1
FLIGHT MANUAL
AVID SPEEDWING
N97HD
TABLE OF CONTENTS
1. AIRCRAFT GENERAL INFORMATION ..................................2
2. OPERATING LIMITATIONS .....................................................2
3. DIMENSIONS AND SPECIFICATIONS: ..................................3
POWER: ...............................................................................................3
DIMENSIONS: .......................................................................................3
WEIGHT:..............................................................................................3
WING LOADING:...................................................................................3
LOAD FACTORS:...................................................................................3
CENTER OF GRAVITY LIMITS: ................................................................3
RIGGING:.............................................................................................3
FUEL CAPACITY: ..................................................................................3
OPERATING SPEEDS..............................................................................3
PERFORMANCE INFORMATION:..............................................................3
4. CHECKLISTS ..............................................................................4
5. FLIGHT TEST PROGRAM.........................................................5
6. MINIMUM EQUIPMENT LIST..................................................5
7. AIRCRAFT and SYSTEMS DESCRIPTION..............................6
GENERAL..............................................................................................6
ENGINE ................................................................................................6
PROPELLER .........................................................................................8
FUEL SYSTEM ......................................................................................8
ELECTRICAL SYSTEM ...........................................................................8
PITOT and STATIC SYSTEM.....................................................................8
AVIONICS ............................................................................................8
ENGINE MONITOR ................................................................................8
TRANSPONDER ..................................................................................11
8. FORMS.......................................................................................13
OIL CONSUMPTION LOG - N97HD ..........................................................13
SQUAWK and OPEN ITEMS LIST - N97HD................................................13
9. CENTIGRADE TO FAHRENHEIT CONVERSION................ 14
10. WEIGHT AND BALANCE...................................................15
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1. AIRCRAFT GENERAL INFORMATION
AVID MK4 Speedwing Aircraft flight characteristics are similar to the flight characteristics of
other Standard Category aircraft.
Aeronautical skill and knowledge required to obtain FAA issued Private Pilot class license is
sufficient, and required, for the operation of the Avid Mk4 aircraft. Of particular importance is the
effect of temperature, atmospheric pressure, and density altitude on the aircraft’s performance.
The pilot must be aware of increased stall speed as related to angle of bank, “G” forces, and
increases of operating weights. Also the increase of turning radius as related to increased
airspeed.
Engine operating procedures, conditions, and instrument markings to be in accordance with the
engine manufacturer’s operating manual (summarized in this Flight Manual).
Operation of installed equipment, such as battery, lights, electronic equipment, etc. are to be in
accordance with the equipment manufacturer’s manuals and instructions.
2. OPERATING LIMITATIONS
THESE OPERATING LIMITATIONS SHALL BE ACCESSIBLE TO THE PILOT
EXPERIMENTAL OPERATING LIMITATIONS
OPERATING AMATEUR-BUILT AIRCRAFT
REG. NO. MAKE MODEL SERIAL NO
N97HD HARLAN D. HUFF MKIV AVID 1396D
1. No person may operate this aircraft for other than the purpose for which the Special
Purpose Airworthiness Certificate was issued. The aircraft shall be operated in
accordance with the applicable FAA Air Traffic and General Operating Rules, FAR
Part 91.42 and the additional limitations prescribed herein.
2. All flights shall be conducted within the following geographical area:
25 NAUTICAL MILE RADIUS OF TRACY AIRPORT, TRACY, CA.
3. No operations, including takeoffs and landings, shall be conducted over densely
populated areas or in congested airways, except at those airports authorized as
follows:
BYRON, CA; NEW JERUSALEM, CA ; LIVERMORE, CA
4. Operator of this aircraft shall notify the control tower of the experimental nature of this
aircraft when operating into or out of airports with operating control towers.
5. This aircraft is approved for day VFR operation only.
6. This aircraft shall contain the placards, listings and instrument markings required by
FAR 91.31
7. No person may operate this aircraft for carrying persons or property for compensation
or hire.
8. No person may be carried in this aircraft during flight unless that person is required for
the purpose of the flight. No passengers will be carried while undergoing flight tests.
9. Any major change to this aircraft, as defined by FAR 21.93, invalidates the Special
Airworthiness Certificate issued for this aircraft.
10. This aircraft does not meet the requirements of the applicable, comprehensive, and
detailed airworthiness code as provided by Annex 8 to the Convention on International
Civil Aviation. This aircraft may not be operated over any other country without the
permission of that country.
11. These Operating Limitations may be amended subsequent to 40 hours by application
for and issuance of a new Special Airworthiness Certificate.
12. These Operating Limitations expire on and may be amended by application for and
issuance of a new Special Airworthiness Certificate.
13. An Experimental sign, letter size minimum 2 inches high, shall be displayed at each
entrance to the aircraft.
Robert M Smedley Jr
Principal Maintenance Inspector
Date issues: 09/10/2002
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3. DIMENSIONS AND SPECIFICATIONS:
POWER:
Engine Jabiru 2200
Power 80 hp
Power Loading (with 80 HP) (1050 lbs.) 13.13 lb/HP
DIMENSIONS:
Wingspan 24 feet
Wing Chord 42 inches
Aspect Ratio 6.85
Fuselage Length 17’ 11”
Height 71”
Wing Area 84 sq. ft.
Flaperon Area sq. ft.
Stabilizer Area sq. ft.
Fin Area sq. ft.
Elevator Area sq. ft.
Rudder Area sq. ft.
Trim Tab Area (Elevator) sq. ft.
Cabin Width 39.5 inches
WEIGHT:
Empty Weight 510 lb.
Maximum Takeoff Gross Weight 1,050 lb.
Useful Load (Maximum) 540 lb.
Main Baggage Compartment Capacity lbs.
WING LOADING:
@ 1,050 lbs. 12.5 lb/sq. ft.
LOAD FACTORS:
@ 1,050 lb. Gross +/- 5.0 G
CENTER OF GRAVITY LIMITS:
Station +11.185” to +16.5” ( 26.6% to 39.3% MAC) referenced to wing l/e
RIGGING:
Flaperon Travel 15 deg. Max DOWN
Elevator Travel 30 deg. UP, 17 deg. DOWN
Aileron Travel deg. UP, deg. DOWN
Trim Tab Travel deg. UP, deg. DOWN
Rudder Travel deg. RIGHT, deg. LEFT
Wing Angle of Incidence + deg.
Stabilizer Angle of Incidence - deg.
Wing Washout (Geometric Twist) 1.5 inches at tip.
Wing Dihedral + deg.
FUEL CAPACITY:
Wing Tank 17 gallons (Right wing only)
Header Tank 0.5 gallons (Fuselage)
Total Fuel Capacity 17.5 gallons
Minimum fuel for takeoff 2 gallons.
OPERATING SPEEDS
Never Exceed Speed Vne 150 mph Knots
Maneuvering Speed Va 115 mph Knots
Flap Extension Speed Vfe 100 mph Knots
Stall Speed (No Flap) Vs 52 mph Knots
Stall Speed (Full Flap) Vso 50 mph Knots
Stall Speed Relative to Angle of Bank (Accelerated Stalls):
0 mph Knots
30 mph Knots
45 mph Knots
60 mph Knots
Best Angle of Climb Speed Vx 65 mph Knots
Best Rate of Climb Speed Vy 70 mph Knots
Normal Glide Speed 70 mph Knots
Max Demonstrated Crosswind Velocity mph Knots
PERFORMANCE INFORMATION:
Range at 60% Power at 5000 feet altitude is miles (no reserve).
Rate of Climb - 1200 FPM.
Service Ceiling - Ft.
Take-Off Distance Ground Run - Ft.
Take-Off Distance to Clear 50 Ft. Obstacle - Ft.
Landing Distance Ground Run - Ft.
4
4. CHECKLISTS
PREFLIGHT EXTERIOR CHECK
Check controls
Switches off
Check engine oil
Exhaust pipe covers removed
Check tire inflation and tread
Check wing pins installed and safetied
Fuel tank vent clear
Lift strut attach bolt tights and safetied.
Check flaperon hinges and linkages
Check removable panels (turtleback and baggage door)
Rudder cable bolted and safetied
Drain fuel tank and header tank
Pitot tube cover removed
Check propeller for nicks and cracks
Check mags & master switches off. Fuel on. Rotate propeller 5 turns.
BEFORE STARTUP
Logbook / Discrepancies
Radio antenna connected
Seat belts and shoulder straps secured
Flap up
Controls free
Check fuel quantity
Fuel valve OPEN
Master “ON”
Check Circuit Breakers
Throttle set to idle
Choke on (PULL) (if OAT below 5 degree C)
Both magneto switches on
BEFORE TAKEOFF
Check brakes
Engine run up
RPM to 1600
Mag check
RPM to 1000 – idle check
Altimeter set
Trim set for takeoff
Oil temp 60 deg. C
Strobe light “ON”
Seat belts fastened
BEFORE LANDING
Carburetor heat on (out) as required
Altimeter set to area baro
meter pressure
AFTER LANDING
Flaps “UP”
Strobe “OFF
ENGINE SHUTDOWN
Radio “OFF”
GPS “OFF”
Intercom “OFF”
Position lights “OFF”
Engine monitor “OFF”
Throttle set to idle
Carb heat “OFF” (in)
Check mags
Mags “OFF”
Master “OFF”
Fuel “OFF”
ENGINE OUT
Establish ## mph.
Determine landing area
Fuel “ON”
Carb heat “ON”
Mag. Switch left and right check
Setup for emergency landing if all else fails
Shut “OFF” fuel and master switch before touchdown
INFLIGHT FIRE OR FUEL LEAK
Shut “OFF” fuel
Declare an emergency
Shut “OFF” master if danger from fuel leak exists
Apply Fire Extinguisher located behind passenger seat (if possible)
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5. FLIGHT TEST PROGRAM
A Flight Test program has been developed for AVID IV N97HD. This program is fully
documented in a document entitled “Flight Test Protocol”. The program consists of the following
steps:
1. Low Speed Taxi Tests
2. High Speed Taxi Tests
3. Engine Reliability/Flight Controls
4. Envelope Expansion/Engine Performance
5. Air Speed Indicator Accuracy
6. One “G” Stalls
7. Power on Stalls
8. Power on Stalls at 10 Degree Flaps
9. Power on Stalls at 15 Degree Flaps
10. Best Rate of Climb Speed
11. Minimum Control Speed Handling
12. Static Longitudinal Stability
13. Dynamic Short and Long Period Longitudinal Stability
14. Lateral Directional Stability
15. Inadvertent Spin Entry
16. Stall Speed in 30 Degrees Bank
17. Stall Speed in 45 Degrees Bank
18. Stall Speed in 60 Degrees Bank
19. Stall Characteristics at Max Gross Weight and Fwd CG
20. Stall Characteristics at Max Gross Weight and Mid CG
21. Stall Characteristics at Max Gross Weight and Aft CG
22. Best Rate and Angle of Climb at Max Gross Weight
23. Lateral Directional Stability
24. Accelerated Stall (45 Degree Bank) at MGW mid CG
25. Accelerated Stall (60 Degree Bank) at MGW mid CG
26. Service Ceiling
6. MINIMUM EQUIPMENT LIST
GENERAL
This Minimum Equipment List is to be used prior to flight to determine if this aircraft is
legal to fly with one or more components inoperative. Multiple inoperative
components are permitted unless specifically prohibited in the text. Any component
not included in this list must be operative for flight.
COMPONENT INDEX
Airspeed Indicator Altimeter
Ammeter Clock
Comm. Radio Cylinder Head Temperature Gauge
ELT Encoding Altimeter
Exhaust Gas Temperature Gauge Fire extinguisher
Fuel Flow Gauge GPS
Hobbs Meter Intercom
Magnetic Compass Magnetos
Oil Pressure Gauge Oil Temperature Gauge
Outside Air Temperature Gauge Strobes
Tachometer Transponder
Vertical Speed Indicator
Required to be operative for ALL FLIGHTS:
Airspeed Indicator Altimeter
Magnetic Compass Tachometer
Oil Pressure Gauge Oil Temperature Gauge
Magnetos (both must be operational)
Required for flight into Class B airspace (in addition to those items
listed above):
Transponder
Encoding Altimeter
Comm. Radio
May Be Inoperative For ANY FLIGHT:
Cylinder Head Temperature Gauge Fuel Flow Gauge
EGT Gauge Ammeter OR Voltmeter ** One must be
operative **
Vertical Speed Indicator Outside Air Temperature Gauge
GPS Hobbs Meter
Intercom Fire extinguisher
Landing and Taxi lights
7. AIRCRAFT and SYSTEMS DESCRIPTION
GENERAL
The AVID Mk4 Speedwing is a side by side metal tube and fabric covered sport aircraft designed
by Dean Wilson and first flown in the late 1980’s. There are several hundred Avid Mk 4 aircraft in
operation. Most are equipped with the Rotax 582 2-cycle engine. Others are equipped with
Rotax 912, Jabiru and Subaru engines, among others.
The Aerobatic Speedwing version of the aircraft differs from others of the same model
designation in its wingspan, wing area, wing aerofoil section and its wing structure. The
Aerobatic Speedwing has an aluminium leading edge, a semi-symmetrical wing section and a 6’
shorter wingspan than the standard Avid Mk4. Consequently, it cruises and stalls faster and is
stressed to be fully aerobatic
When operated at a weight of 1050 pounds, the design is fully aerobatic to ?? G’s positive and
negative, ultimate strength is ?? G’s. The roll rate is ???? degrees per second. However, the
aircraft has no inverted fuel or oil systems and so inverted and sustained negative G maneuvers
are no permitted.
ENGINE
The Jabiru 2200 engine is an 80 HP aviation engine manufactured in Australia and certified by
the Australian Civil Aviation Safety Authority. The engine is a 4-cylinder 4-stroke horizontally
opposed air-cooled engine. The engine is direct crankshaft driven and does not use a reduction
gearbox. The crankshaft features a removable propeller flange, which enables the easy
replacement of the front crankshaft seal and provides for a propeller shaft extension to be fitted,
should this be required for particular applications.
The crankcase halves, cylinder, crankshaft, starter motor housings, gearbox cover (the gearbox
powers the distributor rotors) and coil mounts together with many smaller components are
machined using CNC machine tools. The sump (oil pan) is cast. The cylinders are machined
from solid bar 4140 chrome m olybdenum alloy steel, with the pistons running directly in the steel
bores. The crankshaft is machined from solid bar 4140 chrome molybdenum alloy steel, the
journals of which are precision ground prior to being Magnaflux inspected. Conrods are
machined from 4130 alloy steel, the 45mm big end bearings are of the automotive slipper type.
Various components of the engines are sourced from Honda including camshaft followers, the
Bendix gear in the starter motor and the ignition coils.
An integral alternator using rare earth magnets, provides alternating current for battery charging
and electrical accessory drive. The alternator is attached to the flywheel and is driven directly by
the crankshaft. The ignition system is a transistorised electronic system; two fixed coils mounted
adjacent to the flywheel are energised by rare earth magnets attached to the flywheel. The
passing of the coils by the magnets creates the high voltage current which is then transported by
high tension leads to the center post of two automotive type distributors (which are sim ply rotors
and caps) before distribution to automotive spark plugs, two in the top of each cylinder head.
The ignition system is fixed timing and, therefore, removes the need for timing adjustment. It is
suppressed to prevent radio interference. The ignition system is fully redundant, self-generating
and does not depend on battery power.
The crankshaft is designed with a double bearing at the propeller flange end and a main bearing
between each big end; it therefore does not have flying webs. 48mm m ain bearings are also of
the automotive slipper type. Thrust bearings are located for and aft of the front double bearing
allowing either tractor or pusher installation.
Pistons are General Motors aftermarket re-machined to include a piston pin circlip groove. They
are fitted with 3 rings, the top rings being cast iron to complement the chrome molybdenum
cylinder bores. Valves are 7mm (stem dia) which are purpose manufactured for the Jabiru
engine.
The valve gear includes pushrods from the camshaft from the camshaft followers to valve
rockers which are CNC machined from steel plate, induction hardened and polished on contact
surfaces and mounted on a shaft through an aluminium bronze bush. Valve guides are
manufactured from aluminium/bronze, as is found in larger aero engines and high performance
racing engines. Replaceable valve seats are of nickel steel and are shrunk into the aluminium
cylinder heads. The valve gear is lubricated from the oil gallery.
An internal gear pump, direct mounted on the camshaft and incorporating a small automotive
spin-on filter, provides engine lubrication. An oil cooler adapter is provided.
The engine is fitted with a 1 kw starter motor, which is also manufactured by Jabiru and provides
effective starting in all conditions. The engine has very low vibration levels, however it is also
supported by four large rubber shock mounts attached to the engine mounts at the rear of the
engine.
The fuel induction system comprises a BING pressure compensating carburetor. Following
carburetion, the fuel/air mixture is transported to a small plenum chamber in the sump casting, in
which the mixture is warmed prior to entering short induction tubes attached to the cylinder
heads.
The engine is fitted with two RAMAIR cooling ducts, which have been developed by Jabiru to
facilitate cooling using direct air from the propeller to the critical areas of the engine, particularly
the cylinder heads and barrels.
A stainless steel exhaust and muffler system is fitted as standard equipment, and results in
aircraft noise of approximately 62dB in a 1000' full power flyover.
4 Stroke
4 Cylinder Horizontally Opposed
Naturally Aspirated - Pressure
Compensating
1 Central Camshaft 6 Bearing Crankshaft
Over Head Valves (OHV) Ram Air Cooled
Wet Sump Lubrication Direct Propeller Drive
Dual Transistorized Magneto Ignition Integrated AC Generator
Electric Starter Mechanical Fuel Pump
Push Rods
The engine is rated at 80 horsepower at 3200 RPM. Cylinders are numbered 1) right forward, 2)
left forward, 3) right aft and 4) left aft. Each cylinder has a cylinder head temperature probe
located under one of the two spark plugs in each cylinder. There are four exhaust gas
temperature probes located in each exhaust pipes. The two transistorized m agnetos are timed
to fire at 25 degrees BTC. The timing is not adjustable.
The engine mount is of steel tube construction. Cooling air flows through the RAMAIR cylinder
shrouds, over the cylinders and downward. Cooling air also flows through the converging space
between the engine sump and oil cooler mounted below the sump.
Induction air is drawn through a hole in the lower cowling ahead of the left front cylinder through
a combined alternate air box and air filter housing which is mounted on the firewall and into the
carburetor. The alternate air may be manually selected by a push-pull control located in front of
the instrument panel ahead of the pilot seat. Heated air enters the alternate air inlet from a
shroud mounted behind the muffler.
7
Displacement 2210cc
Bore 97.5mm
Stroke 74mm
Compression Ratio 8.3
Rotation of Prop Shaft Clockwise - Pilot's View – Tractor
Ramp Weight
60kg (132lb) inc. Exhaust, Carburetor, Starter Motor, Alternator
& Ignition System & Accessory pack.
Ignition Timing fixed @ 25° BTDC
Firing Order 1-3-2-4
DC Output 10amps - Single Phase
Power Rating 60kw (80hp) @ 3300rpm
Fuel Consumption
Cruse power 0.46 lbs per horsepower hour (274 grams/Kwhour at cruse power.)
Fuel AVGAS 100/130LL
Oil AeroShell W100 or 15W50 or equivalent aircraft grade oil
Oil Capacity 2.3l (2.2 Quarts)
Oil filter Ryco Z386 or FRAM PH4967
Spark Plugs NGK D9EA – Automotive
CHT
Cruise 150°C / 300°F
Climb 175°C / 350° F
EGT
Max (Climb) 750° C
Normal (Cruise) 700 ° C
Oil Temp
Max 118°C / 244° F
Continuous 100° C / 212° F
Oil Pressure 220 – 525 KPa / 31 – 76 PSI
Max RPM 3300
Idle RPM 900
8
CARBURETOR
The Bing pressure compensating carburetor is mounted at the rear of the engine. There is no
mixture control and the carburetor automatically adjusts for altitude.
PROPELLER
The propeller is a 58 x 42” Jabiru fixed pitch wooden unit.
FUEL SYSTEM
The fuel system consists of a single wing tank located in the right hand wing with a vented fuel
cap (and forward facing vent tube) running through a filter into a small header tank located
behind the passenger seat. There is a quick drain valve at the bottom of the wing tank. Fuel is
fed into the header tank through an inlet at its top. The header tank has a vent line with spring
operated valve. This vent valve is depressed when the header tank is filled, and on a periodic
basis to purge air from the header. There is a spring mounted fuel drain at the bottom of the
header, exiting under the right side bottom of the fuselage. The fuel outlet is located several
inches above the bottom of the header tank in order to trap water and debris. Fuel passes
through a second filter under the seat and through an on-off valve mounted adjacent to the
throttle control. From this valve, it passes through a fuel flow transducer and into the engine
driven fuel pump. The fuel line then diverts into a main line into the carburetor and secondary
line, which attaches to a fuel pressure transducer. In the case of a mechanical fuel pump
failure, the system is will continue to feed due to gravity
The capacity of the fuel tank is 18 Gallons. At the inboard rib of the right wing is a clear
fiberglass panel that displays the quantity of fuel remaining.
ELECTRICAL SYSTEM
A 12 volt, direct current system, supplies electrical power. The system includes a 12 volt 10
ampere alternator, regulator and 17 ampere hour battery to produce electrical power. The
battery is located immediately behind the firewall.
The Rocky Mountains Engine Monitor indicates system voltage and amperage. A positive
ammeter reading and a voltage between 13 and 14.5 volts indicate charging.
There is a single Master Switch located on the left half of the instrument panel, which
energizes the master solenoid to provide power to the main bus and circuit breakers. There
are five switches and six circuit breakers for lights, instruments and avionics. These switches
control the aircraft [spare]; Transponder/Encoder/GPS; Radio; Strobe Light; [Position Lights].
Each circuit is protected by a circuit breaker. The sixth circuit breaker protects the Hobbs
meter. The circuit breakers automatically break the electrical circuit if an overload should
occur. To reset the circuit breaker simply push in the reset button. It may be necessary to
allow approximately two minutes for cooling before resetting a circuit breaker. Corrective
action should be taken in the event of continual circuit breaker popping or a circuit breaker that
will not stay reset.
The magneto switches are located to the left of the master switch. The engine starter solenoid
is located at the front of the firewall on the passenger side and is activated by a momentary
push button switch.
PITOT and STATIC SYSTEM
Static air is provided from within the aircraft cabin. As such, it is sensitive to the effect of
opening cabin cooling vents. Pitot pressure is supplied by the unheated pitot tube located
under the left wing. Pitot pressure is provided to the airspeed indicator and static pressure is
provided to the airspeed indicator, vertical speed indicator and encoding altimeter.
AVIONICS
An Icom A-22 is located centrally at the top front of the cabin and provided with power from
the aircrafts electrical system. A spare battery should be carried to enable handheld
operation. The radio has 720 communication channels (118.000 to 135.975) and a power
output of ?? watts. The unit plugs into a Pilot intercom located centrally at the top rear of the
cabin. The radio provides a basic CDI Navigation function with has ???? channels (108.00 to
117.95).
Up to 20 frequencies can be stored and the emergency frequency 121.?? can be obtained
with a single button push. Frequencies are selected either directly using the front push button
panel or by dialing the appropriate frequency using the knob located on the right top the unit.
Memories can be scrolled and selected using the same controls. Volume and on/off is
controlled using the knob located on the left top of the unit. A squelch knob is co-located with
the volume control.
A 9 volt battery powers the intercom. It contains an on-off-volume knob and a squelch knob.
Two headphone and mic jacks are available and a push to talk cable jack is also available.
The associated push to talk buttons is on each pilot’s control stick.
ENGINE MONITOR
The aircraft contains a Rocky Mountains Engine Monitor that displays a wide range of engine
and other aircraft parameters. These include:
• CHT and EGT (cylinders 1-4 selected
via rotary switch on the panel)
• Clock – GMT/LMT/Flight
Timer/Countdown Timer
• Oil Temperature • Oil Pressure
• Fuel Pressure • Engine RPM
• Outside Air Temperature (displayed in
the MAP portion of the display)
• Fuel consumption
• Fuel available
The operating controls are of two types, rotary switches and pushbutton switches. The power
switch and the clock mode selector are rotary switches. The white pushbuttons are
momentary switches that have to be held in to accomplish their function. The two yellow
9
pushbuttons are push-push switches that alternately lock in when pushed and then release
when pushed again.
POWER (ROTARY) SWITCH
When the power switch is positioned at ON the unit is powered by the master bus. The
monitor has a provision for an external gel-cell battery (which is not installed). The BAT
position of the power switch is provided to power the unit be external battery, however, since
no external battery is provided this position makes the unit inoperative.
CLOCK MODE (ROTARY) SWITCH
The clock mode switch selects which time related function is displayed in the clock portion of
the display. The function selected can be changed using the setting pushbuttons as explained
in the following sections.
GMT - When the clock mode switch is positioned to GMT, the clock portion of the display
shows Greenwich Mean Time. The display is in a 24 hour mode and will roll over from 23
hours 59.9 minutes back to 0000.0. The smallest time division is one tenth of a minute, or six
seconds. When the clock mode switch is in this position the [10] pushbutton will advance the
hours and the [1] pushbutton will advance the m inutes. If the [10] pushbutton is held down, the
hours will continue to advance at a rate of one count per 1/2 second to the limit of 23 hours
and then roll over to zero. If the [1] pushbutton is held down, the minutes will continue to
advance at a rate of one count per ½ second to the limit of 59 minutes and then roll over to
zero (does not increment hours). The tenths of minutes is reset to zero every time a one is
added to the minutes. To accurately set the tenths, adjust the minutes using the [1]
pushbutton until the minutes equal the reference clock minutes, then when the reference clock
rolls over to the next minute, add a minute to the MONITOR. Adding the last minute will also
reset the tenths to zero, which now matches the reference clock. No other pushbutton or
pushbutton combination is effective in this mode. If the installation has provided for a direct
connection to the aircraft battery for the internal clock, proper time will always be available.
LMT - W hen the clock mode switch is positioned to LMT, the clock portion of the display
indicates Local Mean Time. The display is in a 24-hour mode and will roll over from 23 hours
59.9 minutes back to 0000.0. The smallest time division is one tenth of a minute, or six
seconds. The computer only maintains one time... GMT. To display LMT the computer
subtracts an hourly difference from GMT. When the clock mode switch is in this position, the
[10] pushbutton changes this hourly difference. If the [10] pushbutton is held down, the hours
will decrease at the rate of one count per 1/2 second until zero is reached and then roll under
to 23 hours. No other pushbutton or pushbutton combination is effective in this mode. The
hourly difference is stored in the nonvolatile memory of the unit.
TIMER - When the clock mode switch is positioned to TIMER, the clock portion of the display
shows the value of the countdown timer. The display shows only minutes in the range of zero
to 59.9. The smallest time division is one tenth of a m inute, or six seconds.
Pressing [RST] stops the timer if it was running and resets it to 0.0.
Pressing [PRE] stops the timer and sets it to the preload value of 60 mins
Pressing [ 10] will add ten minutes to the value shown.
Pressing [ l ] will add one minute to the value shown.
Pressing [. l] will add 1/10 minute (6 seconds) to the value shown.
Holding down the [ 10], [ l ], or [. l ] buttons will add it's respective value once every 1/2
second. Generally, it is usually best to reset the timer to zero by pressing [RST] and then
setting the desired count down time with the [10], [1], and [0.1] pushbuttons.
Pressing the [START] combination starts the timer counting down. The timer won't change
value for six seconds, so the audio emits a short beep to acknowledge that the computer
received the start signal. When the timer reaches 0.0 the alarm will sound and the clock
portion of the display will blink to indicate time-out. Then the timer will count up. Pressing the
[SIL/V0LT] pushbutton will silence the alarm and stop the display from blinking but the timer
will continue to run. Thereafter, every time the timer passes through zero (every hour) the
alarm will sound, until the timer is stopped. When the timer reaches 0.0 the alarm will sound
and the clock portion of the display will blink regardless where the clock mode switch is
positioned.
The timer is intended primarily as an approach timer and a fuel tank change reminder. It can
be used as an elapsed time clock (keeping in mind the 59.9 minute maximum and the alarm
when the timer goes through 0.0). Set the start time to 0.0 using the [RST] pushbuttons and
then start the timer. There is no provision for stopping the timer other than resetting back to
0.0, however. The timer value is stored in the nonvolatile memory on shutdown. However the
computer flags that indicate that the timer is running and whether up or down are not stored.
When the unit is turned back on, the timer value at tum-off is restored but the timer will be
stopped. So if your using the timer for fuel tank changes and want to maintain the timing cycle
after stopping for lunch, you merely switch the clock mode switch to TIMER and START the
timer at takeoff.
FLG TIM SETTING - When the clock mode switch is positioned to FLG TIM, the clock portion
of the display shows flight time. The display is in hours and 1/10's of hours and ranges from
0.0 to 25.5 hours. Pressing [RST] will reset the flight time readout to zero. The flight time clock
only runs when there is oil pressure, which means the engine is running.
TACH/FUEL SETTING - W hen the clock mode switch is positioned at TACH/FUEL, the clock
portion of the display shows tachometer hours. The display is in hours and 1/10's of hours and
ranges from 0.0 to 6553.5 hours. The tachtime recorded is the same tim e based on RPM as
shown on standard tachometers. No other pushbutton or pushbutton combination is effective
in this mode.
When the clock mode switch is positioned at TACH/FUEL, the setting buttons are used to
change the fuel quantity remaining since the tachometer hours are not changeable during
normal operation The fuel remaining is displayed in the GAL section of the display when the
[GPH] pushbutton is 'out'.
Pressing [RST] resets the fuel quantity to zero.
10
Pressing [PRE] sets the fuel quantity to the preload value which is set at 18 Gallons.
Pressing [10], [1] or [.1] will add that respective value of gallons to the value shown.
Holding down the [10], [l], or [. l] buttons will add it's value once every 1/2 second.
CAUTION: Pressing [10], [1] or [0.1] buttons while the clock mode switch is in the TACH/FUEL
position will add to the value of the fuel quantity remaining even though the FUEL MODE
switch is “in” and the fuel readout on the display is showing GPH. Always check the position
of the clock mode switch before pressing any setting pushbuttons.
When the fuel quantity reaches the alarm value (3 GALLONS), the alarm will sound and the
fuel portion of the display will blink to indicate low fuel (even if GPH is selected). The fuel
portion of the display will blink even if the FUEL MODE switch is set to display GPH instead of
fuel remaining. Pressing the [AUDIO SIL/VOLT] pushbutton will silence the audio. The display
will continue to blink and will continue to indicate the correct fuel remaining.
Before engine start, the fuel quantity actually aboard the aircraft should be entered into the
MONITOR. There are three different ways to enter the fuel amount. 1) If the actual amount of
fuel in the aircraft is known by measurement or calculation, the fuel quantity remaining can be
[RST] to zero and then changed to actual with the SETTING PUSHBUTTONS. 2) If the aircraft
is partially refueled and the current quantity of fuel remaining is accurate, the amount
delivered to the aircraft can be added to the current fuel quantity remaining. 3) If the tanks are
topped off and the preload value is equal to the aircraft capacity, [PRE] can be pressed to
change the fuel quantity remaining to indicate full tanks.
DISPLAYING ADDITIONAL FUNCTIONS
Pressing the [AUDIO SIL/VOLT] pushbutton displays the additional functions of VOLTAGE
and ENDURANCE in place of other normal functions while the pushbutton is held in. When
the pushbutton is released, the display will return to normal. The usual purpose of this
pushbutton is to silence the audio alarm, but it also doubles for the following features:
Voltmeter - When the [SIL/VOLT] pushbutton is held in the GAL portion of the display
changes to a readout of the system voltage with a resolution of 1/10 of a volt.
Endurance - When the [SIL/VOLT] pushbutton is held in, the clock portion of the display
indicates the time to fuel exhaustion in hours and 1/10's. The endurance is calculated
using the amount of fuel remaining and the fuel flow in gallons per hour - both of which
can be displayed in the GAL portion of the display.
AUDIO (PUSHBUTTON) SWITCH
The MONITOR has both an audio and visual alarm indication for functions that are out of
limits. The function that is out of limits will blink on the display, and an audio alarm will pulse.
The audio alarm is a 90db+ unit mounted in the cockpit. The MONITOR also has a 600 ohm
audio output for input to a headset or avionics mixer, however this output is not connected.
The visual blinking will continue as long as the function is out of limits. The audio may be
silenced by momentarily pressing the [AUDIO SIL/VOLT] button. Any further alarm conditions
will again sound the audio. The [AUDIO OFF] pushbutton also disables the audio but has the
feature of locking in. This pushbutton may be locked in before turning on the MONITOR and
starting the engine because of the certainty of alarms before and during engine start. To
reduce the possibility of an intermittent alarm, the unit will not activate the alarm for most
functions unless the function has been continuously out of limits for 5 seconds.
FUEL MODE (PUSHBUTTON) SWITCH
The [GPH] pushbutton controls whether the fuel portion of the display shows GPH or fuel
remaining. In the 'in' position the display will show gallons per hour, in the 'out' position the
display will show fuel quantity remaining.
THE SETTING PUSHBUTTONS
The three setting pushbuttons change the current value of whatever mode is selected by the
rotary CLOCK MODE switch. The pushbuttons are used singly or in various combinations to
perform certain changes. The three pushbuttons are the ten [10], one [1], and tenth [0.1]
buttons. The action performed by each depends on the mode selected and will be described in
the instructions for each of the modes. The reset command [RST] can be activated by pushing
both the [10] and [1] pushbuttons at the same time. The preload command [PRE] can be
activated in the same manner by pushing the [1] and [0.1] buttons at the same time. The start
command [START] is activated by pressing the [10] and [0.1] buttons at the same time.
ALARM and PRESET SETTINGS
The following alarm settings have been applied –
CHT 175 C
EGT 750 C
Oil Temp ?? C
Oil Pressure ??
RPM overspeed ??
Fuel Low ??
The following preset levels have been applies –
Timer 60 mins
Fuel 18 GALS
11
TRANSPONDER
The aircraft is equipped with a Microair Avionics T2000SFL transponder. Operation of the
transponder is outlined below
CONTROLS -
1 ON Key
2 MODE Key
3 ENTER Key
4 IDENT Key
5 TOGGLE Key
6 CODE SELECT Knob
7 SELECTMODE Knob
8 VFR Key
TRANSPONDER OPERATION
The tranpsonder can be operated in the following modes:
ON Mode A where only the active code is sent
ALT Mode C where both the active code and altitude is sent
If requested by ATC the user can squawk ident (ID Key). The display can present the active
and standby codes. The standby code can be changed at any time and then toggled to
become the active code. The T2000 can replace the standby code in the display with the
encoder altitude or supply voltage. The SFL is a dual line display of 8 characters each, with
the active code on the top line, and the standby code on the bottom. The display is LCD, with
preset backlighting.
When the altitude is displayed, the standby code is saved into memory. To display the
standby code again, press the toggle key once to make it appear on the bottom line. Press the
toggle key again to exchange the active and standby codes. After 10 seconds of inactivity, the
lower line will revert to displaying the altitude. Pressure Altitude (PA) is the Encoder altitude.
The encoder's barometric adjustment is preset to 1013 millibars (29.92HG). If the Encoder is
not powered or not fitted, the message NO ALT will appear on the display. It is possible to
input the QNH/Baro (barometric pressure) given by ATC, into the T2000 to adjust the
displayed pressure altitude. This feature will allow the user to adjust the displayed altitude to
read the same as the aircraft's altimeter. The T2000 will transmit the encoder altitude
(pressure altitude) only, in accordance with normal mode C operation. The adjusted QNH/Baro
altitude is never transmitted.
ON KEY
TURNING ON The T2000 is turned on by pressing the ON key. The T2000 will go through a
start up routine displaying self-test messages, and ending with the operational display.
BACKLIGHTING The T2000SFL has an LCD display which is backlit. The backlighting has a
low and a high brightness level to enhance the display in low light conditions. When the T2000
is first turned on there is no backlighting. Pressing the ON key multiple times cycles through
the low level backlighting to high level backlighting to no backlighting
TURNING OFF The T2000 is turned off by holding down the ON Key. The word SHUT DOW N
is displayed and the T2000 counts down from 3, then turns off. If the ON Key is lifted before
the count is finished, the T2000 returns to the operational screen.
MODE KEY
The MODE key can be used to access two separate menus:
If the transponder is turned OFF, by holding down the MODE key, and pressing the
ON key the T2000 will start in PROGRAM MODE. The MODE key m ust be held
down, until the start-up self-test messages have been displayed.
If the transponder is ON and in normal operation, press the MODE key to access
the MODE MENU The first item of the MODE MENU is displayed. Step through the
MODE MENU by pressing the MODE key after the last menu item the T2000 returns
to the operational display currently in use.
The MODE MENU is designed to allow the operator fast easy access to functions and
parameters which may need to be adjusted in flight. Use MODE KEY to step though options.
Use the TOGGLE KEY to return to the operational display at any time.
QNH or Baro The altitude encoder outputs a pressure altitude fixed at an above
mean sea level (AMSL) pressure of 1013mb or 29.92 HG. QNH/Baro
can be entered to allow the T2000 to compensate the displayed altitude
for surface pressure and hence read the same as the aircrafts
altimeter. If the QNH/Baro, is set to a discrete value (normally provided
by ATC) the encoder pressure altitude displayed will be adjusted for
that QNH/Baro value. The barometric units are set in the BARO option
of the PROGRAM MODE. When MB is selected the QNH screen is
displayed, and when HG is selected the BARO screen is displayed.
Press MODE key (once) to select QNH/Baro option
Rotate CODE SELECT knob and scroll lower line to desired
pressure. Press knob to move one place to left
Press ENTER key to set default value (1013mb or 29.92HG)
Assigned
(Altitude)
The user can input an assigned altitude given by ATC. W hen used with
the altitude buffer value, an audio alert and display indicator advises
when the aircraft has climbed or descended from the assigned altitude.
When the Altitude option of the mode menu is set to Feet or Flight
Level, the Assigned altitude is adjusted in feet. W hen the Altitude
option of the mode menu is set to Metres, the Assigned altitude is
adjusted in Metres.
Press MODE key (2 times) to select Assigned option
Press CODE SELECT knob to increment in units of 500 feet/100m
Rotate CODE SELECT knob to increment in units of 100 feet/10m
Press the ENTER key to return ASSIGNED ALTITUDE to 0
Press the TOGGLE key to save and return to operational display.
12
Buffer Altitude The user can input a buffer altitude, above and below the assigned
altitude, to define a height band in which to fly. When the aircraft
exceeds the upper or lower limit, an indicator alert message will be
displayed. The alert message advises the pilot of how far, above or
below the assigned altitude the aircraft is. If the Alert Tone function is
ON, an audio tone is heard as well. If the ALTITUDE option in the
PROGRAM MODE is set to FEET or FL, the Buffer Alt increments are
in feet. If ALTITUDE is set to METRES, the Buffer Alt increments are in
metres.
Press MODE key (3 times) to select Buffer Alt option
Press CODE SELECT knob tn increment in units of 500 feet/100m
Rotate CODE SELECT knob to increment in units of 100 feet/10m
Press ENTER key to return display to current operational display
For example, with the Assigned altitude set at 3500 feet, and the Buffer
All set at 200 feet, the display alerts will occur over 3700 feet and under
3300 feet. If the aircraft climbs or descends outside the altitude buffer
limits, a Hi / Lo warning is displayed on the lower line.
Altitude The altitude data can be displayed as feet, flight level, or metres. Once
the Altitude units are set, all altitude data is displayed in these units.
The options are: F = FEET FL=FLIGHT LEVEL M = METRES
The only exception is when the Altitude is set to FL, the Buffer Alt is still
displayed and set in FEET.
Press MODE key (4 times) to select Altitude option
Rotate CODE SELECT knob and scroll to select desired units.
Voltage The VOLTAGE function will display the aircraft’s supply voltage, and
rotating the CODE SELECT knob, display the over/under voltage alerts.
Press MODE key (5 times) to select VOLTAGE option
Rotate CODE SELECT knob aircraft volt is displayed
Rotate CODE SELECT knob to display high set point
Rotate CODE SELECT knob to display low set point
Rotate CODE SELECT knob to display receive signal strength
Rotate CODE SELECT knob to return display to input voltage
When the transponder is operating in normal display operation mode, the
over and under input voltage alert message is displayed on the lower line.
Alert Tone The Alert Tone function is used by the T2000's altitude alert function.
When set ON, the Alert can be heard from either the cabin speaker, or
through the headphones, when amplified through an audio panel.
Press MODE key (6 times) to select Alert Tone option
Rotate CODE SELECT knob scroll lower line to select ON or OFF.
The default is ON
ENTER KEY
The ENTER key is a confirmation key used to confirm information the user has input. After
pressing the ENTER key, the display will typically give the message SAVED for a short period.
TOGGLE KEY
This key acts as a TOGGLE switch, exchanging the active and standby codes. When the
transponder is operating in DISPLAY ALT the bottom line displays the Encoder altitude
instead of the standby code. To toggle the active and standby codes in this mode, push the
TOGGLE key once to display the standby code on the bottom line. The standby code is
displayed for 10 seconds. Push the TOGGLE key again to exchange the active and standby
codes. Once the codes have been exchanged, the display will revert back after 10 seconds to
displaying altitude on the bottom line.
VFR – HOT KEY
THE VFR key will default the standby code (1200) .immediately to the stored VFR code. To
transfer the VFR code to the active position, press the TOGGLE key. If no code is entered,
after 10 seconds idle the standby position will revert back to the original VFR code.
ID KEY
The ID key (IDENT) sends additional code information to the transmission for ATC.
SELECTMODE KNOB
The SELECTMODE knob switches the transponder between the 4 operating modes
STANDBY In standby the transponder is powered up, but will not transmit. On the
active display line the letter S appears on the left hand side.
ON Will reply to Mode A and C interrogations, but with no mode C encoder
information. On the active display line the letter A appears on the left
hand side.
ALT Will reply to Mode A and C interrogations, with the mode C encoder
information. On the active display line the letter C appears on the left
hand side.
ALT DISPLAY The standby code is replaced with the encoder altitude. If the pressure
has been set via the QNH/Baro option of MODE MENU, the displayed
altitude will be adjusted for barometric air pressure. Altitude will be
displayed in units set in ALTITUDE option of MODE MENU. The
DISPLAYALT only displays altitude if a valid encoder input is received. On
the active display line the letter C appears on the left hand side.
CODE SELECT Knob
The CODE SELECT knob can be rotated clockwise to scroll upwards, and counter-clockwise
to scroll downwards. Each digit of the code is adjusted separately. The adjust function starts
with the left hand digit, and is moved across to the next digit by pushing the CODE SELECT
knob inwards. After 10 seconds of inactivity the cursor will revert to the left hand digit.
13
8. FORMS
OIL CONSUMPTION LOG - N97HD
DATE HOBBS QTS. ADDED
SQUAWK and OPEN ITEMS LIST - N97HD
DATE HOBBS ITEM
CLEARED
14
9. CENTIGRADE TO FAHRENHEIT CONVERSION
°C to °F °F to °C
(°C x 9/5)+32 = °F (°F-32)/(9/5) = °C
°C °F
-40 -40
-30 -22
-20 - 4
-10 14
0=32 100=212 200=392 300=572 400=752 600=1112 800=1472
10=50 110=230 210=410 310=590 420=788 620=1148 820=1508
20=68 120=248 220=428 320=608 440=824 640=1184 840=1544
30=86 130=266 230=446 330=626 460=860 660=1220 860=1580
40=104 140=284 240=464 340=644 480=896 680=1256 880=1616
50=122 150=302 250=482 350=662 500=932 700=1292 900=1652
60=140 160=320 260=500 360=680 520=968 720=1328 920=1688
70=158 170=338 270=518 370=698 540=1004 740=1364 940=1724
80=176 180=356 280=536 380=716 560=1040 760=1400 960=1760
90=194 190=374 290=554 390=734 580=1076 780=1436 980=1832
15
10. WEIGHT AND BALANCE
Avid Aircraft MK IV Weight and Balance Calculations
Gross Weight
1050 Lbs.
CG Limits Forward-
11.19
Aft-
16.5
EMPTY WEIGHT Weight
Arm Moment
CG
Left Wheel
203 20.50
4161.50
Right Wheel
210 20.50
4305.00
Nose Wheel
161 -19.00
-3059.00
Ballast
2 113
226.00
576
5633.50
9.78
Most Forward CG Weight
Arm Moment
CG
Aircraft
576 9.78
5633.50
Pilot
170 16.00
2720.00
Fuel
0.5
3
15.00
45.00
749
8398.50
11.21
Most Aft CG
Weight
Arm Moment
CG
Aircraft
576 9.78
5633.50
Pilot
170 16.00
2720.00
Passenger
170 16.00
2720.00
Fuel 17.5 Gal
17.5
105 15.00
1575.00
Baggage
30 57.00
1710.00
1051
14358.50
13.66
Real Life CG Calculations
Weight
Arm Moment
CG
Aircraft
576 9.78
5633.50
Pilot
170 16.00
2720.00
Passenger
16.00
0.00
Fuel:
9
54
15.00
810.00
Baggage
57.00
0.00
800
9163.50
11.45
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