Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 1 of 56
The Sole Manufacturer and Distributor in Czech Republic:
ATEC v.o.s.
Factory address: ATEC v.o.s., Opolanská 350, 289 07 Libice nad Cidlinou
Czech Republic
ATEC 321 FAETA NG
with ROTAX 912 UL/ULS
Flight and Operations Manual
Libice nad Cidlinou, Czech Republic, November 2016
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 2 of 56
Type of aircraft: ATEC 321 FAETA NG
Serial number :
Registration/call sign:
Type Certificate: ULL-04 / 2005 Date of issue: 19. 10. 2005
The UL aircraft (Sport Flying Device) is not a subject of CAA authorisation and is to be operated at own
risk of the user.
The aircraft must be operated according to informations and limits listed in this manual.
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Contents Chapter
General 1
Operating Limits 2
Emergency Procedures 3
Standard Procedures 4
Performances 5
Assembly, Disassembly 6
Aircraft Description and Systems 7
Maintenance 8
Weight, Centre of Gravity 9
Enclosures:
1. Log Book (example)
2. Records of Revisions
3. Service and Maintenance Book
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Chapter 1
1. General
1.1. Introduction
1.2. Personal Data of the Owner
1.3. Aircraft Description
1.4. Modifications and Changes
1.5. Aircraft Technical Data
1.6. Three-View Sketch
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1.1. Introduction
Information provided within this manual is a necessary requirement for an effective and save operation
of the ATEC 321 FAETA NG aircraft. The manual contents information which Manufacturer considers as
important.
1.2. Personal Data of the Owner
Owner of aircraft:
Address:
Telephone No:
E-mail:
Date of ownership from: to:
Owner of aircraft:
Address:
Telephone No:
E-mail:
Date of ownership from: to:
Owner of aircraft:
Address:
Telephone No:
E-mail:
Date of ownership from: to:
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1.3. Aircraft Description
ATEC 321 FAETA NG is an ultralight, two-seater, cantilever, low-wing aircraft of all carbon composite
construction. The landing gear has a fixed tricycle gear with a steerable nose wheel. The propulsion unit
is in pulling configuration and consists of ROTAX 912 UL or ROTAX 912 ULS engine and two or threeblade fix or ground adjustable FITI propeller.
1.4. Modifications and Changes
If the Manufacturer makes any structural or operation changes necessary to be advised to the owner,
the related documentation will be delivered to the owner, who is obliged to record them into this
Manual. These documents will be published in ascending numerical series.
If the aircraft is sold to another person, the Manufacturer shall be announced about the name and
contact information of the new owner.
1.5. Aircraft Technical Data
Dimensions
Wing span 9,6 m
Length of fuselage 6,2 m
Total height 2,0 m
Wing area 10,1 m2
Depth of mean aerodynamic chord 1,11 m
Span of horizontal tailplane 2,6 m
Flap position I 10 ° 45 mm
II 20 ° 90 mm
III 35 ° 150 mm
Aileron deflection up 20 ° 80 mm
down 12 ° 58 mm
Elevator deflection up 22 ° 80 mm
down 18 ° 60 mm
Rudder deflection L/R +-20° 140 mm
Wing profile
Root area SM 701
End area SM 701
Landing Gear (tricycle with nose wheel)
Wheel spacing 1,9 m
Wheel base 1,4 m
Tyre dimensions (main gear) 350 x 120 mm
Tyre dimensions (nose wheel) 300 x 100 mm
Tyre pressure 0,16 MPa / 1,6 atp
Suspension
Main gear composite springs
Nose wheel rubber suspension
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Brakes hydraulic disc brakes on the main gear
(brake fluid DOT 4 or DOT 5)
Rescue System USH 52 S SOFT PACK / v
MAX
= 293 km/h
Weight
Empty weight kg
Maximum take-off weight 450 kg
Maximum take-off weight including rescue system installed 472,5 kg
Maximum luggage weight in the luggage compartment 5 kg
Propulsion Unit and Engine Parameters
Propeller producer FITI design s.r.o., Řevnice, Czech Republic
Type of propeller FITI ECO COMPETITION 2 blades or 3 blades
Engine producer BRP - ROTAX GmbH, Austria
Engine type ROTAX 912 UL / ROTAX 912 ULS
Noise level 65 dB(A) in the altitude of 160 m (2 blades propeller, full power)
Engine Performance
Take-off power 59,6 kW/80 HP/5800 RPM 73,5 kW/100 HP/5800 RPM
Maximum continuous power 58,0 kW/78 HP/5500 RPM 69,0 kW/94 HP/5500 RPM
Cruising power 37,7 kW/51 HP/4800 RPM 44,6 kW/60 HP/4800 RPM
Engine Speed
Maximum take-off engine speed 5800 RPM / 5 minutes max.
Max. continuous engine speed 5500 RPM
Cruising engine speed 4800 RPM
Engine idle speed 1400 RPM approx.
Cylinder Head Temperature
Minimum 60°C 60°C
Maximum 150°C 135°C
Oil Temperature
Minimum 50°C 50°C
Maximum 140°C 130°C
Operating 90°C-110°C 90°C - 110°C
Oil Pressure
Maximum (short-term operated when cold start-up) 7,0 bar
Minimum 0,8 bar (below 3500 RPM)
Operating 2,0 – 5,0 bar (over 3500 RPM)
Fuel Type 912 UL/80HP MOGAS EN228 Normal, Super or Super Plus / min. RON 90
912 ULS/100HP MOGAS EN228 Super or Super Plus/ min. RON 95
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Oil Type Use only oil with RON 424 classification or AeroShell Sport Plus 4 10W-40
as an option.
Coolant conventional (mix ratio 1:1) or Evans (see the Rotax Manual)
The engine characteristics, operation and maintenance are preferentially directed by appropriate Rotax
Manual).
ROTAX 912 UL or ULS is not certified aviation engine. Any engine failure may occur at any time.
The pilot is fully responsible for operation of this engine and accepts all risks and consequences of an
engine failure.
The correct operation of this aircraft is the sole responsibility of the pilot.
The pilot of sport flying device is obliged to consider the flight altitude and flight track so that to be
able to make safety landing in case of engine failure.
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1.6. Three-View Sketch
(mm)
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Chapter 2
2. Operating Limits
2.1. Introduction
2.2. Air Speed
2.3. Weight
2.4. Centre of Gravity
2.5. Manoeuvre and Gust Envelope
2.6. Permitted Manoeuvres
2.7. Load Factors
2.8. Type of Operation
2.9. Crew
2.10. Fuel tank
2.11. Wind
2.12. Other Restrictions
2.13. Labels and Markings
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2.1. Introduction
The Chapter 2 contains operating limits necessary for safe operation of the aircraft.
2.2. Air Speed(IAS)
Never exceed speed vNE 290 km/h 157 kt
Do not exceed this speed in any case!
Design manoeuvre speed vA 167 km/h 90 kt
After exceeding this speed, do not use full deflection of any control surface and do not make any
sudden control operations. An overload of the aircraft may occure!
Maximum design cruising speed vC 248 km/h 134 kt
Do not exceed this speed except the flight in smooth air, but with caution!
Max. cruising speed at severe turbulence vRA 240 km/h 130kt
Do not exceed this speed at severe turbulence!
Max. speed, flaps extended I. (10 °) V
FE,I
130 km/h 70 kt
Max. speed, flaps extended II. (20 °) V
FE,II
120 km/h 65 kt
Max. speed, flaps extended III. (35 °) V
FE,III
110 km/h 59 kt
Recommended speed, flaps extended III. VFE 90 km/h 49 kt
Do not exceed these speed limits when flaps extended!
Stall speed, flaps retracted vS1 73 km/h 39 kt
Flying this speed with flaps retracted results in loss of lift force and stall!
Stall speed in landing configuration vS0 54 km/h 29 kt
Flying this speed with flaps extended in position III. results in loss of lift force
and stall!
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2.3. Weight
Empty weight kg
Maximum take-off weight 472,5 kg
Useful load kg
Never exceed maximum take-off weight of the aircraft!
2.4. Centre of Gravity ( CG )
CG of the empty aircraft % MAC
CG range allowance 25-35 % MAC
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2.5. Manoeuvre and Gust Envelope (CAS)
CAS
(km/h)
CAS
(kt)
IAS
(km/h)
IAS
(kt)
Vs0
60
32,4
54
29,2
Vs1
78,4
42,3
73
39,4
VAF
86,2
46,5
83
44,8
V
S1N
111,9
60,4
111
60,0
VF
110
59,4
110
59,4
VA
159
85,9
167
90,2
VG
158
85,3
166
89,6
VC
230
124,2
248
133,9
VH
249
134,5
269
145,3
VNE
268
144,7
290
156,6
VD
298,8
161,3
324
175,0
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2.6. Permitted Manoeuvres
Category of the aircraft: Normal
Operations are limited to non-aerobatic manoeuvres that include:
- Any manoeuvres necessary to normal flying
- Training of stalls
- Steep turns, in which the angle of bank is not more than 60°
Aerobatic manoeuvres are prohibited!
2.7. Load Factors (when 472,5 kg MTOW)
Maximum positive load factor in CG + 5,05G
Maximum negative load factor in CG - 3,05G
2.8. Type of Operation
Only VFR day flights are permitted (flight by visual reference to the ground during the daytime)
IFR flights ( instrumental flights ) and flights by ice formation are prohibited!
2.9. Crew
Number of seats 2
Minimum weight of crew 60 kg
Maximum weight of crew 180kg
Maximum load of the seat 90 kg
2.10. Fuel tank
Fuel capacity 2 x 50 L
Non-usable rest of fuel 1,2 L
2.11. Wind
The safe take-off and landing is only possible if the following wind speed limits are not exceeded:
a) take-off or landing headwind up to 12 m/s
b) take-off or landing tailwind up to 3 m/s
c) take-off or landing crosswind up to 6 m/s
Never operate the aircraft when above listed wind range limits are exceeded!
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2.12. Other Restrictions
Smoking, using of mobile phones, explosives and combustible materials and transport of movable
objects are prohibited on board of the aircraft.
2.13. Labels and Markings
The aircraft shall be equipped with mandatory labels and markings. These must be placed on
instrumental board in a visual field of pilot and must contain following information:
- Identification of the aircraft
• Identification label
• Serial number
• Designation
• Empty weight
• Maximum take-off weight
- Operating limits
• Load and weight limits depending on the weight of crew, fuel and luggage
• Speed limits for standard flight configurations
- Passenger Warnings
• Definition of aircraft category, its airworthiness conditions and restrictions
• Prohibition of intentional spins, stalls and aerobatics
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Chapter 3
3. Emergency Procedures
3.1. Engine Failure on Take-off
3.2. Engine Failure in Flight
3.3. Rescue System Activation
3.4. Fire on Board
3.5. Engine Loss
3.6. Emergency Landing
3.7. Safety Landing
3.8. Aborted Landing
3.9. Vibrations
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3.1. Engine Failure on Take-off
1. Get the aircraft to gliding flight by pushing the stick forward maintaining the airspeed
of 100 km/h (54 kt).
2. Determine the wind direction, adjust flaps to appropriate position, close the fuel valve, switch-off
the ignition, adjust safety belts and switch off the main switch just before landing.
Note: Electric flaps actuation is only possible when the main switch is switched-on.
A) If altitude is below 50m (160ft), get the aircraft to landing configuration and make a landing in
take-off direction with respect to eventual obstacles.
B) If altitude is higher than 50m (160ft), choose a suitable area for emergency landing.
3.2. Engine Failure in Flight
1. Get the aircraft to gliding flight maintaining the airspeed of 100 km/h (54 kt).
2. Check the fuel level and make sure ignition is switched on.
3. If no significant failure on engine or its installation found, try again to start up the engine using
the back-up fuel circuit. The engine can be started by electric starter even though the propeller
turns in flight because of windmilling and its speed is not sufficient. It is not necessary to wait for
the standstill of the propeller.
4. If the engine start-up is not successful, carry out emergency landing similar way as described in
the Art.3.1.
3.3. Rescue System Activation
In case of distress, when definitively losing control of flight, activate the rescue system.
1. Switch off the ignition
2. Fasten the seatbelts
3. Remove the securing pin from activation handle
4. Fire the rescue system
In case of landing on limited space, when collision with an obstacle is inevitable, use the balistic rescue
system as a braking device of the aircraft.
Note: the activation of the rescue system is only available from pilot´s seat
The aircraft may be damaged or the crew may be injured when using the rescue system!
3.4. Fire on Board
1. Turn off the fuel valve
2. Open the throttle
3. Switch off the main switch and ignition
4. Make emergency landing
5. Get off the aircraft
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3.5. Engine Loss
1. Speed 100 km/h (54 kt)
2. Flaps retracted
3. Instruments within tolerated values
3.6. Emergency Landing
Carried out in case of engine failure:
1. Speed 100 km/h(54 kt)
2. Fasten seatbelts
3. Flaps position according to situation
4. Report the situation by radio
5. Close the fuel valve
6. Switch off the ignition
7. Switch off the main switch
In case of emergency landing on terrain, a surface not approved for take-off/landing of sport flying
device, the aircraft may be damaged or the crew may be injured!
3.7. Safety Landing
Carried out in case of orientation loss, fuel exhaustion or any other reason when the aircraft is fully
controllable.
1. Determine the wind direction
2. Choose any suitable landing surface
3. Make a low pass headwind along the right-hand side of the landing surface and inspect the
terrain thoroughly
4. Make a pattern flight
5. Calculate the landing plan
6. Land in the first third of the landing area by using flaps in landing position
3.8. Aborted Landing
Carried out in case of wrong calculation of landing manoeuvre or bounce during landing and when the
pilot considers aborted landing manoeuvre as more safe and decides to proceed the flight.
1. Set the engine run up to maximum power
2. Fluently set up flaps to take-off position – I
3. Reach the level speed of 110 km/h (59 kt)
4. Pull the control stick slowly to make the aircraft climbing by speed 110 – 120 km/h (59 – 65 kt)
5. Retract flaps
Maintain the aircraft in take-off axis by using rudder control throughout the flight.
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3.9. Vibrations
In case of unusual vibrations occurance, it is necessary to:
1. Set the engine run up to appropriate RPM on which the vibrations are the lowest
2. Carry out safety landing, eventually find the nearest airfield to land
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Chapter 4
4. Standard Procedures
4.1. Pre-Flight Inspection
4.1.1. Procedures Before Entering the Cockpit
4.1.2. Procedures After Entering the Cockpit
4.1.3. Procedures Before Engine Start-up; Engine Start-up
4.2. Engine Warming-up
4.3. Taxiing
4.4. Engine Check
4.5. Procedures Before Take-off
4.6. Take-off and Climbing
4.7. Cruising Flight
4.8. Descending and Landing
4.9. Flight in Rainy Conditions
4.10. Engine Shut-off
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4.1. Pre-Flight Inspection
It is important to carry out appropriate pre-flight inspection. To perform a negligent or incomplete
inspection could be a cause of an accident. The Manufacturer recommends to do the following
procedure:
1/ Cockpit – switches, seat belts, instruments, seats, controls, canopy locks, canopy condition check
2/ Left wing – coating, condition, plays, Pitot tube, fuel tank cap, drain valve, fuel tank ventilation
3/ Left aileron – coating, free movement, attachments, controls
4/ Left flap – coating, attachments, controls, play
Left gear leg – condition, brake fluid leak, wheel, tyre condition and inflation, wheel and spat
attachment
5/ Left horizontal tail and elevator – surface condition, attachment, elevator free movement, plays,
trimming tab
6/ Vertical tail and rudder – surface condition, rudder attachment, plays, ropes tension
7/ Right horizontal tail and elevator – surface condition, attachment, elevator free movement, plays,
check the securing of the pin of the HT control
8/ Tailplane – surface condition, radio antenna check
9/ Right flap - coating, attachments, controls, play
Right gear leg - condition, brake fluid leak, wheel, tyre condition and inflation, wheel and spat
attachment
10/ Right aileron - coating, free movement, attachments, controls
11/ Right wing – coating, condition, plays, fuel tank cap, drain valve, fuel tank ventilation
12/ Nose wheel – condition, play, wheel, tyre condition and inflation
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Engine - condition and fastening of engine cowling, engine bed, hoses intactness (fuel, oil, cooling
system), screws and nuts security, exhaust pipe and carburettors attachment, drain plug, oil and coolant
level
a) Oil level –Open the cover of the inspection hole on the engine cowling and unscrew the cap of the oil
tank. Manually turn the propeller few times in its rotating direction to press the oil from the engine into
the oil tank. Stop turning the propeller when you hear the „bubbling sound“ signalizing that only air
starts flowing from the engine into the oil tank. Check the oil level with the dipstick in the oil tank and
refill up to the maximum level if needed. Pay attention not to stain surrounding engine parts or its
compartment by oil, otherwise remove oil spots properly. Cover the oil tank with the cap. Install the
cover of inspection hole and secure by screws. Keep the oil level within the range marked on the
dipstick. Always use the same type of the oil which is already used in the engine. Cover the oil tank with
the cap. Never open the oil tank when the oil is hot!
b) Coolant level – Remove the upper cowling of the engine. The engine must always be cool when
checking the coolant amount. Do not open the expansion tank when the coolant is hot! Loosen the cap
of the expansion tank and check the coolant level. The maximum level allowance is about 2 cm below
the rim of the expansion tank. If the level is low, refill appropriate amount of the coolant. Cover the
engine by upper cowling and fix it by screws. Keep the coolant level in the overflow bottle within the
marked range „MIN-MAX“.
13/ Propeller check– surface condition, blades and spinner tightness
4.1.1. Procedures Before Entering the Cockpit
1. Canopy open
2. Ignition switched off
3. Main switch switched off
4. Rescue system secured
5. Pedals position adjust to appropriate position (if equipped with adjustable pedals)
6. Seats position adjust to appropriate position (if equipped with adjustable seats)
4.1.2. Procedures After Entering the Cockpit
1. Cockpit check canopy fastening and locking, proper function and condition
of electric installation of instruments, condition of flight instruments, fuel level check, proper
function of controls, rescue system securing against unintended activation
2. Foot-operated steering check function, proper adjustment of pedals
3. Brakes check function, brakes on
4. Hand–operated steering check function, free movement, stops
5. Flaps check function, retract
6. Fuel valve open for appropriate tank in use
7. Throttle idle
8. Fuel level indicator check fuel amount
9. Main switch switched off
10. Ignition switched off
11. Instruments check condition, zero values, altimeter setting
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4.1.3. Procedures Before Engine Start-up; Engine Start-up
Do not start-up the engine if there is a person in vicinity of the aircraft!
1. Rescue system unlock (if equipped with)
2. Safety belts fasten
3. Canopy close and lock
4. Parking brake on
5. Fuel valve turn on (open/select for appropriate tank intended to use)
6. Choke turn on - in case the engine is cold
7. Throttle idle
8. Main switch switch on
9. Ignition both circuits switched on
10. Brakes on
Do not press the starter as long as the engine is running. Wait until complete stop of the engine.
11. Starter button press and hold (without interruption) for max. 10 sec.; adjust throttle to
reach a smooth run at approx. 2500 RPM
12. Oil pressure minimum 0,8 bar within 10 seconds; Monitor oil pressure. Increase
engine speed when oil pressure remains steady above 2 bar.
13. Choke turn off
14. Warm the engine up to the operating temperature
Never unlock neither open the canopy when engine is running!
4.2. Engine Warming up
Start warming up the engine when 2000 RPM, after approx. 2 min. continue warming up to 2500 RPM
until reaching the oil temperature of 50oC. After the engine is warmed up to the operating temperature,
start taxiing and prepare to take-off without undue delay to avoid overheating of the engine.
4.3. Taxiing
Maximum recommended speed of taxiing is 15km/h (8kt). The direction is controlled by the nose wheel.
Braking is carried out with the brake lever on the left control stick. Control stick is in neutral position.
- in case of strong headwind, push the control stick forward
- in case of crosswind, hold the control stick position opposite to wind direction
4.4. Engine Check
1. Brakes on
2. Throttle 4000 RPM
3. Switch off 1st ignition circuit max. RPM drop after stabilization must not exceed 300 RPM
4. Switch on both ignition circuits 4000 RPM
5. Switch off 2nd ignition circuit max. RPM drop after stabilization must not exceed 300 RPM
Note: The RPM speed difference between ignition circuits running separately must not be more than
115 RPM.
6. Throttle reduce to idle run
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7. Left and right fuel tank check during engine run, the fuel pressure must not drop below
tolerated value in either of fuel tanks in use. During the change-over of fuel tanks in use, a shortterm pressure drop may occur. After the appropriate fuel tank is selected, the fuel pressure must
return to appropriate values.
After the engine check is finished and operating temperature is reached, carry on take-off within max.
5 min. If the aircraft is grounded when engine is running for a long period, the engine and its
compartment are not sufficiently cooled by the airflow. This may cause overheating and damage of
the engine and composite structure of its compartment.
4.5. Procedures Before Take-off
1. Brakes on
2. Rescue system unlock (if equipped with)
3. Foot-operated steering free travel
4. Hand-operated steering free travel
5. Flaps position I.
6. Fuel valve open (left/right) for appropriate fuel tank intended to use
7. Choke turned off
8. Throttle idle
9. Fuel indicator fuel amount check
10. Instruments switched on, values within operating limits
11. Safety belts adjusted, fastened, secured
12. Canopy closed and locked
4.6. Take-off and Climbing
Release the brakes. Make the aircraft move by accelerating until the maximum throttle position is
reached. Control stick in neutral position. Control the nose wheel and the rudder to keep the aircraft
within the runway axis.
When reaching the speed of 75km/h (45kt), gently pull the control stick to lift up the aircraft and
continue take-off up to the speed of 110km/h (59kt). Then, gently pull the control stick to start climbing
by optimum speed of 110km/h (59kt). After reaching the stable climbing speed of 110-120km/h (5965kt) and altitude over 50m (160ft), fluently retract the flaps.
Limit values of the engine must not be exceeded during the take-off. Climbing at full take-off power is
only allowed for a period of max. 5 minutes. When requested flight level is reached, adjust the propeller
to “cruise” position (if equipped with in-flight adjustable propeller).
4.7. Cruising Flight
ATEC 321 FAETA NG has good flight characteristics within the whole range of permitted speeds and
position of the centre of gravity. The cruising speed range is 120 – 248km/h (65 – 134kt).
Pay attention to values displayed on flight and engine instruments. The values must not be exceeded
throughout the flight. Optimum operating oil temperature shall be within a range of 90-110°C.
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4.8. Descending and Landing
Descending
Descend with throttle on idle when speed of 100km/h (55 kt).
Flaps position limits according to Art. 2.2. Propeller in “take off” position (if equipped with in-flight
adjustable propeller).
Procedures on final:
1. Propeller in “take-off” position (if equipped with in-flight adjustable propeller)
2. Speed of 90km/h (49kt)
3. Flaps position III (position II. in case of strong turbulence or strong headwind)
4. Throttle idle or corrected if necessary
5. Instruments within permitted limits
Landing
The speed of the aircraft in hold-up position decreases by soft pulling of the control stick until touch
down at the speed of 70km/h (38kt). After touch-down of the nose wheel, the landing distance can be
shortened by braking.
Do not apply maximum braking power except an extreme situation occures. A frequent use of brakes
results in undue wear of tyres, brake pads and discs. A frequent intensive braking may cause a
mechanical over-stress of undercarriage and other load bearing structure. This may shorten the lifetime of the airframe.
4.9. Flight in Rainy Conditions
During the flight in the rain, it is necessary to pay close attention to the aircraft control because of poor
visibility and limited transparency of the canopy. Furthermore, shorter hold-up position when landing
and extended take-off distance must be taken into account.
Maintain the following speeds during the flight in the rain:
1. Climbing 120 km/h (65kt)
2. Cruising flight 120 – 180 km/h (65 – 97kt)
3. Descending to land 110 km/h (59kt), flaps positions I and II as by Art. 2.2.
4.10. Engine Shut-off
After landing and taxiing to the parking place, keep the engine running by approx. 2000 RPM for a
period at least 2 min. to cool it down. If the engine was cooled down enough by descending flight and
taxiing, it can be shut-off as soon as the aircraft is stopped. Always keep the fuel valve open for
appropriate fuel tank in use.
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 28 of 56
Chapter 5
5. Performances
5.1. Introduction
5.2. Air Speed Indicator Corrections
5.3. Stall Speed
5.4. Altitude Loss by Stalling
5.5. Take-off Distance up to 15m / 50ft
5.6. Rate of Climb
5.7. Cruising Speed
5.8. Flight Range
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
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5.1. Introduction
The Chapter contents information on speed indicator calibration, stalling speed and other performances
of the aircraft equipped with ROTAX 912 UL or ULS engine and propeller FITI ECO COMPETITION 2L/160
with the pitch adjusted to 21° / 85% for climbing.
5.2. Air Speed Indicator Corrections
IAS (km/h)
CAS (km/h)
IAS (kt)
CAS (kt)
Deviation
(km/h / kt)
Note
54
60
29,2
32,4
-6/-3,2
V
so
75
78,4
40,5
42,3
-3,4/-1,8
V
s1
100
102
54
55,1
-2/-1,2
120
120
64,8
64,8
0/0 140
138
75,6
74,5
+2/+1,2
160
154
86,4
82,1
+6/+3,7
167
159
90,2
85,9
+8/+5
VA 180
171
97,2
92,3
+9/+5,6
200
190
108
102,6
+10/+6,2
220
205
118,8
110,7
+15/+9,3
240
223
129,6
120,4
+17/+10,5
248
230
133,9
124,2
+18/+11,2
V
C
260
241
140,4
130,1
+19/+11,8
280
259
151,2
139,9
+21/+13
290
268
156,6
144,7
+22/+13,7
V
NE
5.3. Stall Speed (CAS)
Engine idle
Flaps retracted
Flaps I (10°)
Flaps II (20°)
Flaps III (35°)
Solo flight
69,5 km/h
37,5 kt
64 km/h
34,5 kt
58km/h
31,3 kt
52 km/h
28 kt
472,5 kg
79,5 km/h
43 kt
72,0 km/h
38,9 kt
67 km/h
36,2 kt
60 km/h
32,4 kt
Engine off
Flaps retracted
Flaps I (10°)
Flaps II (20°)
Flaps III (35°)
Solo flight
69,5 km/h
37,5 kt
64 km/h
34,5 kt
58 km/h
31,3 kt
52 km/h
28 kt
472,5 kg
79,5 km/h
43 kt
72,0 km/h
38,9 kt
67 km/h
36,2 kt
60 km/h
32,4 kt
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5.4. Altitude Loss by Stalling
Flap position (level flight)
Flap deflection
Altitude loss
I
10°
30 m 100 ft
II
20°
30 m 100 ft
III
35°
30 m 100 ft
0
0
30 m 100 ft
5.5. Take-off Distance up to 15m / 50ft
Engine
80 HP
100 HP
Runway surface
Take-off distance
Take-off distance
Asphalt
270 m 880 ft
245 m 800 ft
Grass
290 m 950 ft
265 m 870 ft
5.6. Rate of Climb (when speed of 110 km/h (59 kt))
Engine
80 HP
100 HP
Solo flight
6,0 m/s 1182 ft/min
7,5 m/s 1476 ft/min
472,5 kg
4,5 m/s 886 ft/min
6,0 m/s 1182 ft/min
5.7. Cruising Speed
ROTAX 912 UL 80 HP
Air speed
km/h kt
RPM
Fuel consumption
l/h
120 65
4000
5,8
140 76
4250
7,2
160 86
4400
9,5
180 97
4700
10,8
200 108
5000
13,1
220 119
5300
17,0
ROTAX 912 ULS 100 HP
Air speed
km/h kt
RPM
Fuel consumption
l/h
120 65
3500
7,5
140 76
3700
8
160 86
4100
10,1
180 97
4500
13,2
200 108
4800
14,7
220 119
5200
17,5
240 130
5500
20
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5.8. Flight Range
When maximum fuel amount of 100 L
ROTAX 912 UL 80 HP
Air speed
km/h kt
Flight range
km n.m.
Flight endurance
h
Flight reserve (10 L)
h
140 76
1750 945
12:30
1:23
160 86
1515 818
9:28
1:23
180 97
1500 810
8:20
0:55
200 108
1374 742
6:52
0:45
220 119
1164 628
5:17
0:35
ROTAX 912 ULS 100 HP
Air speed
km/h kt
Flight range
km n.m.
Flight endurance
h
Flight reserve (10 L)
h
140 76
1575 850
11:15
1:15
160 86
1425 769
8:54
1:00
180 97
1227 662
6:48
0:45
200 108
1224 661
6:06
0:40
220 119
1131 610
5:06
0:34
240 130
1080 583
4:30
0:30
Information on engine RPM, consumption, flight endurance and flight range are of informative character
only. Listed values are dependent on propeller type and pitch, flight altitude, temperature, air pressure
and aircraft load. The flight range is considered as theoretic, when windless conditions.
When planning the flight track, do consider these factors and safe amount of fuel reserve!
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 32 of 56
Chapter 6
6. Aircraft Assembly/Disassembly
6.1. Introduction
6.2. Horizontal Tail Assembly/Disassembly
6.3. Wings Assembly/Disassembly
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6.1. Introduction
The assembly of individual parts of the aircraft is described in this chapter. At least two persons are
needed for assembly/disassembly. All parts necessary for assembly are delivered with the aircraft.
Before assembly, clean, grease and then secure all pins. Pay attention to correct adjustment of ailerons
and flaps, which is carried out by shortening and prolonging of connecting pushrods.
With each next assembly, it is necessary to replace locking nuts and split pins with new pieces.
After the aircraft is assembled, make deflections adjustment according to levelling record and carry out
engine check with a focus on both fuel tanks function. Check the correct values on the fuel indicators.
6.2. Horizontal Tail (HT) Assembly / Disassembly
At least two people are needed for HT assembly/disassembly. Pay attention to avoid a fall of small parts
into the inner space of the tail during manipulation!!
Horizontal tail assembly
To reach better access to the attachment points of the HT, it is recommended to remove the vertical tail
rudder. Unscrew two M5 screws fixing the rudder in the carrier. Then, deflect the rudder fully either to
the right or to the left. Pull the rudder rearwards out of the lower carrier, then remove the rudder
upwards out of the upper hinge.
• Horizontal tail attachment to the fuselage
Remove the cover of the mounting hole under the right half of the HT on the left side of the fuselage.
Connect the right half of the HT with the elevator first and insert the cross-beam into the hole in the
fuselage. Simultaneously insert the elevator into pins in the steering lever. Connect the left half of the
HT same way.
It is necessary to simultaneously put the wire of the trim servo through the hole into the fuselage. Then,
put two M8 screws into holes connecting both halves of the HT and screw them into the bulkhead in the
fuselage. The screws must be fitted with a locking washer to avoid their self-loosening and must be
properly tightened.
Finally, screw M5 screws (in the front root area of the HT stabilizer), which connect both HT halves by
the connecting tube, into both HT halves. The screws are necessary to secure by Loctite glue.
Install the cover of the mounting hole on the left side of the fuselage under the HT. Finally, cover the
gap between the fuselage and HT stabilizer by any suitable white plastic tape which avoids water
intrusion into the fuselage.
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
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• Vertical tail rudder installation
Adjust the foot-operated steering either to left or right deflection. In such position then install the upper
bolt of the HT rudder into the upper hinge and simultaneously install the lower carrier. Adjust the
steering to neutral position and install two M5 screws securing the HT rudder in the lower carrier.
HT disassembly
Disassembly of the HT is carried out in reverse order than assembly. First, pull out the vertical tail
rudder, then unscrew the front M5 screws from the upper part of the HT. Finally, unscrew both M8
screws connecting the HT with the fuselage. Remove both HT halves out of the fuselage.
6.3. Wings Assembly/Disassembly
At least two people are needed for wings assembly/disassembly. One for assembly and one (or better
two) assistant(s) to hold and support the wing to avoid its fall and damage.
Do not push on the wing surface to avoid cracks in the gel-coat especially in the area of material
connections.
Your assistant holds the wing on the wingtip and you hold it on the root. (The second assistant which
can hold the wing by the flap would be helpful).
Disconnected wing shall be placed on any smooth soft pad (e.g.mattress) to avoid its damage.
Wings assembly
(same for both left and right wing)
•Flap pushrod preparation - connection into the wing
Put the wing into the position by its leading edge down (on the soft pad). Hold the wing together with
your assistant, who deflect the flap and so the rod lever will protrude out. This enables you better
access to connect the flap pushrod with the flap lever.
Pay attention to install the correct pushrod (LEFT („L“) or RIGHT („R“)) to appropriate wing. Pay
attention to correct pushrod position (its non-adjustable end leads into the wing and the adjustable one
towards the fuselage (the sticker with letters L/R will be on upper side). Fix the connection by the pin of
Ø5mm and spacer + split pin (all such parts delivered attached on the pushrod).
•Aileron pushrod preparation - connection into the wing
Screw the aileron pushrod to the adjustable end protruding from the wing. Pay attention to install the
correct pushrod (LEFT or RIGHT) to appropriate aileron. Exact tuning will be adjusted later.
•Wing Connection to the fuselage
Prepare two of main wing pins. Lubricate them with an appropriate quantinty of vaseline. Pay attention
to their correct position - UPPER wing pin is WITHOUT thread, LOWER wing pin is WITH thread.
Your assistant holds the wing by the wingtip and you hold it by the root. (The second assistant who can
hold the wing by the flap would be helpful).
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Pick the wing up and attach it close to the fuselage so that pushrods (aileron and flap) enter the fuselage
through the appropriate holes, but keep the space between the wing and fuselage yet to reach enough
access to connect the rest of the equipment. All of you are still holding and supporting the wing to avoid
its fall. Then you support the wing by your knees (at the area of wing root) and connect (or you just hold
the wing and another assistant can help you to connect):
- static and dynamic pressure hoses of Pitot tube (just on the left wing)
Note: Pay attention not to interchange the hoses of Pitot tube during assembly.
- quick couplings of fuel hoses
- cable connector of the fuel gauge
- cable connector of the strobes/position lights (if equipped with)
Push the wing towards the fuselage to attach it completely without any play between the wing and
fuselage. Insert the main wing pins into the hole with fittings (wing attachment) inside. Insert the upper
pin (without thread) first and then insert the bottom pin (with thread). This operation requires careful
use of the hammer and auxiliary metal rod (Ø 18mm) to beat the pin into the hole. During this
operation, the assistant (holding the wing on the wing tip) pays attention to keep the correct dihedral
angle. If needed, he can slightly lift the wing up to fit the fittings exactly with the hole in correct position
and so to enable pins easily pass through the fittings. Both pins must be inserted to their fully beaten
position. Then the assistant can leave the wing.
Secure the pin from upper side by the bolt – torque is approx. 25 Nm. Install the M10 self-locking nut
from the bottom side, so that the wing connection is properly secured.
Cover the holes with any plastic white sticker (to avoid water intrusion).
•Flaps pushrods connection inside the cockpit
Take the seats out of the cockpit to have a better access to the flap steering lever situated in the central
tunnel. Connect pushrods to the flap lever using the pin Ø5mm and spacer + split pin (all parts delivered
attached to the pushrod). You can insert the pin Ø 5mm from the bottom side (better accessibility for
the spacer and split pin assembly). Install seats back.
•Aileron pushrods connection inside the cockpit
Screw the pushrods to the control stick to fully tightened position. Then loosen it again by a number of
turns indicated on the pushrod. This ensures correct neutral position of ailerons. Secure the connection
with the pin Ø5mm and spacer + split pin (all parts delivered attached to the pushrod).
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Wings disassembly
First of all, drain off the fuel from both wing tanks.
Disconnect ailerons pushrods (from the control stick) and flaps pushrods (in the central tunnel) inside
the cockpit.
Release and remove the locking nuts of wing pins bolts. Screw the bolts out by approx. 2cm.
Beat out the bottom pin by light tapping on the head of the bolt by the hammer. Unscrew the bolt and
remove the bottom pin.
The assistant (holding the wing by the wing tip) can slightly lift the wing if needed to enable pins to be
pulled-off more easily.
Beat out the upper pin by the hammer with a help of any metal rod of Ø 18mm.
After pins removal, your assistant holds the wing by the wingtip and you hold it by the root. (The second
assistant which can hold the wing by the flap would be helpful).
Partially pull the wing out of the fuselage, so that you reach the space between the wing and fuselage to
have enough access to disconnect the equipment. All of you are still holding and supporting the wing to
avoid its fall.
Then you support the wing by your knees (at the area of wing root) and disconnect (or you just hold the
wing and another assistant can help you to disconnect):
- static and dynamic pressure hoses of Pitot tube (just on the left wing)
Note: Pay attention not to interchange the hoses of Pitot tube during their next re-assembly.
- quick couplings of fuel hoses
- cable connector of the fuel gauge
- cable connector of the strobes/position lights (if equipped with)
Store the wings on safe and dry place with stable temperature. Wings need to be properly secured and
prevented from structural and surface damage.
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 37 of 56
Chapter 7
7. Aircraft and System Description
7.1. Wing
7.2. Fuselage
7.3. Tailplane
7.4. Landing Gear
7.5. Steering
7.6. Propulsion
7.7. Fuel System
7.8. Instruments
7.9. Controlling Elements
7.10. Canopy
7.11. Cockpit Equipment
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7.1. Wing
The cantilever tapered backswept wing of an angle of 5,5° with SM 701 airfoil along the whole span is a
reinforced shell of carbon composite sandwich with carbon composite coating. The wing spar is made of
laminated hard beech wood saturated with synthetic resin and is situated in 30% of the wing depth. The
ailerons are hinged on the rear spar and slotted flaps are hinged on composite hinges with turning point
under the outline profile. Ailerons and flaps are of all-composite structure. Wing root ribs are made of
carbon sandwich, other ribs are made of plastic foam. The main spar is welded of high quality CrMo
steel tubes.
7.2. Fuselage
The fuselage is all-composite carbon-fibre shell braced with carbon sandwich bulkheads, NOMEX
honeycomb and hardened foam. The fuselage cross section has elliptic shape with aerodynamic wing
base and spacious cockpit covered by the perspex canopy. The luggage compartment with two small
side-windows behind the seats are the part of the cockpit. The engine is in the front part of the fuselage.
It is separated from the cockpit by the firewall to which the engine mount and the steerable nose wheel
are attached.
7.3. Tailplane
The tailplane is of all-composite structure designed in classical crosstail arrangement. The horizontal tail
of trapezoidal shape consists of fixed stabilizer and elevator. The vertical tail is of trapezoidal shape. The
rudder is of all-composite structure.The tail fin is an integral part of the fuselage. The elevator trim can
be mechanical or electrical (optional equipment).
7.4. The Landing Gear
The landing gear is a fixed tricycle undercarriage with a steerable nose wheel. The main gear is designed
as a pair of composite leaf springs. The integral nose leg with aerodynamic fairing made of composites
and metal tube is suspended with rubber springs. Main wheels size is 350x120 mm, nose wheel size is
300x100 mm. The main wheels are fitted with hydraulic disc brakes. All wheels are covered by wheel
spats.
7.5. Steering
The steering of all control surfaces is doubled. The ailerons, flaps and elevator are controlled by control
rods and levers, the rudder is controlled by steel wire ropes. Lift flaps are optionally equipped with
electrical control. All controls attachments are installed the way so that not to interfere the airframe
contour. The important checking points in wings are equipped with inspection holes with perspex
covers. The control is possible to balance longitudinally.
7.6. Propulsion
The propulsion unit is ROTAX 912 UL or ROTAX 912 ULS engine and three or two blade FITI ECO
COMPETITION propeller, which can be fix, ground or in-flight adjustable.
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
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7.7. Fuel System
The fuel system consists of two fuel tanks inbuilt in wings with a total fuel capacity of up to 100 litres (2
x max. 50L). The piping connection is equipped with a sediment bowl and a drain plug. The fuel supply is
assured by two independent circuits with back-up electrical fuel pump. Unused fuel returns back to the
fuel tank. The fuel pressure is measured by the pressure gauge. When the fuel indicator light turns on,
the fuel reserve is 5L.
7.8. Instruments
The instrumental equipment consists of basic flight and engine instruments and navigation system. The
static and dynamic pressure value is taken from the Pitot tube installed on the underside of the left
wing. Instruments layout on the dashboard is shown on the picture in the Art. 7.11.
If the aircraft is equipped with SSR transponder, this must be switched-on during the flight. The
installation of SSR transponder must be provided by appropriate authorized person.
Basic transponder squawks: 2000 - controlled flight
7000 - uncontrolled flight
7500 - unlawful interference (hijack)
7600 - communication failure / radio contact loss
7700 - emergency
When setting up the new squawk, the transponder must be in “STAND-BY” mode.
7.9. Controlling Elements
Foot-operated control
By pushing the left pedal when appropriate speed is reached, the aircraft turns left when moving on the
ground or in the air, and vice versa. Pedals can be adjustable in three positions (optional equipment).
Hand-operated control
By pulling the control stick towards the pilot, the nose lifts up (the pitch increases) and the aircraft
climbs. By pushing the control stick forward, the aircraft descends. By deflecting the control stick to the
left, the aircraft banks to the left, and vice versa.
Wing flaps – mechanical option
The flaps are released to move when the release button on the control lever is pushed. By pulling the
lever upward, flaps are extending step by step to positions I, II, III, and vice versa. After the release
button is released, the flaps stay in appropriate stabilized position.
Wing flaps – electric option
The flaps are actuated by linear potentiometer adjusting positions I, II, III or OFF with help of servo
engine. Each flap position is indicated by indicator light.
Engine throttle
By pushing the throttle lever forward, the engine power increases and vice versa.
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Choke
By pushing the choke lever forward, the choke opens and vice versa.
7.10. Canopy
The cockpit is covered with hinged perspex canopy with two small sliding windows. The canopy opens
up and backwards. Electrical blocking system on canopy locks disables to start-up the engine in case the
canopy is not properly closed. Mechanical blocking system (the lever to open/close canopy) prevents
the canopy from self-opening during the flight. Small dismisting fan installed on the top of the
dashboard avoids canopy fogging (optional equipment).
7.11. Cockpit Equipment
(picture and description as by individual configuration)
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Chapter 8
8. Care and Maintenance
8.1. Maintenance Schedule
8.2. Aircraft Repairs
8.3. Engine Major Overhaul
8.4. Anchorage of the Aircraft
8.5. Cleaning and Care
8.6. Aircraft Storage
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8.1. Maintenance Schedule
Inspection, Mandatory Work
Inspection Period
(hours)
10
25
50
100
200
Engine
As per ROTAX Manual attached.
Engine Compartment
Engine Bed
Check integrity of construction with a special focus on welds, fixing
points, silent blocks, bushings. Check surface condition.
x
Bolted Connections
Check surface condition of bolted connections, bearing surfaces. Check
securing and tightening. Tighten and re-secure if necessary. Replace
locking nuts, split pins and securing wires.
x
Silentblocks
Check elasticity of engine bearing, integrity of rubber blocks, degree of
permanent deformation. Replace silent blocks if necessary, tighten,
secure.
x
Oil, Coolant and Fuel Hoses
Check surface integrity, leakage, condition of connections, protection
avoiding touching with oscillating parts and exhaust system. Replace if
necessary.
x
Operating Liquids
Check level, refill according to instructions of the engine producer.
x
Coolers
Check integrity, sealing, purity.
x
Controls
Check forces, end stops adjustment, plays, hinges, self-locking. Adjust,
secure.
x
Exhaust piping
Check attachment, integrity, sealing, surface condition, corrosion
degree, springs condition and prestress. Grease ball connections by a
special lubricant.
x
Carburettors
Check attachment, surface condition, controls adjustment, condition of
elastic connection flange – integrity, sealing. Replace flange if material
degradations or surface cracks appear.
x
Electric Installation
Check integrity, purity and general condition of cables, insulation,
contacts, soldered joints, wiring harness attachment to the airframe and
bushings. Check probes and indicators interconnections.
x
Propeller Attachment
Check condition of bolts, torques, securing.
x
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10
25
50
100
200
Cockpit
Control Sticks
Check free movement in longitudinal and cross direction, clearance fits,
end stops adjustment, securing. Replace pins or bolts if worn-out,
grease, secure.
x
Rudder Control
Check integrity of pedals with a special focus on surface cracks near
welds. Full and free movement right and left (raise nose wheel off the
ground), end stops adjustment, rudder cables tension, clearance fits,
securing. Adjust, replace worn-out parts, grease, secure.
x
Flap Control
Check free movement of flaps and control lever, stable bearing in each
flap position, interlock pin wear. Replace worn-out parts, grease, secure.
x
Canopy – Open / Close
Check condition and function of locks and hinges, canopy bearing.
Adjust, replace worn-out parts, grease, secure.
x
Flight and Engine Instruments
Check legibility, markings, mounting in the panel board, air-operated
and electric installations, wiring.
x
Electric Installations
Check condition, integrity and purity of cables, insulations, contacts and
welds. Battery attachment, operating condition.
x
Safety Belts
Check fixing points rigidity, belt surface condition, adjustment.
x
Fuel System
Check leakage, fuel supply, pumps, gauge and valve function, drain plug,
tank ventilation and deterioration. Replace fuel filters.
x
Ballistic Rescue System
Visual check of general condition, rocket, lines, attachment to bulkhead.
Maintenance according to the manual of the rescue system producer.
x
Landing Gear
Main Gear
Check attachment, rigidity, surface condition, clearance, degree of
permanent deformation.
x
Wheels
Check attachment, brakes condition, brake pads and disc condition,
brake circuit leakage. Attachment and purity of wheel spats.
x
Nose Gear
Check general condition, surface, integrity, rubber springs condition and
deflection when loaded, steering condition. Grease slide bearings,
replace rubber springs if worn-out.
x
Fuselage
Check general condition, integrity, purity. Antennas, lights, covers and
cowlings attachment.
x
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10
25
50
100
200
Wings
Check general condition, surface condition, integrity, attachment,
fittings, bolts, clearance. Ailerons and flaps condition, surface condition,
hinges, clearance, securing. Controls condition, free movement, end
positions, clearance. Pitot tube condition and attachment.
x
Tailplanes
Rudder, Elevator
Check general condition, hinges, movement, clearance, securing.
x
HT Stabilizer
Check general condition, attachment, fittings, securing.
x
8.2. Aircraft Repairs
Each damage, which may have an influence on airframe strength or flight characteristics must be
reported to the Manufacturer. The Manufacturer determines a way of repair.
Minor repairs mean the repairs of those parts, which substantially do not take a part in the aircraft
function and stiffness. Among permitted repairs belongs:
• paint repairs
• worn-out parts exchange
• repairs of wheel tyres
Above mentioned minor repairs can be carried out by the owner himself. Repairs of torsion box, spars,
wings and tailplane, landing gear and fuselage load-bearing structure must be carried out by authorized
or specialized workshop. If any surface repairs or changes, a white tone colour must be kept on upper
side exposed to sunshine.
8.3. Engine Major Overhaul
The major overhaul is carried out after 2000 flight hours but not later than 10 years after putting the
aircraft into operation, unless decided otherwise during regular technical inspections or by the
Manufacturer bulletin. The overhaul is performed by authorized or special workshop. The overhaul and
maintenance are carried out according to manual of the engine producer.
8.4. Anchorage of the Aircraft
Anchorage of the aircraft is necessary in order to avoid eventual damage caused by wind or wind blasts
during parking outside the hangar. For this purpose, the aircraft is equipped with screw mounting points
for eyelets on the underside of the wingtips.
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 45 of 56
8.5. Cleaning and Care
The aircraft surface should always be treated with suitable cleaning agents. Oil and grease remnants can
be removed from the aircraft surface by suitable surface active substances or alcohol. The canopy
should be only cleaned with a sufficient tepid water flow with addition of suitable surface active
substances. Never use petrol or chemical solvents. Do not use water jet stream for airframe cleaning
and avoid water inlet into Pitot-static system, engine compartment, ventilation holes and other open
areas on the airframe.
8.6. Storage
The aircraft shall be stored covered on a dry place or facility to be prevented from structural or surface
damage which can be caused by weather influence e.g. high humidity, high sunshine or temperature
changes.
A stored aircraft shall be properly fixed to avoid self-movement. All instruments, switches, magnetos
and ignition shall be switched off. Rescue system shall be properly secured to avoid its activation. Pitot
tube shall be covered with an appropriate cover to avoid internal pollution of the Pitot system. Any cloth
cover of the canopy is recommended to avoid risk of scratches.
If the aircraft is supposed to not to be operated for longer than one month period, it is recommended to
remove back-up batteries from instruments (GPS, EFIS...) and to maintain them charged. The main
battery shall be maintained charged.
The tyres inflation pressure shall be periodically checked.
For engine maintenance during the aircraft storage, follow the instructions of the engine producer.
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 46 of 56
Chapter 9
9. Weight and Balance
9.1. Introduction
9.2. Empty Weight
9.3. Maximum Take-off Weight
9.4. CG Range
9.5. CG Determination
9.6. Useful Load, Weight Sheet
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 47 of 56
9.1. Introduction
Weight, useful load and centre of gravity data are described in this chapter.
9.2. Empty Weight
The empty weight is the weight of fully equipped, ready to operate aircraft, excluding fuel and crew.
Empty weight is a total sum of all weight values measured under all undercarriage wheels
simultaneously.
The empty weight of the aircraft is
kg
9.3. Maximum Take-off Weight
The maximum take-off weight defined by the Manufacturer and Czech UL 2 regulation is
472,5 kg
Never exceed the maximum take-off weight!
9.4. Centre of Gravity Range
Centre of gravity of empty aircraft is % MAC
Range of centre of gravity in flight 25 - 35 % MAC
Operation over this range is prohibited!
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 48 of 56
9.5. Centre of gravity determination
The aircraft has to be balanced in “flight position” including crew and fuel.
Weight on main wheels G
1
(kg)
Weight on nose wheel G
2
(kg)
Total weight G1 + G2 G = G1 + G
2
(kg)
Distance from main wheel axis to nose wheel axis x
MW-FW
= 1,43 (m)
Distance from main wheel axis to wing leading
edge in wing root area x
MW-LE
= 0,76 (m)
CG distance from main wheel axis x
MW-CG
= G2 * x
MW-FW
/ G (m)
Length of MAC b
MAC
= 1,112 (m)
Length of wing chord in the root area b = 1,300 (m)
Back-swept MAC displacement sy = 0,19 (m)
Distance from CG to leading edge xCG = x
MW-LE
– x
MW-CG
(m)
Distance from CG to leading edge of MAC x
CG-MAC
= x
MW-LE
– x
MW-CG
– sy =
= 0,57 – 1,43 * G2 / G (m)
x
CG-MAC%
= x
CG-MAC
* 100 / 1,112 =
= 51,26 – 129,5 * G2 / G (%)
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 49 of 56
9.6. Useful load, weight sheet
Useful load is the weight difference between the maximum take-off weight and the empty weight
determined by scalling.
When the aircraft empty weight is of kg, the useful load is kg.
Aircraft weight and centre of gravity sheet, fuel tanks of 2 x 50 L, take-off weight of 472,5 kg
If above listed limits are kept, the centre of gravity is situated in permitted position range.
Fuel amount (1 L = 0,775 kg)
100 L
75 L
50 L
25 L
10 L
Useful load
CG position in % b
MAC
Luggage weight
5 kg
5 kg
5 kg
5 kg
5 kg
Crew weight
CG position in % b
MAC
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 50 of 56
Enclosure 1
Log Book
Each aircraft must be equipped with the log book where flight informations are noted just after each
flight track performed.
OK-ABC
Date
Pilot name
Track
Flight
Time
/day
Total
Flight
Time
Take-off
(number)
Fuel
(filled
up/L)
EXAMPLE
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 51 of 56
Enclosure 2
Records of Revisions
Any revisions of the present manual, except actual weight data, must be recorded into following sheet according
to information received from the Manufacturer. New or amended text on the revised pages shall be indicated by
black vertical line on the left margin, along the section affected. The revision number and date shall be shown on
the bottom left side of the page.
Revision
Number
Affected
Section
Affected
Pages
Approval Date
Approved by
Insertion
Date
Signature
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 52 of 56
Enclosure 3 page 1/4
Service and Maintenace Book
Any mandatory inspection works, works as by Manufacturer bulletins, reparations, changes,modifications,
replacements, inspection reports or important notes must be recorded into following sheet.
Date
Works performed / reason
(mandatory inspection works, bulletins, reparations, modifications,
replacements, inspection reports, notes)
Signature
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 53 of 56
Enclosure 3 page 2/4
Service and Maintenace Book
Any mandatory inspection works, works as by Manufacturer bulletins, reparations, changes, modifications,
replacements, inspection reports or important notes must be recorded into following sheet.
Date
Works performed / reason
(mandatory inspection works, bulletins, reparations, modifications,
replacements, inspection reports, notes)
Signature
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 54 of 56
Enclosure 3 page 3/4
Service and Maintenace Book
Any mandatory inspection works, works as by Manufacturer bulletins, reparations, changes, modifications,
replacements, inspection reports or important notes must be recorded into following sheet.
Date
Works performed / reason
(mandatory inspection works, bulletins, reparations, modifications,
replacements, inspection reports, notes)
Signature
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 55 of 56
Enclosure 3 page 4/4
Service and Maintenace Book
Any mandatory inspection works, works as by Manufacturer bulletins, reparations, changes, modifications,
replacements, inspection reports or important notes must be recorded into following sheet.
Date
Works performed / reason
(mandatory inspection works, bulletins, reparations, modifications,
replacements, inspection reports, notes)
Signature
Flight and operations manual of ATEC 321 Faeta NG aircraft with Rotax 912 UL/ULS
ATEC v.o.s., Libice nad Cidlinou, Czech Republic Page 56 of 56
Issued by the Manufacturer:
Atec, v.o.s.
Opolanská 301
289 07 Libice nad Cidlinou
Czech Republic
www.atecaircraft.eu
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