electric control cables.
• Check free movement of elevator , function of elevator trim
• Cover gaps with tape
2.2.3. Vertical tail unit
2.2.3.1. Necessary tools • Plies for safety wire • Wrench 13 • Screwdriver • Cotter pins • Tape • Grease • Tool for measuring cables tension
2.2.3.2. Rudder - from – fuselage disassembly
• Release rudder cables, remove safety wire from turnbuckles – placed behind front pilot pedals, turn –release turnbuckles.
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• Remove 2 covering rings on the rear of fuselage.
• Remove cotter pins from bolts fixing steering cables, remove castle nuts, washers. Pull out bolts, disconnect cables from rudder.
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• Remove cotter pin from the lower bolt of rudder. Remove the castle nut and washer.
• Disconnect wiring from lights.
• Lift and remove the rudder from fuselage.
• Install bolts, washers, fuselage rings back on place, safe them with a tape.
2.2.3.3. Rudder assembly procedure
• Clean and grease pins on rudder and bushings on fuselage, bushings for control cable bolts and bolts.
• Put the rudder on the fin hinges from above.
• Check clearance on upper pin 0,5-1,5 mm, if needed add washers on bottom bolt.
• Put the washer on the lower suspension bolt, tighten the castle nut – for rudder has free movement, and secure with a cotter pin.
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• Attach the rudder control cables, insert bolts, nuts, washer, cotter pins.
• Tighten turnbuckles in front on 30 kg tension in cables. Needed adjustment on turnbuckles on both sides for rudder have the same deflection to the right and left. Safe turnbuckles with safety wire.
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2.2.4. Flat tire change
These procedures are taken from Beringer manufacturer's manual, which is available on the web page http://www.beringer.fr/aero.php . On this page you can find manufacturer's catalogue (http://www.beringer.fr/cat/catPlaneEn.pdf ) where you can see needed tools and also ordering form, if you want to buy tool, spare parts, tyres, brake pads, wheel-o-rings or tyre mounting lubricant etc. These tools you can buy at our company SHARK or take a look on producer page and find closest distributor.
2.2.4.1. Preliminary
These procedures are suitable for light wheel. We have these types of tires: Front – Cheng shin 11x4.00-5” 8PLY, part number PAC 01 Main – Sava 140-6” 6PLY, part number PAC 05
If you need to change the tyre, you will need these tools: - click-type torque wrench - loctite 243 (blue) - thinner - tyre mounting lubricant “TYRE UP” or “MICHELIN BIB'UP”
- special tool: 5” wheel Tyre change tool, part number OPA01 - O - ring kit, part number KDF01 6” wheel Tyre change, part number OPA02 - O - ring kit, part number KDF02
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2.2.4.2. Remove tyre procedure
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2.2.5. Motorcowlings removing and installing
2.2.5.1. Upper motorcowling removing • Open CAMLOCs on sides and on upper side • Open CAMLOCs on gills, remove gills • Remove upper motorcowling
2.2.5.2. Upper motorcowling installing • Give upper motorcowling on place, let CAMLOCs fit together • Close CAMLOCs on sides, on upper side • Insert gills, close CAMLOCs holding gills
Note: At engine test without upper motorcowlings is needed to fix lower motorcowling to engine in the front with wire or ties. Otherwise will spinner damage lower motorcowling.
2.2.5.3. Lower motorcowling removing • Remove upper motorcowling and gills • Release mouth control wire from mouth
• Remove hoses from airbox • Unplug landing light • Open CAMLOCs, remove lower cowling
2.2.5.4. Lower motorcowling installing • Put cowling on place, while putting wire for mouth in hole. Close CAMLOCs. • Connect hoses to airbox • Connect control wire for mouth, check correct function • Plug wires for landing light • Check sealing of water and oil radiator
NOTE: For operation in winter condition, when temperatures are below zero deg Celsius, we recommend to install winter plug on NACA inlet, which will help to keep temperature of oil and water over low limits. Winter plug is bolted on place with 4 screws secured by Loctite.
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2.2.6. Instrument panel opening
For access to instruments:
• Remove 4 screws fixing instrument panel to panel cover
• Remove screws fixing panel cover to fuselage, remove panel cover • Unplug GPS antenna • Fold down instrument panel around hinges.
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2.2.7. Seat remove
Procedure how to disassemble front seat and covers to check LG mechanism
• Push the button to release the seat to the maximum forward position.
• Now, you can see the gas spring at maximum forward position of the seat.
• Remove a small bolt, which secured the bar (imbus 4)
.
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• After removing the bolt, turn small handle anticlockwise.
• Remove the small rod outside from the whole .
• Release the gas spring from the seat.
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• Remove the two bolts from the bracket. Now you can move seat to forward position and you have access to cover over pulleys.
• Remove 4 bolts from cover; remove cover. You will see pulleys, wires, end of servo rod with hinge arm. You can check if they are OK at retracting and opening LG.
• When you remove fairing in front of rear seat, you can see and check servo rod travelling at opened and retracted main legs.
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• Now you are able to see the mechanism of the servo (rod and wires) in extended position and in retracted position.
Servo piston fully out = landing gears opened.
View through hole in front of rear seat View through hole below front seat
Servo piston fully in = landing gears retracted.
View through hole in front of rear seat View through hole below front seat
• For better access is needed fully remove front seat, but for basic check of servo, pulleys, wires of retracting system of main landing gears is enough this.
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• If you need to remove front seat, you need also remove the bolts under front seat. The bolts are under both sides of seat.
Removing bolts under front seat
• During assembly of seat, please follow these steps in reverse order.
2.2.7.1. Procedure how to repair seat adjustment
If the setting of seat does not work (movement of seat is blocked), follow this procedure:
• Check the setting button of seat (in front of right armrest) if it is pushed down or in normal position.
• Remove right front armrest and container
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• Through the gap you can see bottom part of button connected with bowden
• Check the bottom side of button if the end of bowden is correctly locked/secured.
Correct position of bowden end
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• Now through the cargo gap, you can see small hole with opposite end of bowden.
• Check this end of bowden if it stays in normal position or it is out of housing. When the bowden is out of housing try to get it into the correct position. Pull the bowden till down by one hand and with small knife or thin screwdriver try to press up the white lock. Put the wire of bowden into correct position inside of housing.
Correct position Incorrect position
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• This end of bowden is connected with the end of gas strut. The gas strut is situated behind the seat.
• Check the nut of gas strut.
• Make sure the bowden along its length is free without any tension.
2.2.8. Parachute
Disassembly of parachute You disassemble parachute if: • You want to do revision of parachute • You want to check or make maintenance on rudder/brake pedals, heating channel
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Procedure
• Check and lock the front and rear activation handle of rocket BRS
.
• Unscrew all bolts and remove parachute cover.
• Remove the two bolts M5 from brackets holding parachute bag.
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• Dismount the small carbine to disconnect parachute from rocket and also big carbine of fuselage belts BRS
.
• Now remove the parachute bag and belts out from container. • On the bottom of the bay is carbon/honeycomb sandwich floor. Just pull it out, it is not fixed.
• Now you have access to rudder/brake pedals (left and right). You can check kinematics of pedal control with setting (green arrow), check and setting of lift of brake cylinder (blue arrow), setting of pedals (yellow arrow) and tension and securing of pedal control wire (red arrow)
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.
• Assembly of parachute is in reverse order.
At parachute activation is fired rocket, rocket pulls out from container parachute in sleeve, and finally are pulled out belts. It is needed to take care for position of steel wire from rocket – for it is not placed over rocket. Next is needed to place belts on side of parachute container, not over.
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2.2.9. Canopy
Cockpit canopy disassembly • Switch OFF Master and all breakers. • Remove rear EFIS, disconnect it, and as well next electric – breaker, plug. Prepare these wires for they can be pulled out from cabin frame.
• Disconnect the gas strut. It can be disconnected at the rear instrument panel or at fuselage bridge.
Be AWARE, when you release the nut, the cockpit canopy will lose support. It has not stop for opening position, and if not supported it will fall down and will be damaged. You need 2 persons for holding of cockpit canopy. When you dismount the gas strut, close cockpit canopy.
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• Remove hinge covers -2 bolts on the ends. Middle bolt is stop for pin, not needed to remove.
• Screw a bolt M4 to hinge pin, and turn it and slide maximum forward.
• Screw bolt M4 to second thread hole, pull out pin, take it out from slot.
•
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• Make the same procedure with rear hinge.
NOTE: Be careful don´t fall pins inside of fuselage.
• If you have unhinged both parts. One person must stand in the front cockpit canopy and starts slowly pull out the electric cables. If the cable is pulled out, the cockpit canopy is free.
2.3. LEVELING Leveling is important procedure to check geometry of specific aircraft after assembly, repairing or “hard” landing. This is necessary to perform to proof that particular part of the aeroplane is correct fitted together. We have to measure different length and angles, for example: the angles of attacks, angle of dihedral of wing, angles of front and main undercarriage legs, etc.
When you want to perform leveling of SHARK, you need special tools:
• Level • Measuring tape (at least 5 m long) • Tool for leveling of airfoil – adjustable (small V slots are centred on leading edge and trailing edge)
Tool for leveling and level
Before you start leveling, be sure the control levers, flaps and elevator trim are in NEUTRAL position. The aeroplane should stand on the level ground.
Procedure
• 1) Measure angle of reference plane at longitudinal direction – parallel to axis of aircraft - on front side of cabin frame. Angle should have to be close to 0° relating to ground. This is not needed to adjust, the wing and stabilizer angle is related to this measured angle.
• 2) Measure angle of reference plane at latitudinal direction – direction of wing spans. Measured on front side of cabin frame. Angle should have to be 0°. It is possible to adjust it at shock absorbers. Take in mind that different amount of fuel in fuel tanks has impact on this. This has impact on adjusting zero on artificial horizon.
• 3) Measure front leg deviation angle from vertical.
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• 4) Measure angle of front leg at side view.
• 5) Measure main legs deviation angle from vertical. Right + Left.
• 6) Measure angle of main legs at side view. R+L.
• 7) Measure angle of attack at root of wing. It is measured at connection of wing with fuselage. Leveling tool is needed. R+L.
• 8) Measure angle of attack at root rib of the aileron/ end rib of flap on the wing. Leveling tool is needed. R+L.
• 9) Measure angle of dihedral of wing upper surface. R+L.
• 10) Measure angle of dihedral of horizontal stabilizer. This should be done for both sides of stabilizer, average is final value, should have to be zero. R+L, average.
• 11) Measure angle of attack of stabilizer. Put elevator and trim to neutral. Leveling tool is needed. R+L, average.
• 12) Measure length between the highest tip of cabin at symmetry plane (the rear part of cabin) and the tip of horizontal stabilizer. R+L.
• 13) Measure length between the point at trailing edge (point between flap and aileron) and rear bottom tip of vertical stabilizer (tail). R+L
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2.4. MEASUREMENT OF CONTROL SURFACES
2.4.1. Required deflections
The deflection of the control surfaces are specified in the Record about the checking of control surfaces and tension of airplane cables (see Appendices of this Manual).
demanded : ELEVATOR up 26 o + 1.5 o down 16 o + 1.5 o
up 15 o + 1.5 o Neutral 12 o + 2 o elev. TRIM (down) down 30 o ± 2 o
left 35 o ± 2 o RUDDER right 35 o ± 2 o
neutral 0 ° up 21 ° ± 1 ° AILERONS down 14 ° ± 1 °
tab arm 50 mm ANTITABS aileron arm 30 mm
neutral (0) 0 ° TAKE-OFF (I) 20 ° ± 1 ° FLAPS SHORT TAKE-OFF(II) 30 ° ± 1 ° LANDING (III) 40 ° ± 1 °
Electronic level of IPAD with Angle Meter software is used by the airplane manufacturer to measure deflections. Another tool is possible to use as well. Rudder deflection is measured with template. Deflections of aileron antitabs are defined by arms, so arms are checked.
2.4.2. Weight and static moments
Weight and static moments of control surfaces are measured, results are recorded in protocol: Record about weight and static moments of control surfaces and flaps
Parts must be removed from aircraft. Simple tools to fix pins in correct position above table are used. 2-37
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Small electronic scale is positioned below trailing edge of control surface at maximum arm. Control surface is fixed to tools in horizontal position, must be free movement, on trailing edge supported with small block of foam placed on scale. Weight of part, and weight on trailing edge is recorded, and static moment is calculated in excel spreadsheet. Elevator is measured before and after installing mass ballast in the nose.
mass in static weight point of arm calculation moment contact g g mm Ncm
Weight (g) x Aileron right 300 Arm (mm) / 0 1000
Aileron left 300 0
Rudder 330 0,0
Flap right 335 0,0
Flap left 335 0,0
Right elevator 270 0,0 without balance Left elevator without 270 0,0 balance Totals 0 Right elevator with 270 0 balance Left elevator with 270 0 balance 2-38
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2.4.3. Friction in control system and flaps operating force
In protocol Record about friction of control surfaces and flaps operating force is recorded measured friction in control system of ailerons, elevator and rudder. Force on flaps is checked.
All control system surfaces are measured on assembled aircraft, in ready to fly configuration. Force is measured by electronic or mechanical beam-scale or load-cell. It is fixed at maximum arm at trailing edge of control surface by tape. Control surface is adjusted to neutral. Force is applied, while surface starts to move. Maximum force is recorded. In excel spreadsheet is calculated friction moment. Rudder is measured at disconnected front leg – tail of aircraft if pressed down, nose is lifted up. Emergency release of front leg is activated – servo is disconnected from system. Then is possible to retract front landing gear by hand after unlocking strut, and rudder control system is disconnected from front wheel steering system. Maximum flap operating force – 26 kg at trailing edge - is checked. On trailing edge of left flap at root rib is with tape fixed rope. This go through pulley fixed on table, and on other side is hanging ballast –bags weighing 26 kg. Flap control system is activated, and checked if flap is able to overpower this force. Time to reach position at this load is recorded.
Friction of control s. values measured
up down arm calculation moment
g g mm Ncm
Weight (g) x Aileron right 300 Arm (mm) / 0 1000
Aileron left 300 0
Elevator 270 0,0
right left arm calculation moment
Rudder (retracted 330 0,0 LG)
Operating force
load (kg) arm position time (sec) N/A * (mm) 0 - I. 26 335
Flaps I. - II. 26 335
II. - III. 26 335
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2.5. PERMISSIBLE TOLERANCES
The following table indicates the permissible tolerances for critical parts of the airplane. These values should not be exceeded in operation. It is expected that an operator will take steps if excessive plays are found on/in part not listed below.
Max. Max. Procedure to System Procedure to find a play product. operat. remedy a play play play Block ailerons up to the wing and Check condition of Ailerons control 0.08 in 0.2 in move the control stick to the left bearings and system 2 mm 5 mm and right replace if needed Block elevator up to the stabilizer, Check condition of Elevator control 0.08 in 02 in pull and push the control bearings and system 2 mm 5 mm replace if needed Set the flaps in all position by Check and change degrees and then handle the flap bushings in system Flaps control trailing edge near the flap root, where from play 0 08 in 0.2 in system move the trailing edge comes 2 mm 5 mm up/downward to find possible plays Set trim tab in neutral position and Check control servo then handle the trim tab trailing Trim tab control rod and pin and 0.08 in 0.2 in edge, move the trailing edge system condition of electric 2 mm 5 mm up/downward to find possible cables plays Move the wing tip and note play in Check wing Wing-Fuselage wing suspensions suspensions, 0.08 in 0 attachment replace pins, 2 mm bushings Move the stabilizer tip forward- Replace bearings in HTU rearward suspension points 0 08 in 0 attachment and bearings in 2 mm control system Lift the rudder Change swivel bearing or insert a 0.04 in 0 08 in Rudder hinges washer under the 1 mm 2 mm lower hinge pin Push the rear part of the fuselage Replace bushings down (use a weight) to lift the 0.04 in 0.12 in Nose wheel nosewheel, then move the wheel 1 mm 3 mm forward- backward Lifl the wing tip (hold the wing Check the leg under the main spar) to lifl a main attachment wheels Main landing 0.04 in 0 12 in leg, then move the wheel forward- attachment replace gear 1 mm 3 mm rearward and note play in the bearings if bearings or leg attachment necessary
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2.6. WEIGHING THE AIRPLANE AND C.G. CALCULATION
WARNING Never exceed the maximum take-off weight and c. g. range for any configuration of crew, fuel and baggage as shown in the flight manual.
The removal or addition of equipment may result in changes to the centre of gravity and empty weight of the aircraft. The permissible useful load can also be affected. In such case a new weight and balance is necessary to determine the new empty weight and centre-of-gravity position. The new empty weight and C.G. position should be recorded in the Flight Manual, Record about the weighing and location of gravity . Then a new permitted crew weight for fuelling and baggage must be computed and recorded. The cockpit placard "Load Limits" should also be updated.
2.6.1. Empty weight determination
The empty weight of an aircraft includes all operating equipment that has a fixed location and is actually installed in the airplane. It includes the weight of the painted airplane, accumulator, standard and optional equipment, full engine coolant, hydraulic fluid, brake fluid, oil. The aircraft is weighed without crew, fuel and baggage.
The following weighing procedure is recommended:
• Remove excessive dirt, grease and moisture from the airplane before weighing. • Weigh the airplane inside a closed building to prevent errors due to wind. • Place the scales, calibrate zero. • Place the airplane on the scales (use boards to run on the scales or lift the airplane – see airplane jacking). • Place the airplane in a level flight position (use suitable rests under the wheels). • Check the configuration for weighing (e.g. empty weight). • Weigh the airplane and record the values in Record about the weighing and location of gravity (make a copy of standard Record included in section Appendices). • Compute the weight and C. G. position according to the formula Record about the weighting and location of gravity. • Compute and record permitted crew weight for fuelling and baggage -see Pilot's Operating Manual. • Up-date the placard "Load Limits" (make a new one) and attach in the cockpit.
2.6.2. Operating C. G. range calculation
On the basis of knowledge of arms, weights of items, airplane empty weight the C. G. position it is possible to calculate weight and C. G. position according Record about the weight, centre of gravity CG calculator (you can find in Appendices).
2.7. FUEL TANK TIGHTNESS
To check fuel tank tightness we use pressure test. Result is written in protocol in supplements : RECORD about fuel tanks tightness test.
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Drain bolt, fuel cup and electric fuel level sensor have to be installed on place. Fuel cup must be without lock, as caps with locks are not tight. Vent hole on outer flap hinge must be sealed. Fuel return hose must be sealed. On fuel hose is installed T connector with connected manometer. Tank is pressurised to 0,25 bar, hose is sealed. After 2 hours is checked pressure. Results are written in protocol. If here is some leak, check hose connections and all sealed holes with water with soap.
After test don´t forget to release all holes –specially vent hole in flap hinge.
CAUTION - Be very careful at pressurisation of system. Do not use higher pressure, as it can easy break fuel tank and then whole wing!
2.8. PITOTSTATIC SYSTEM TIGHTNESS
After maintenance work on instruments connected to pitotstatic system, or just after wing removing, is needed to check tightness of system. Result is written to protocol in supplement: RECORD about pitot static system tightness test.
• It is good to test separate systems and instruments before their installation. • But after installation is needed to check whole system with aircraft in ready to fly configuration. • We check line of total pressure from pitot tube. • On Dynon pitot tube is needed to seal small drain hole on the bottom –with plastic tape. • Switch on Master and EFIS system and backup system –OBLO. • One person apply light pressure to system by blowing to pitot tube, next person is checking indicated speed on EFIS and backup speedometer. • At speed 150-250 km/h is pitot sealed, exact indicated speed is recorded. After 2 minutes is checked again indicated speed, and recorded. Calculated is lose in indicated speed and lose per minute. • More precise and most safe method is to use water level, 2 transparent tubes are connected to U shape, and 50% filled with water. One end is connected to T joint. Next are connected to valve and to pitot tube. • Avoid for water do not enter pitotstatic system. • Pressurize system slightly through valve, while water level show one meter step – then pressure from water column is equal to dynamic pressure of air at 40 m/s = 144 km/h. 1,5 m water step is equal to 50 m/s = 180 km/h. • After test do not forget to remove tape from Dynon pitot drain hole.
CAUTION - Be very careful at pressurisation of system. Do not use higher pressure, as it can damage pressure sensors and instruments. Blow in pitot very slightly, next person must check indicated speed and report this. Never use pressure 6 bar from workshop pressure system. Never use syringe –as you have control about volume, but not about pressure – and as we have small volume in system, you can easy overpressurize and damage sensors and instruments.
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2.9. GROUND OPERATION
2.9.1. Assembling for transportation and hangaring – Wing and stabilizer dismounting Refer point 2.2.1. and 2.2.2. of this manual
2.9.2. Parking and mooring Always secure the aircraft when parked. It is recommended to moor aircraft in bad weather conditions or when the aircraft is left unattended (overnight etc.)
Ground equipment: - cover of pitot tube - securing set for mooring - fabric covers
2.9.2.1. Cover of pitot tube Pitot tube has to be protected against blowing air and rain by cover. Cover is provided with a red flag –don´t forget to remove it before flight.
2.9.3. Mooring The airplane should be moored if parked outside the hangar to protect it against possible damage in case of increased wind intensity.
The airplane mooring equipment consists of the following: - 3 mooring ground bolts - 2 long and 1 short mooring cables - 2 wing bolts with ring
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Mooring bolts should be screwed in the ground and the airplane should be moored with cables as shown below:
2.9.4. Hangaring Moving the airplane during hangaring, parking, etc. is recommended by pushing the empty airplane. It is possible to use towing bar connected to axis of front wheel. Some surfaces are reinforced with added layers of carbon fabric, to avoid surface damage at ground transport:
• Fuselage-fin fillet, circle with radius 350 mm, where we fuselage is pressed dow to lift ut front wheel • Leading edge of fin, 500 mm height, 100 mm width on sides • Upper surface of leading edge of wings, 200 mm wide • Top of leading edge of stabilizer, width 150 mm • Surface around fuel caps • Stepping stripe on left wing root on fuselage • Whole upper surface of wings was reinforced because of this, but its resistance to local load is still limited • Spinner was reinforced • Propeller blades is possible to use for towing – needed to catch root of blades, not tips
CAUTION: Fuselage surface have minimum thickness of carbon fabric, because of weight. Below carbon fabric is PVC foam, with low pressure strength and stiffness. Even pressed by hand can cause surface deformations, which is very difficult to repair. It is necessary to be very careful at ground handling of aircraft.
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CAUTION: To lift aircraft for maintenance work on pandiny gears have structure prepared lifting points – metal brackets bolted to front side of fuselage spar. I fit is needed to lift aircraft by wings, special attention is needed. Pressed surface have to be large, and it have to be exactly at place of main spar –best close to control ring. Otherwise is risk of broken or burst panel of wing.
Layout of surfaces reinforced for ground handling
CAUTION Avoid excessive pressure on the aircraft airframe - especially at the elevator, rudder, trim etc. Handle the propeller by holding the blade root - never the blade tip!
TOWING THE AIRPLANE WITH A CAR IS NOT ALLOWED.
2.9.5. Towing It is easy to tow the airplane a short distance by holding the blade root, since the empty weight of this airplane is relatively low. Suitable surfaces to hold the aircraft airframe are the rear part of the fuselage before the fin. A tow bar may be used to tow the aircraft over long distances. Steerable nose wheel is equipped with the stops, it is impossible to turn it around.
2.9.6. Tire pressure
Přední kolo podvozku 13x4 - 3,5 bar 51 psi Kola hlavního podvozku 14x4 - 3 bar +/- 0,3 psi 44 psi
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3. Maintenance
3.1. OVERALL MAINTENANCE SURVEY Airplane maintenance is required to maintain its airworthiness. Periodical events are performed (periodical and pre-flight inspections) along with irregular events e. g. a repair of damage as required.
3.2. PRE-FLIGHT INSPECTION Refer AFM 4.1. 3.3. POST-FLIGHT INSPECTION Refer AFM 4.10.6 3.4. PERIODICAL INSPECTION
3.4.1. Periodical inspection intervals The periods for overall checks and contingent maintenance will depend on the conditions of the operation and the overall condition of the airplane. The manufacturer recommends maintenance checks and periodic inspections in the following periods: 1. after the first 25+2 flight hours 2. after every 50+3 flight hours 3. after every 100+5 flight hours or annual inspection
Refer to the Rotax 912 Operator’s Manual for engine maintenance. Refer to the propeller Maintenance Manual for propeller maintenance.
3.4.2. Periodical inspections Sign off sheets The following Periodical maintenance Sign off Sheets is intended for copying and serves as the Maintenance Records. It is also recommended to include small repairs, damages and their remedy or replacement.
Some parts of the airplane (engine, propeller etc.) may have special time limits – refer to the appropriate manuals for maintenance time limits and procedures.
3.4.3. Periodical inspections – events
Model: S/N.: Hours flown: Date of inspection: Shark UL Registration: No. of Takeoffs:
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Prior to the inspection clean 1. and wash the airplane x x x surfaces, if needed
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Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every
See engine manufacturer’s Engine 2. instructions
3. Engine compartment
3.1. Fiberglass engine cowlings Check outside condition of 3.1.1. cowlings surface and locks- x repair any damage 3.1.2. Remove engine cowlings x x x
Visually check cowlings inside 3.1.3. x x -repair any damage
3.2. Engine mount Visually check condition, welded joints, welded 3.2.1. x x x brackets, locking of bolts, paint, firewall Visually check condition of rubber silent blocks – replace 3.2.2. x those cracked and excessively deformed 3.3. Suction / air intake system Visually check condition, attachment and security of air 3.3.1. filter at carburettor inlet x x x - clean filter acc. to the engine manual Visually check condition of 3.3.2. x x x suction tubing Check carburettor – condition : attachment, bowdens, free 3.3.3. movement of control arms, x x x bowls below carburettors, preheating 3.4 Battery
Visually check attachment and 3.4.1. x x security Check charging – charge if 3.4.2. x needed
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Visually check condition and 3.4.3 attachment of wire leads x x x - replace those damaged 3.5. Wiring Visually check condition and integrity of wires, damage from 3.5.1. x x x contact with engine, damage from heat, fixed position 3.6. Fuel system Visually check condition, integrity, attachment and 3.6.1. x x x security of hoses – replace those damaged Visually check fuel filters 3.6.2. x x x condition, clean, replace Visually check system for 3.6.3. x x x leaks, smell, tight clamps
3.7. Cooling system
Visually check radiator for 3.7.1. x condition and leaks Visually check condition, 3.7.2. attachment of hoses, check x x x system for leaks Check coolant quantity in the expansion tank – add or 3.7.3. x x x change coolant acc. to the engine manual if needed Visually check condition and 3.7.4. attachment of overflow bottle x on the firewall 3.8. Lubrication system Visually check condition and 3.8.1. attachment of oil tank, pull out x and check internal rib Check oil cooler for condition, 3.8.2. x x x attachment and leaks Visually check hoses for condition, leaks, attachment 3.8.3. and security – replace x x x damaged hoses Check oil quantity – add or
3.8.4. change oil acc. to the engine x x x manual if needed 3.9. Exhaust system
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Visually check exhaust system for condition, cracks, 3.9.1. x x x deformations or damage – repair / replace Visually check condition and 3.9.2. attachment of the muffler – x x x repair / replace if needed 3.9.3. Check joint security x x x
3.10. Heating and cooling
3.10.1 Check hot air valve function – x x . Bowden Check condition, function and 3.10.2 control of the ventilating flap x x . and eyeball ventilating valves in cabin Lubricate per Lubricating 3.11. x x x Chart
See manufacturer’s Propeller 4. instructions
4.1 . Blades Inspect blades for abrasions, cracks, paint damage, condition of blades leading 4.1.1. x x x edges and tips – repair according to the propeller manual 4.2. Spinner Visually check spinner for condition, abrasions, cracks, 4.2.1. x x paint damage – repair large damage 4.2.2. Remove spinner x x
Check prop attachment, 4.2.3. x x security of bolts Check blades adjusting 4.2.4. x x mechanism
4.2.5. Install spinner x x
Check according manufacturer 4.2.6. manual
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Landing gear 5. Nose wheel landing gear
5.1. Nose wheel leg Check condition, attachment, gaps of the nose wheel leg – 4 5.1.1. x x x bearings ( lift airplane nose) Check paint, welds, condition 5.1.2. of all metal parts, condition of x x x carbon fork, mud guard Check doors, hinges, arms 5.1.3. x x x closing doors Visually check condition of 5.1.4. x x x composite spring Check secured cotter pins on 5.1.5. x x x all castle nuts
5.2. Front wheel retracting mechanism
Check function of emergency 5.2. x x x release lock – unlock and lock Check servo and gas spring 5.2.1. x x x condition, test unlock force Check position of sensors, 5.2.2. gaps, correct fixing, wiring, x x x flags with yellow/black arrow Lift aircraft, shortcut pressure 5.2.3. switch, connect external x electric power Retract leg, make emergency 5.2.4. x release Unlock by hand and check free 5.2.5. movement of leg without x friction and collision Make recovery after 5.2.6. x emergency release Disconnect doors for you are 5.2.7. x able to check retracted leg. Make 3 times retracting – opening sequence. Check free movement, gaps, risk of 5.2.8. x collisions in wheel bay at retracting and as well at opening. Connect doors, make again 3 time retracting –opening 5.2.9. x sequence –check doors function.
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Disconnect pressure switch shortcut, check adjustment of 5.2.10 x pressure switch –speed at switch ON. Check control panel diodes – 5.2.11 front and rear seat, voice x x x warning 5.4. Tire Check tire condition, cuts, 5.4.1. uneven or excessive wear and x x slippage– replace if needed
Check pressure – inflate to 5.4.2. x x x required pressure
5.5. Wheel Visually check for cracks, 5.5.1. permanent deformation – if x damaged, replace Check valve condition around 5.5.2. x the hole in the rim Check condition of bearings, 5.5.3. x wheel free rotation, clearance
5.7. Nose wheel control system Check free movement in 5.7.1. steering system, up to stops, x x adjust 2 bolts if needed Lubricate per Lubricating 5.8. x x x Chart
Landing gear 6. Main landing gear
6.1. Main Landing gear legs R+L
Check condition, attachment, 6.1.1. x x x gaps in main leg bearings Check paint, welds, condition 6.1.2. x x x of all metal parts, mud guards Check secured cotter pins on 6.1.3. x x x all castle nuts
6.2. Shock absorbers
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Check gap on unloaded shock absorber – lift wing or whole 6.2.1. aircraft. If found gap –remove x x x shock absorber and insert washers. Check EFFBE PUR blocks – if 6.2.2. “tired”, or damaged, install x x new. Check metal parts, free 6.2.3. x x x movement, secured bolts
6.3. Main wheel retracting mechanism Check function of emergency release lock – unlock and lock 6.3.1. x x x , check cable and cable guide condition Check steel spring and gas 6.3.2. spring condition, test unlock x x x force Check position of sensors, 6.3.3. gaps, correct fixing, wiring, x x x flags with yellow/black arrow Lift aircraft, shortcut pressure 6.3.4. switch, connect external x electric power Retract legs, make emergency 6.3.5. x release Make recovery after 6.3.6. x emergency release Remove doors for you are able 6.3.7. x to check retracted leg. Unlock by hand and check free 6.3.8. movement of leg without x friction and collision Make 3 times retracting – opening sequence. Check free movement, gaps, risk of 6.3.9. x collisions in wheel bay at retracting and as well at opening. Install doors, make again 3 time retracting –opening 6.3.10 x sequence –check doors function. Disconnect pressure switch shortcut, check adjustment of 6.3.11 x pressure switch –speed at switch ON. Check control panel diodes – 6.3.12 front and rear seat, voice x x x warning 3-7
Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every
6.4. Tires Check tires for condition, cuts,
6.4.1. uneven or excessive wear and x x x slippage– replace if needed
Check pressure – inflate to 6.4.2. x x x required pressure
6.5. Wheel Visually check wheel rims for cracks, permanent 6.5.1. deformations – replace wheel x rim in case of cracks Check valve condition around 6.5.2. x the hole in the disc Check condition of bearings, 6.5.3. x x wheel free rotation, clearance
6.6. Brakes
Check attachment of brake 6.6.1. x system hoses to the main leg Visually check condition of pads – steady and symmetry 6.6.2. x x abrasion of pads – replace pads if needed 6.6.3. Check wear of the disc x Check brake system for leaks – add brake fluid and bleed the 6.6.4. x x x system if a brake pedal has soft movement
7. Wing Visually check condition – deformations, cracks or any 7.1.1. x x x other damage – contact the airplane manufacturer Check clearance of wing pins 7.1.2. – move the wing tip upward- x downward, frontward-rearward Check flap lever-hinges for 7.1.3. x x x condition and attachment Visually check condition of 7.1.4. wing pins, clean of system, x x x lubrication
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every
7.2. Ailerons + anitabs
7.2.1. Visually check condition x x x
Check free movement, 7.2.2. x x x clearances
7.2.3. Check hinges, pins, bolts x x x
Check security of control rod 7.2.5. x x x ends
7.2.6. Lubricate per Lubricating Chart x x x
7.3. Flaps
Fully extend the flaps and 7.3.1. x x x visually check condition
7.3.2. Check flap hinges x x x
Check clearance, free 7.3.3. x x x movement Check condition of flap control 7.3.4. (rods, torsion tubes, joints, x x x security) 7.3.5. Lubricate per Lubricating Chart x x x
7.4. Pitotstatic tube
Check pitotstatic tube 7.4.1 x attachment Check pitotstatic system for 7.4.2. x leaks Lubricate per Lubricating 7.5. x x x Chart
8. Fuselage
8.1. Fuselage surface Visually check condition – deformations, cracks or any other damage 8.1.1. x x x - repair small damage or contact the airplane manufacturer
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Visually check condition and function of baggage door , 8.1.2. x check parachute cover , antennas 8.2. Cockpit canopy Visually check canopy condition for 8.2.1. – cracks, scratches, any other x x x damage - drill end of cracks Check canopy hinges, locks, 8.2.2. gas spring for condition and x x x operation 8.2.3. Check function of windows x x
Check canopy sealing, install 8.2.4. x x new if needed 9. Horizontal tail unit Visually check condition - deformation, cracks, 9.1. scratches, and any other x x x damage – contact the airplane manufacturer Check rear castle nut, safety pin, elevator rods bearing, 9.2. x x x bolts, nuts, cotter pins, trim connector 9.3. Check elevator free movement x x x
Check elevator hinges, root 9.4. x x x ribs Check clearance – move stabilizer upward-downward, frontward-rearward 9.5. x x - contact the airplane manufacturer if clearance exceeded tolerances Check security of joints at 9.6. x x x control lever
9.7. Trim
9.7.1. Visually check condition x x
9.7.2. Check hinges, control rod x x
9.7.3. Check function x x
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Lubricate per Lubricating 9.8. x x x Chart
10. Vertical tail unit Visually check condition - deformation, cracks, 10.1. scratches and/or other damage – contact the airplane x x x manufacturer Remove control rings on 10.2. fuselage sides x Check free movement of the 10.3. x x x rudder Check rudder control lever , 10.4, cables, bolts, nuts, cotter pins, x clearances Check bottom pin, castle nut and cotter pin, check 10.5. x clearance – move rudder upward-downward 10.6. Lubricate per Lubricating Chart x x x
11. Cockpit
11.1. Instrument panel Visually check condition and
11.1.1 attachment of the instrument x x panel Visually check condition and
11.1.2 attachment of individual x x instruments 11.1.3 Check function of instruments x
Check throttle and choke 11.1.4 x x x levers free movement Inspect completeness and 11.1.5 x readability of placards
11.2. Seats Visually check seat upholstery, remove, check and repair 11.2.1 x dismountable upholstery parts damages
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every Visually check seats and 11.2.2 x backrests fixing condition Check function of the seats 11.2.3 x adjustment system
11.3. Safety belts
Visually check condition, 11.3.1 x attachment and security Check the function and all 11.3.2 x safety belts hinges
12 Control systems
12.1. Elevator control
Check elevator control free 12.1.1 x x x movement
12.1.2 Check clearance x x x
12.1.3 Check joints security x x x
Check control stops for 12.1.4 x condition
12.1.5 Lubricate per Lubricating Chart x x x
12.2. Aileron control
Check aileron control free 12.2.1 x x x movement
12.2.2 Check clearance x x x
12.2.3 Check joints security x x x
12.2.5 Lubricate per Lubricating Chart x x x
12.3 Rudder control
12.3.1 Check stiffness of movement x x x . 12.3.2 Check joint security x x x .
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Aircraft MAINTENANCE MANUAL
Event Event description Inspection Carried Inspected 25 hrs 50 hrs 100 hrs out by: by: the first every every 12.3.3 Check stops condition x . 12.3.4 Check condition an security of x x x . cables 12.3.5 Check tension of control x . cables 12.3.6 Lubricate per Lubricating Chart x x x .
12.4 Flap control Check operation of flap and its 12.4.1 deflections for the free x x movement Check flap control system 12.4.2 (levers, rods, brackets) for the x x damages or clearances
12.5 Trim control Check operation of trim and 12.5.1 its deflections for the free x x movement Check trim control system 12.5.2 (levers, rods, brackets) for the x x damages or clearances Complete lubricating per 12.6 x x x lubricating Chart
Engine Test Run ( see FM) • idling • throttle and choke levers operation • acceleration – deceleration x x x 13. • r.p.m. drop with either magneto switched off • max. r.p.m. • test brake system efficiency
14. Test flight x x x
14.1. Clean the airplane surface x x x
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Aircraft MAINTENANCE MANUAL
3.5. Fluids The fluids are: fuel, engine oil, liquid coolant and brake fluid. Filling locations can be seen in the Figure below. Fuel an brake fluid filling locations are described in 3.5.3 and 3.5.4.
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3.5.1. Engine oil
3.5.1.1. Recommended brands and table of oils See Rotax Engine Operator’s Manual for suitable oil grades
3.5.1.2. Oil quantity The total oil quantity in the Rotax 912 lubricating system amounts to 3,5 litters. Prior to oil check, turn the propeller by hand ( ignition switched off!!!!) several times to pump oil from the engine into the oil tank, or leave the engine, or leave the engine idle for 1 minute. The oil level in the oil tank should be between the min. and max. Marks and should not be below min. mark.
3.5.1.3. Oil filling The oil tank is located in the engine compartment and is accessible when engine upper cowling is removed. The oil level in the oil tank should be between the min. and max. Marks and should not be below min. mark.
3.5.1.4. Oil emptying Unscrew the plug located on the bottom of the oil tank to empty out the oil. To empty oil from the engine, unscrew the plug located on the bottom of the engine, close to the oil return hose. It is recommended to empty oil when the engine is warm.
3.5.2. Coolant
3.5.2.1. Recommended types Refer to the Rotax 912 Operator’s Manual for recommended coolant types. The „ BASF Glysantin Anticorrosion“, „ FRIDEX G 48“ or „Glysantin Protect Plus ( produced BASF)“ is recommended by the engine manufacturer. The engine manufacturer also recommends the use of antifreeze concentrate during cold weather operation.
3.5.2.2. Coolant quantity Total coolant quantity is about 1,5 litters.
3.5.2.3. Coolant refilling The expansion tank located in the engine compartment is used for filling. In addition to that, an overflow bottle to absorb coolant in the case of engine overheating.
3.5.2.4. Coolant emptying Disconnect the hose going from the radiator into the pump (on the lowest part of the cooling system) to empty coolant into a suitable container.
3.5.3. Brake fluid
3.5.3.1. Recommended types Only brake fluid of J 1703c classification should be used for hydraulic brake system (type for middle hard or hard operation).
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Aircraft MAINTENANCE MANUAL
Czech Republic Foreign • Syntol HD 205 • ATE Blau or • STOP SP 19 • Syntol HD 260 • MOBIL Hydraulic Brake Fluid 550 • PENTOSIN Super Fluid • AGIP. 1 Brake Fluid Super HD • NAFTAGAS AT-2 • INA UK-2
These brake fluids types may be blended as required and refilled in any mixing proportion.
3.5.3.2. Brake fluid refilling Brake fluid refilling is necessary when low brake system efficiency occurs due to a fluid leak. A brake fluid filling hole is in the brake master cylinder. It is recommended to use a hypodermic needle to refill the brake cylinder. See table for suitable brake fluid types to use for refilling the brake system. Press brake repeatedly during refilling. Bleed the system after refilling.
3.5.3.3. Brake fluid emptying Brake fluid thickens during aircraft operation and absorbs water. This condition causes brake system failures.. It is not possible to determine when this may occur. The best way to prevent trouble is to change the brake fluid every year.
3.5.4. Fuel
3.5.4.1. Recommend brands
Refer to the ROTAX 912 Operator’s Manual
3.5.4.2. Fuel quantity The standard aircraft is equipped with two 50 l integral wing fuel tanks, optionally 75 l integral tanks. Keep the maximum permitted take-off weight in mind when adding fuel to a large tank.
3.5.4.3. Fuelling
Precaution The following precautions should be maintained during fuelling to prevent fire.
WARNING • No smoking or open flames during fuelling! • Fire extinguisher should be within reach! • Under no circumstances add fuel with the engine running! • Connect the aircraft to ground prior fuelling! • No person in the cockpit during fuelling!
Fuel tank filler is located on the upper side of the wings.
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Aircraft MAINTENANCE MANUAL
CAUTION It is highly recommended to pour gasoline through a filter if it was not tested for water content. After fuelling, allow 20 min. for water to settle out on the bottom. Drain off some fuel and look for water. Avoid getting gasoline on the cockpit canopy which will run the Perspex canopy!!!
3.5.4.4. Fuel emptying
Precaution Use the same precautions as during fuelling
Draining procedure • Connect the airplane to the ground • Remove maximum of fuel with hose with oscillating valve through fuel tank necks • Put an empty gas can under the mail LG bays • Use drain vents valves or disconnect fuel hose inside main LG bays • Light pressure is possible to apply through ventilating opening in flap hinges to expedite tanks draining
3.5.4.5. Smell of petrol inside of cabin If smell of petrol occurs in the cabin, it is needed to check all fuel hoses connections and tighten or change clamps – OETIKER 15,5 mm:
• Remove left front armrest and container. Below is fuel valve with 3 connected hoses. Press OETIKER clamps, or install new.
• On front seat, left side in front below interior shell is situated electric fuel pump with return valve. Altogether is there 10 hose joints. Check all joints, tighten or change clamps.
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Aircraft MAINTENANCE MANUAL
3.6. LUBRICATION
3.6.1. Lubrication fundamentals There are some parts e.g. landing gear, which are exposed to external conditions and to varying loads. These parts will be inspected during pre-flight and during periodical inspections. These should be lubricated as is necessary, but at least in the intervals specified below.
3.6.2. Recommended lubricants
3.6.2.1. Greases
Standard automotive grease is possible to use, most of them based on Lithium. Where is needed lower viscosity, automotive gearbox oil is suitable.
3.6.3. Lubrication points
After the first 25 Every Every Unit Lubricating point Lubricant hrs. 50 hrs 100hrs Adjustable props acc. To Prop Prop Manual Oil change acc to engine Manual Engine Carburetor control in engine grease x x x compartment Choke control x x x grease Nose Leg moving at spring x x x grease wheel landing Bearings in pull rod terminals x x x grease gear Main Pins of brake pads holder x x grease landing Main leg brackets x x grease 3-18
Aircraft MAINTENANCE MANUAL
gear Locking strut hinges, ball grease x x bearings Emergency release locks x x grease All movable joints of wing Wing folding mechanism (if x x grease mounted) Hinges x x oil Control hinge pin x grease Two armed aileron control Ailerons levelers inside the wing x grease
The passages of aileron x grease control cables hinges x grease flaps All movable joints in cockpit x grease Flap control pins x x grease Elevator hinge x x Oil HTU Elevator control rod x grease Rudder pins x grease VTU Rudder control cables x Oil Trim tab hinge x x x Oil Trim tab Control rods x x Oil Stick All moveable joints in cockpit x grease control All moveable joints in cockpit x grease Rudder The passages of rudder control x grease control cables
3.7. MECHANISM ADJUSTMENTS
3.7.1. Torque moments
Metric Strength class thread 4D 5D 4S 6E 5S 5R 6S 8G 10K 12K M4 N.m 1,67 kg.m 0,17 M5 N.m 3,45 kg.m 0,35 M6 N.m 4,31 4,90 5,39 5,88 6,86 7,84 8,33 9,80 13,72 16,67 kg.m 0,44 0,50 0,55 0,60 0,70 0,80 0,85 1,00 1,40 1,70 M7 N.m 5,88 7,84 8,82 9,80 10,78 11,76 12,74 14,70 20,59 25,49 kg.m 0,60 0,30 0,90 1,00 1,10 1,20 1,30 1,50 2,10 2,60 M8 N.m 8,33 10,78 12,74 13,72 15,69 17,65 19,61 22,55 32,36 38,24 kg.m 0,85 1,10 1,30 1,40 1,60 1,80 2,00 2,30 3,30 3,90 M10 N.m 16,18 21,57 24,51 27,45 31,38 34,32 37,26 44,12 61,78 73,54 kg.m 1,65 2,20 2,50 2,80 3,20 3,50 3,80 4,50 6,30 7,50 M12 N.m 27,45 36,28 42,16 47,07 52,95 58,83 63,74 74,53 104,93 125,52 kg.m 2,80 3,70 4,30 4,80 5,40 6,00 6,50 7,60 10,70 12,80 M14 N.m 43,14 58,83 66,68 73,54 78,54 93,16 98,06 117,67 164,75 196,13 kg.m 4,40 6,00 6,80 7,50 8,00 9,50 10,00 12,00 16,80 20,00 M16 N.m 60,80 78,45 93,16 98,06 107,87 127,48 131,29 164,75 225,55 274,58 kg.m 6,20 8,00 9,50 10,00 11,50 13,00 14,00 16,80 23,00 28,00
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Aircraft MAINTENANCE MANUAL
M18 N.m 88,25 117,67 137,29 156,90 171,61 196,13 205,93 245,16 343,23 411,87 kg.m 9,00 12,00 14,00 16,00 17,50 20,00 21,00 25,00 35,00 42,00 M20 N.m 117,67 156,90 176,51 196,13 225,55 245,16 274,58 313,81 441,29 539,36 kg.m 12,00 16,00 18,00 20,00 23,00 25,00 28,00 32,00 45,00 55,00 M22 N.m 147,09 196,13 225,55 245,16 284,39 313,81 333,42 392,26 558,97 676,65 kg.m 15,00 20,00 23,00 25,00 29,00 32,00 34,00 40,00 57,00 69,00 M24 N.m 205,93 274,58 313,81 353,03 392,26 441,29 470,71 549,17 755,11 970,85 kg.m 21,00 28,00 32,00 36,00 40,00 45,00 18,00 56,00 77,00 99,00 Ultimate 37 50 37 - 50 - 60 80 100 120 strength 9 in % 25 22 14 - 7 - 8 12 8 8 Yield point 21 28 32 36 40 45 48 64 90 108
Torque moment formula (valid for all bolt sizes):
Mkmax = 1,065 x (( d . s . s) / m)
Legend:
Mk torque moment kg. cm D bolt shank diam. cm s min. yield point kg / cm 2 M safety factor (m = 1,25 for s<50 kg/mm 2, m =1,43 for s>50 kg/mm 2) S lead of helix cm
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Aircraft MAINTENANCE MANUAL
3.8. BRAKE SYSTEM EFFICIENCY ADJUSTMENT
3.8.1. Brake pad replacement Procedure is copied from producer, Beringer web pages, for details refer to www.Beringer.fr
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3.8.2. Bleeding Procedure is copied from producer, Beringer web pages, for details refer to www.Beringer.fr
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3.9. CONTROL SURFACES DEFLECTION SETTING Control surfaces deflections of a new aircraft are set by the manufacturer. Deflections are adjusted to values specified in the Control Surfaces Deflection Record enclosed in this manual. A neutral position of the control surfaces and controls is used as a base for adjustment of deflections.
3.9.1. Aileron deflection adjustment A range of deflections is adjusted by bolts on aileron levers, access through holes in bottom of wings, covered by plexi windows. Fine adjustment on neutral is possible by ball bearings on control rods.
3.9.2. Elevator deflection adjustment The range of elevator deflection is adjusted by stop bolts on tube connecting control stick. Fine adjustment is possible by ball bearings on control rods.
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Aircraft MAINTENANCE MANUAL
3.9.3. Rudder deflection adjustment The range of rudder deflection is adjusted by glued blocks on firewall. Neutral is adjusted by turnbuckles on rudder cables.
3.9.4. Trim deflection adjustment The range of trim deflection is adjustable by ends on the rod.
3.9.5. Flap deflection adjustment Closed position of flap, and symmetric adjustment of flaps is possible to adjust on ball bearing on rod connecting flap root rib with torsion control tube. Steps I-II-III of flap deflection is adjustable electronically on control unit.
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3.10. LANDING GEARS
4.10.1. Lifting aircraft
• On the fuselage main spar close to wing root ribs are bolted 2 welded brackets as points to lift aircraft. On brackets are welded M8 nuts. In bottom skin are holes for bolts.
• Lifting tool is finished with M8 bolt. At lifting is needed to screw bolt inside bracket minimum 10 mm, to be safe.
• Third point to support fuselage is on tail. Soft surface sleeve fitting to fuselage in front of bottom fin is the best solution. But simple table with soft foam below bottom fin is sufficient.
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• As front supporting points are close to CG, here is risk of drooping nose down at manipulation of lifted aircraft. Therefore is needed to add some ballast on tail. 20 kg of sandbags or rope around tail with two 10 l canisters with water will work well. 20 kg is minimum 40 kg is the best.
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Aircraft MAINTENANCE MANUAL
Here are next safe possibilities how to lift aircraft, while standard lifting tool is not available or is not able to use it.
• If it is needed to hang aircraft stored in hangar, best solution is to use the same brackets. Just needed to drill hole in correct position to upper shell, through this hole screw long bolt with eye on the end to the bracket.
• Again is needed to support tail of aircraft, together with added ballast to stabilize position.
Another option is to wrap rope around spar through gap between wing and fuselage.
• Then is needed to grind light gap in the edges of gap to pull rope through. The same rule is for lifting tail and need to add ballast on tail.
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• It is possible to use wide belts positioned close to leading edge and trailing edge of fuselage wing part.
• If is needed just to lift one leg for short time – to check shock absorber, wheel, brake – it is OK to lift by one person below wing. Be careful to apply pressure in area where is main spar –close to inspection window on the bottom of wing.
• If it is needed to lift just front wheel, it is enough to press down carefully stabilizer, or put on stabilizer sandbags. About 40 kg is needed to balance empty aircraft.
NOTE: this solution – hard blocks below wing is not good solution – this resulted in broken bottom wing skin.
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3.10.1. Emergency release check Every 100 hours should have to be checked correct function of emergency release.
• Lift aircraft • Switch ON Master, switch ON LG breaker • Retract landing gears • Switch OFF LG breaker • Pull all 3 handles of emergency release. • After emergency release check LG if all parts are OK • Make assembly after emergency release.
3.10.2. Assembly after emergency release
3.10.2.1. Procedure how to recover landing gear retraction system after emergency release For this procedure you will need a special trestle and at least 2 persons ( we recommend 3 persons ).
• The aeroplane should be on the trestle-stand, it means the landing gear should not touch the ground. The trestle must be fixed under aeroplane in that position which allows retraction of landing gear without any impacts or touches of landing gear with trestle. It means no obstacles in the direction of retracting way. You need a special trestle which allows you to retract landing gear safely.
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Aircraft MAINTENANCE MANUAL
• Before emergency release action we expect the landing gear circuit breaker is in OFF position.
• The pressure switch is installed in the landing gear electric circuit and is situated under main board. It is connected to pitotstatic system and is adjusted to speed about 115km/h. The function of this pressure switch is prevention of unintentional retraction of landing gear on the ground. The wires of this pressure switch are normally disconnected. Now, you have to put these wires together for the bypass of the pressure switch as is shown on the picture.
Disconnected wires – normal flight position Connected wires - bypass of the system for testing of landing gear on the ground 3-30
Aircraft MAINTENANCE MANUAL
• First person is lying under fuselage and catches and pulls the wires of the landing gear (one wire for one leg). These wires stick out/protrude from undercarriage bays. The wires are very short and are finished with small eye.
Catching the wire- view from the front and from the rear
• The second person is also lying under fuselage. This person pushes up the locking strut of the leg to disconnect contact/signal sensor. Needed force is 20-30kg. Hold this 10 seconds, while servo works = releases wire. It will stop on endswitch. • Watch video: recovery of main LG retraction system after emergency release step 5
Pushing up the locking strut Hold this position • Third person has to: 1) Switch ON LG retracting system, wait for initialization procedure – voice + blinking. 2) Push the landing gear button to down position, down position is the initiation for the servo movement.
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• Now, when the servo starts its function/movement, first person lying under plane and holding the wires, starts to pull/tow the wires to their maximal position (to the end of servo). It is necessary to pull both wires simultaneously and continuously.
Watch video: recovery of main LG retraction system after emergency release step 7
Pulling wire to its maximal position
• After servo stop, the second person can leave the leg and it will be automatically fixed in extended position.
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• When the wires have the maximal position the person has to lead the wire via upper side of pulley.
Watch video: recovery of main LG retraction system after emergency release step 9, 10, 11
The wire must go via pulley
• The eye of the wire must be locked in the teeth by small press.
Watch video: recovery of main LG retraction system after emergency release step 9, 10, 11
Pressing on the tooth
• After previous step, it must be checked if it is correctly locked.
Watch video: recovery of main LG retraction system after emergency release step 9, 10, 11
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• After this complete procedure, try it more times on the stand (fully opening and closing, we recommend 5 times). It is necessary to use ground power.
• If everything works properly, you have to disconnect the wires on the pressure switch sensor. For normal operation, these wires are disconnected!!
• Now you can release trestle – stand.
3.10.2.2. Procedure how to recover front leg retraction system after emergency release For this procedure you will need a special trestle and 2 persons.
• The aeroplane should be on the trestle-stand, it means the landing gear should not touch the ground. The trestle must be fixed under aeroplane in that position which allows retraction of landing gear without any impacts or touches of landing gear with trestle. It means no obstacles in the direction of retracting way. You need a special trestle which allows you to retract landing gear safely .
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• Before recovering procedure, be sure the emergency release handle of front landing gear is at standard position.
• When you are prepared, push landing gear circuit breaker to ON position. Wait for initialization procedure – voice + blinking. Then green LED is ON = indicate landing gear fully extended.
• First person is lying under front undercarriage bay. With one hand push up the locking strut of the front leg – which switch OFF proximity sensor for position DOWN = green LED information. Needed force is about 30kg.
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Watch video: Shark front LG recovery after emergency landing step 4 Watch video: Shark front LG recovery after emergency landing step 4,6,7
Sensor is ON
Sensor is OFF
With second hand keep wheel in unlocked position.
Keeping front leg in unlocked position
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Aircraft MAINTENANCE MANUAL
• Second person pushes the landing gear button to down position, to give order to open landing gear –to start servo rod throwing out.
• First person lifts up slightly servo for rod immediately when second person pushes the LG button down (previous step). The support of servo for rod is necessary = do not collide with the locking strut.
Watch video: Shark front LG recovery after emergency landing step 4,6,7
Lift up the servo for rod
• Servo rod is moving while sensor is OFF = strut must be hold in unlocked position till servo stops themselves at internal endswitch. It takes about 12 seconds. When the servo stops, the slider rod has its maximal length .
Watch video: Shark front LG recovery after emergency landing step 4,6,7
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Extended rod
• After servo stops, you can release the front leg, gas spring will push it to locked position.
• The eye of rod must be locked in the teeth by press.
Watch video: Shark front LG recovery after emergency landing step 9,10
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• It must be checked if it is correctly locked.
Watch video: Shark front LG recovery after emergency landing step 9,10
Checking of locked rod eye • After this complete procedure, try it more times open and retract landing gears on the stand (fully opening and closing, we recommend 5 times). Check the critical points (freedom of leg movement, wheel movement). We recommend using external power. On board battery is quite weak and high current needed for repeated landing gear retraction can discharge it fully and destroy.
3.10.2.3. Main LG retraction and opening test For this procedure you will need a special trestle and 1 person. For this check, please watch video: Checking of main leg after emergency release recovery .
• The aeroplane should be on the trestle-stand, it means the landing gear should not touch the ground. The trestle must be fixed under aeroplane in that position which allows retraction of landing gear without any impacts or touches of landing gear with trestle. It means no
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obstacles in the direction of retracting way. You need a special trestle which allows you to retract landing gear safely.
• Before checking action we expect the landing gear circuit breaker is in OFF position and landing gear is fully extended.
• The person is lying under fuselage and pushes up the locking strut of the leg . Needed force is 20-30kg.
• When the strut is unlocked, catch the wire from undercarriage bay and pull it down a bit and start to push the leg up.
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• You have to check the freedom of movement operation. When you hold the wire, you can start to push the leg of landing gear up to its closed position.
• The wheel at closed position should be still free of movement. Try to turn wheel clockwise and anticlockwise.
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3.10.3. LG adjustment • With ball bearings on locking strut rod is possible to adjust vertical position of main leg
• On shock absorbers is possible screw ball bearings, and this way to adjust aircraft to level. Nominal length is 333 mm eye-eye. Be careful – this adjusting can cause collision of retracted wheel –as gaps are here just 5 mm. Check of this is needed.
• By moving of sensors in brackets on landing gears bays is possible to adjust position where electronic unit switch off servo in final retraced or opened position on landing gears - this is indicated by LED on control panel. If LED is blinking – here is not signal from endswitch, and is needed to adjust it. As well is important gap between proximity sensor and steel flag – ideal is 0,5-1 mm.
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• Endswitches on mail LG servo is possible to move – this will adjust maximum travel of servo rod. • Cables on main servo arm is possible to pin to different holes –which are in 3 mm distance for fine adjustment • Adjustment of cables, endswitches and sensors is bonded together –results in retracted position of leg. It is needed to keep slight gap of just very light contact of retracted leg to structure. If force is high, here is risk of blocked emergency release – force to lock is so high, that unlocking is not possible. • Hinge holding servo for front leg is possible to slide
• Front servo rod is possible to screw in and out –maximum 3 turns, for fine adjustment of front leg retracting • With 2 bolts is possible to remove gaps from steering front wheel, and as well adjust wheel to neutral referring to neutral rudder position.
3.10.4. Shock absorber check and adjustment Shock absorber check is needed every 50 hours – if is good condition of EFFBR PUR blocks, if there is not gap. Simple lifting of wing is OK for check of unloaded shock absorber. If gap occurs, disassembly of shock absorber is needed, and washer must be added – including light pre-compression, for correct function.
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• Lift aircraft • Remove shock absorber • Check lengths – eye-eye nominal length is 333 mm. Check gap. Prepare washers to fill it + add next 5-8 mm for pre-compression. Washers can be steel or plastic, it is not critical if here is one thick or more thinner pieces. Inside diameter is 16 mm, outside 50 mm.
• Remove cotter pin.
• Remove upper bracket.
• Add washers.
• Screw upper bracket on place, check dimension – adjust previous measured, save with cotter pin. Install on place on landing gear.
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3.11. ENGINE IDLE ADJUSTMENT Because the engine idle is adjusted on a running engine, use extreme caution near the propeller. The aircraft should be tied down. Use the adjustment screw on the carburettor of the Rotax 912 engine to adjust the idle. Idle engine speed is approximately 1400 r.p.m.
For details refer Rotax manuals.
3.12. TYRE INFLATION PRESSURE
Pressure of main wheel 14x4: 350 kPa / 51 psi Pressure of nose wheel 13x4: 300 + 20 kPa / 44 psi
Tire pressures are noted on placards located on the aircraft.
3.13. CLEANING AND CARE
3.13.1. Airplane care outlines Use mild detergents to clean the exterior surfaces. Oil spots on the surfaces (except the canopy) may be cleaned with gasoline or strong detergents such as 409. Upholstery covers can be removed from the cockpit, brushed or washed in lukewarm water with a laundry detergent. Dry the upholstery before reinstalling.
3.13.2. External surfaces cleaning The external surfaces of the airplane are protected with weather-proof paint. Wash the airplane surface with lukewarm water and car wash type detergents. Then wash the airplane with water and sponge dry. It is recommended to protect painted external surfaces twice a year, by applying an automotive type polish. Use only on a clean and dry surface, and polish with a soft a soft flannel rag.
3.13.3. Interior cleaning Keep in mind the following: • Remove any loose objects from cockpit 3-45
Aircraft MAINTENANCE MANUAL
• Vacuum the interior, upholstery and carpets • Wipe the upholstery using a rag with in lukewarm water and mild laundry detergent. Then dry or remove the seat upholstery, side panels, carpet and clean with lukewarm water and/or carpet cleaners, upholstery cleaners. Dry thoroughly before reinstallation. • Clean the cockpit canopy interior surface
3.13.4. Cockpit canopy cleaning The canopy may be cleaned b washing it with lukewarm water and car or laundry type detergents Use a clean, soft cloth. Then use a suitable polisher on the canopy such as Meguire plastic polish.
3.14. WINTER OPERATION It is considered a winter operation, if outside temperature falls below 41°F +5°C
3.14.1. Aircraft airframe
• Lubricate the aircraft per lubrication Chart(100hr. inspection) if the last inspection was not within 6 month • Check and adjust rudder control cable pre-stress • Check cockpit canopy sealing – replace if damaged • Check fuel tank venting • Check attachment of wing, ailerons, flaps and tail units, lubricate per lubrication Chart • Check function of heating valve • Switch on/check carburettors preheating • Charge battery full • Check shock absorbers more intensively • Install winter plug to mouth NACA inlet • Check water in fuel –drain valves, gascolator
3.14.2. Engine
• Refer to the engine manual for more details • The following should be done: • Add anti freeze to the cooling system as required (usually 50/50mix) • Change the oil • Check spark plug gaps • If low cylinder head or oil temperatures occur during operation under low outside temperature, then do the following:
3.14.2.1. Pre-heating engine and oil It is permissible to start an engine without pre-heating if the outside air temperature is not below +5 0 C. Pre-heat the engine and oil if air temperature falls below 41 0 F ( +5 0 C). Use suitable air heater or a dryer.
WARNING Never use open fire to pre-heat an engine!
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Blow hot air from the front into the hole around the prop (engine covered with fibreglass cowlings). The temperature of the hot air should not exceed 212 0 F (100 0 C) at air heater output. Warm up the oil tank along with the oil in the engine. Pre-heat until cylinder head and oil temperatures exceed 68 0 F (+20 0 C).
3.14.2.2. Engine starting
• Turn the propeller by hand (ignition switched off!!!) • Open the fuel valve • Set throttle lever to idle • Open the choke • Master switch to „ ON“ • Switch on ignition to „ START“ after starting to „ BOTH“ • Adjust engine RPM after starting • Close the choke • Warm up the engine
CAUTION If the cylinder head and oil temperatures fall during parking. Start and warm up engine from time to time between flights. Do not open choke when starting a hot engine.
3.14.3. Parking and taxiing Check wheel brakes for freezing when parked outside and temperature is below zero. Check wheels free rotation prior to taxing (Grasp the propeller and pull the airplane). Heat the brakes with hot air (to melt snow or ice). Frozen materials should not be removed by forced towing.
3.14.4. Flying
WARNING If on runway is wet snow, or mud, we recommend to remove landing gear doors. As it can fully block retracting of landing gears. As well it can cause blocked opening of landing gear, if after retracting snow or mud will freeze, and block doors. Emergency release will not work in this cause!
3.15. NECESSARY MAINTENANCE TOOLS No special tools are needed for the Shark maintenance. Tools used for automobile maintenance are suitable.
3.16. ENGINE MAINTENANCE Refer to the engine manufacturer s instructions for engine maintenance
3.17. PROPELLER MAINTENANCE Refer to the propeller manufacturer s instructions for engine maintenance.
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4. Appendixes
4.1. ELECTRO INSTALLATION SYSTEM