Breezer Microlight M400 Pilot Operating Handbook

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Page 1

Microlight M400

Pilot Operating Handbook

Issue 1

This Manual belongs to aircraft reg : ________________________

Breezer Type : Breezer M400____________

Serial No. : ________________________

Owner/operator : ________________________

Date : ________________________

Manufacturer: Ascent Industries Ltd. (Trading name Breezer Aviation

used throught this manual)

This handbook should be kept with the aircraft.

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Breezer M400 UK-22 Pilot Operating Handbook iss 1

Type

Production

Serial Number:

Destination and year of production (if known)

Fuselage

Breezer Nose Wheel

BREEZER AVIATION

Ascent Industries

Luke’s Field

Kent

Engine

ROTAX 912 ULS

BOMBARDIER

-ROTAX GMBH

AUSTRIA

PROPELLER

DUC Swirl

1730 mm (100hp)

Or Woodcomp

Propuls AE174

DUC Helices,

France

Woodcomp

B l a d e

S/N’s 1 .

2 .

3 .

Parachute Safety system

BRS 6 1050

BRS

S/N

Manufacturer

Ascent Industries Ltd T/A BREEZER AVIATION The Hangar Wanshurstgreen Farm, Battle lane, Marden, Kent, TN12 9DF

Breezer Aviation is a trading name of Ascent industries Ltd. Company registration nr 7731403

The Breezer aircraft design has been assessed by the BMAA on behalf of the CAA against BCAR Section S (supplemented with appropriate requirements from CS-VLA). The aircraft is a Type Approved Microlight under the ultimate supervision of the CAA.

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Breezer M400 UK-22 Pilot Operating Handbook iss 1

No.

Description

Page

Date

Signature

Initial Issue

All

9th January 2018

Amendment status

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Breezer M400 UK-22 Pilot Operating Handbook iss 1

Contents

Manufacturer ................................................................................................................................................ 2

1 General ..................................................................................................................................................... 6

1.1 Introduction ................................................................ ..................................................................... 6

I.2 Certification basis ................................................................................................................................ 7

I.3 Notes / Warnings ................................................................................................................................. 7

I.4 Description /Technical data .................................................................................................................. 7

3 - view Breezer M400 UK ............................................................................................................................... 9

II Limitations .......................................................................................................................................... 9

II.1 Introduction ................................................................ ..................................................................... 9

II.2 Airspeed limitations ....................................................................................................................... 11

II.2.1 Airspeed calibration: ...................................................................................................................... 11

II.3 Airspeed indicator markings........................................................................................................... 11

II.4 Power plant........................................................................................................................................ 12

II.4.1 Engine ................................ ................................................................................................ ........... 12

Operating weights and loading (occupants, baggage, fuel, ballast) ............................................................... 13

II.4.2 Lubrication / Coolant ..................................................................................................................... 14

Coolant: ..................................................................................................................................................... 14

Designation BASF Glysantine G48 or similar ..................................................................................... 14

II.4.3 Propeller ................................................................................................................................ ............ 14

II.5 Weight / Centre of gravity .................................................................................................................. 14

I.6 Manoeuvre limits ............................................................................................................................... 14

II.7 Fuel limitations .............................................................................................................................. 15

III Emergency Procedures ....................................................................................................................... 15

III.1 Introduction ................................................................................................................................... 15

III.2 Engine failure ................................................................................................................................ 15

III.2.1 – On the ground ............................................................................................................................... 15

III.2.2 – Short after Take off ................................................................ ....................................................... 15

III.2.3 – in flight ......................................................................................................................................... 15

III.3 Fire................................................................................................................................................ 15

III.4 Glide ............................................................................................................................................. 16

III.5 Forced landings ............................................................................................................................. 16

III.6 Stalls / Spins .................................................................................................................................. 17

III.7 Other emergencies ......................................................................................................................... 17

III.8 Recovery system ............................................................................................................................ 18

IV Normal procedures ............................................................................................................................. 18

IV.1 Introduction ................................................................ ................................................................... 18

IV.2 Pre-flight inspection ....................................................................................................................... 18

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Walk-around inspection .............................................................................................................................. 18

IV.3 Normal procedures......................................................................................................................... 20

IV.4 Check list ...................................................................................................................................... 23

V Performance ........................................................................................................................................... 23

V.1 Introduction ................................................................................................................................... 23

V.2 Airspeeds ...................................................................................................................................... 23

V.2.1 Load limits .................................................................................................................................... 23

V.2.2 Take-off and landing distances ....................................................................................................... 23

V.2.3 Rate of climb ................................................................................................................................. 23

V.3 Wind speeds and service ceiling ..................................................................................................... 23

V.4 Range ............................................................................................................................................ 24

V.5 Noise emission measurements ........................................................................................................ 24

VI Weight and Balance ........................................................................................................................... 24

VI.1 Introduction ................................................................ ................................................................... 24

VI.2 Weighing (completed at first factory build) .................................................................................... 24

VI.3 Weighing report example ............................................................................................................. 27

VII Aircraft and systems description ......................................................................................................... 27

VII.1 Structure ........................................................................................................................................ 27

VII.2 Flight controls ............................................................................................................................... 27

VII.3 Instrument panel example .............................................................................................................. 28

VII.4 Landing gear.................................................................................................................................. 28

VII.4.1 Brake system ............................................................................................................................. 28

VII.4.2 Adjustable rudder pedals ............................................................................................................ 28

3.6 Adjustable rudder pedals for the pilot can be ordered as an option................................................... 28

VII.5 Seats and safety harnesses .............................................................................................................. 29

VII.6 Baggage compartment ................................................................................................................... 29

VII.7 Canopy .......................................................................................................................................... 29

VII.8 Engine ........................................................................................................................................... 29

VII.9 Fuel system ................................................................................................................................... 30

VII.10 Electrical system ....................................................................................................................... 31

VII.11 Pilot-static system...................................................................................................................... 31

VII.12 Avionics .................................................................................................................................... 31

VII.13 Placards ......................................................................................................................................... 31

Warning placard - flight manoeuvres: On the instrument panel .................................................................... 32

VIII Handling, service and maintenance..................................................................................................... 34

VIII.1 Introduction ............................................................................................................................... 34

VIII.2 Maintenance intervals ................................................................................................................ 34

VIII.2.1 Changes / Repairs .......................................................................................................................... 34

VIII.3 Ground handling ........................................................................................................................ 34

VIII.4 Cleaning and care ...................................................................................................................... 34

VIII.5 Special operating conditions ...................................................................................................... 34

IX Equipment ......................................................................................................................................... 34

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IX.2 Recovery system ............................................................................................................................ 35

IX.3 Optional equipment ....................................................................................................................... 35

X Appendix ................................................................................................................................................ 36

X.1 Check list ...................................................................................................................................... 36

X.2 Control surface deflections and weights ......................................................................................... 37

X.3 Electrical circuit plan example. ...................................................................................................... 38

Each Breezer will be delivered with its own circuit diagram to cater for any minor differences .................... 38

X.4 Recovery system installation .......................................................................................................... 39

1 General

Read this Handbook carefully before your first flight!

1.1 Introduction

This handbook contains the information required by airworthiness requirements to be furnished to the pilot and supplemental data supplied by the manufacturer. It has been compiled to supply pilots and instructors with all the necessary information to ensure the safe operation of this microlight aeroplane.

The handbook is based on the current standard-equipped version of the Breezer. Supplemental equipment is usually not dealt with. Information on such optional equipment is provided by the operating instructions issued by Breezer Aviation.

It is the responsibility of the operator of the aircraft to read the handbooks and operating instructions and to familiarise him/herself with the aircraft, its engine and equipment, in particular with the special characteristics of the Breezer M400. A record of all amendments is to be found in the front of this manual.

To operate the aircraft the pilot must hold a suitable valid pilots license and ensure he/she has appropriate familiarization on type. The aircraft is not to be flown unless it is registered, carries registration markings in accordance with the requirements of the UK CAA, and has a Permit to Fly. The aircraft is to be flown under daytime VFR. Flight into conditions other than VFR is extremely dangerous and can result in serious injury or death.

It is recommended that the pilot understands flying the Breezer as it possesses characteristics that are unique to microlight aircraft. These characteristics include low inertia, susceptibility to turbulence and wind gradient and special engine considerations.

The safety of all occupants, the aircraft and persons on the ground are the sole responsibility of the the Pilot in command. Do not operate this aircraft in a manner that would endanger the occupants, the aircraft or persons on the ground.

The engine of this aircraft is not certified, and could fail at any time. For this reason it is recommended NEVER fly over congested areas or other areas on to which a safe landing cannot be made in the event of an engine failure. On cross country flights, ALWAYS keep an emergency landing field in sight.

Changes to the control system, structure, wings, engine or any other part of the aircraft are prohibited unless approved by Breezer Aviation or the BMAA. Any unautherised changes would invalidate any permit to fly and as such would result in an insurance becoming null and void.

Any operating difficulties and equipment failures should be reported to Breezer Aviation.

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I.2 Certification basis

This aircraft is a Type Approved Microlight and was manufactured in accordance with BCAR Section S airworthiness standards approved by the UK CAA.

I.3 Notes / Warnings

Notes and sections which are of particular importance to operation and flight safety are highlighted as follows:

Note

Draws attention to information which is not directly related to the safe operation of the microlight aircraft but which is important and to which attention should be paid.

Caution

Draws attention to methods, procedures or limits which must be followed to avoid short-term or longterm degradation of flight safety.

Warning

Draws attention to methods, procedures or limits which must be followed precisely to avoid immediate or massive degradation of flight safety.

Note

Always prepare a cross-country flight with due diligence. Use all available sources of information, e.g. NOTAMS, aviation authority bulletins, safety requirements. Even on short flights you should always call up the current weather reports, notams and forecasts.

Caution

 For fire safety reasons, smoking is prohibited on board.  Avoid flights in heavy turbulence or thermal winds. Should you be unable to avoid such areas,

reduce speed to Vno to avoid damage to the aircraft structure.

 Keep well away from storm fronts. Make a precautionary landing if necessary.

I.4 Description /Technical data

The Breezer is a two-seat microlight aircraft with a conventional aluminium stressed skin structure. It is a monoplane with a cruciform empennage arrangement, two side-by-side seats, tricycle landing gear and flaps. The Breezer is powered by a geared Rotax 912 carburetted engine

Fuselage:

Length 6.73 m Height 2.14 m Cockpit width 1.16 m

Wing:

Span 8.05 m Wing depth 1.36 m Wing area 10.95 m² Wing aspect ratio 5.9 Wing profile type NACA 4414 mod.

Aileron:

Aileron area 0.93 m

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Flaps:

Area 1.14 m

Positions 0°/ 15° ±1,5°/ 25°±1,5° / 43° ±1,5°

Horizontal stabilizer:

Span 2.82 m Stabilizer Area 2.40 m2 Elevator area 0.43 m² Max. elevator deflection + 25° ±1°/ - 20° ±1°

Vertical stabilizer:

Span 1.24 m Stabilizer area 0.82 m2 Rudder area 0.46 m2 Max. rudder deflection +/- 25° ±1°

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3 - view Breezer M400 UK

II Limitations

II.1 Introduction

This chapter includes operating limitations for the safe operation of the aircraft, its engine and standard equipment. The limitations have been calculated and verified by tests.

Warning

 The structure of this microlight aircraft is designed for a load limit of +4/-2g. Greater loads can

lead to catastrophic failure.

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 Microlight aircraft are prohibited from performing aerobatic manoeuvres.  Turns with a banking angle of more than 60° are not allowed.  The never-exceed speed (VNE) must never be exceeded  Full control movements may be made up to the manoeuvring speed (VA). Above this speed,

no full or abrupt control movements should be made.

 The maximum structural cruising speed (VNO) must not be exceeded except in smooth air and

then only with caution.

 The flap limiting speed (VFE) must not be exceeded with the flaps extended.  Flight in known icing conditions is prohibited.  Flight operations should be terminated in very gusty winds or in wind speeds above 22 kts.  Providing the Breezer M400 is flown within the placarded limitations of pilot and baggage

weight, the aircraft will always be within the stated and tested CG limits.

The limitations are marked on the instruments in the cockpit. In addition, placards are mounted in the cockpit on which the operating limitations are listed. These placards must not be removed at any time.

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II.2 Airspeed limitations

Abbreviation

Term IAS

Explanation Mph

kts

VS0

Minimum speed; stall speed

Minimum speed at 472,5 kg (MTOW) and 45° flaps

Minimum speed; stall speed

Minimum speed at 472,5 kg (MTOW) and 0° flaps

VFE

Maximum flaps extended speed

Maximum speed with flaps extended

3rd stage (advisory)

Maximum speed with 3rd stage flap extended

Maneuvering speed

No full or abrupt control movement above this speed

Vno

Maximum structural cruising speed

119

103

Operations must be conducted with caution and only in smooth air

VNE

Never exceed speed

150

130

Under no circumstances VNE be exceeded; maximum control deflections 1/3.

IAS [Mph]

100

110

120

130

140

150

CAS [Mph]

107

116

124

133

141

IAS [Kts]

100

110

120

130

140

150

CAS [Kts]

101

108

116

123

Marking Indicated airspeeds

Explanation Mph

kts

White arc

30 – 78

26 – 68

Full flap operating range

Green arc

35 – 119

30 – 103

Normal operating range

Yellow arc

119 - 150

103 – 130

Operations must be conducted with caution and only in smooth air

Red line

150

130

Maximum speed for all operations (VNE)

Note The airspeeds given in the table below are indicated airspeeds (IAS).

II.2.1 Airspeed calibration:

The following table shows indicated airspeed (IAS) and the calibrated airspeed (CAS), which is corrected for installation errors.

II.3 Airspeed indicator markings

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II.4 Power plant

II.4.1 Engine

Engine manufacturer: BRP-Powertrain GmbH & Co KG

Engine model: 912 UL (59, 6 kW / 80 hp) Description: 4-stroke, 4 cylinder horizontally opposed, spark ignition engine, one

central camshaft – push-rods – OHV Liquid cooled cylinder heads Ram air cooled cylinders Dry sump forced lubrication Dual breakerless capacitor discharge ignition 2 constant depression carburetors Mechanical fuel pump Prop drive via reduction gear with integrated shock absorber Electric starter (12V 0,6 kW) Integrated AC generator with external rectifier-regulator (12V 20A DC)

Gear: 2,27 : 1 Maximum take-off rpm: 5800 rpm (max. 5 minutes) Maximum continuous rpm: 5500 rpm Idle speed: ca. 1600 rpm Take-off performance: 59,6 kW / 80 hp at 5800 rpm Max. cont. performance: 58,0 kW / 78 hp at 5500 rpm Fuel grade: Unleaded super, AVGAS 100LL Acceleration: Limit of engine operation at zero gravity & in negative “G” conditions:

Max: 5 seconds at max. -0,5 g Oil pressure: Max. 7 bar; Attention: For a short period admissible at cold start.

Min. 0,8 bar (12 psi) (below 3500 rpm) Normal: 2,0 - 5,0 bar (29 - 73 psi) (above 3500 rpm) Oil temperature: Max. 140°C (289°F)

Min. 50°C (120°F) Normal operating temperature: ca. 90-110°C (190-230°F) Engine coolant temperature: Max. 120°C (248°F) Engine start, operating temp: Max. 50°C (120°F)

Min. -25°C (-13°F) Fuel pressure: 0.15 - 0.5 bar (2.2 – 5.8 psi)

Note:

Exceeding the max. admissible fuel pressure will override the float valve of the carburetor.

Note:

The delivery pressure of an additional backing pump (e.g. electric standby pump) must not exceed 0,5 bar (4.4 psi) in order not to override the float valve.

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Engine model: 912 ULS ( 73, 5 kW / 99 hp) Description: 4-stroke, 4 cylinder horizontally opposed, spark ignition engine, one

central camshaft – push-rods – OHV Liquid cooled cylinder heads Ram air cooled cylinders Dry sump forced lubrication Dual breakerless capacitor discharge ignition 2 constant depression carburetors Mechanical fuel pump Prop drive via reduction gear with integrated shock absorber and overload clutch Electric starter (12V 0,6 kW) Integrated AC generator with external rectifier-regulator (12V 20A DC)

Gear: 2,43 : 1 Maximum take-off rpm: 5800 rpm (max. 5 minutes) Maximum continuous rpm: 5500 rpm Idle speed: ca. 1600 rpm Take-off performance: 73,5 kW / 99 hp at 5800 rpm Max. cont. performance: 69,0 kW / 93 hp at 5500 rpm Fuel grade: Unleaded super, AVGAS 100LL Acceleration: Limit of engine operation at zero gravity & in negative “G” conditions:

Max: 5 seconds at max. -0,5 g Oil pressure: Max. 7 bar; Attention: For a short period admissible at cold start.

Min. 0,8 bar (12 psi) (below 3500 rpm) Normal: 2,0 - 5,0 bar (29 - 73 psi) (above 3500 rpm) Oil temperature: Max. 140°C (289°F)

Min. 50°C (120°F) Normal operating temperature: ca. 90-110°C (190-230°F) Engine coolant temperature: Max. 120°C (248°F) Engine start, operating temp: Max. 50°C (120°F)

Min. -25°C (-13°F) Fuel pressure: 0.15 - 0.5 bar (2.2 – 5.8 psi)

Note:

Exceeding the max. admissible fuel pressure will override the float valve of the carburetor.

Note:

The delivery pressure of an additional backing pump (e.g. electric standby pump) must not exceed 0,5 bar (4.4 psi) in order not to override the float valve.

Operating weights and loading (occupants, baggage, fuel, ballast)

Max basic empty weight (for 472.5kg MAUW 100hp version) ..... 291.5 kg

Max. take-off weight ................................................................. 472.5 kg

Max. Landing weight ................................................................ 472.5 kg

Max. Fuel weight ...................................................................... 55 kg

Max. Baggage weight in baggage area ..................................... 15 kg

Number of seats ...................................................................... 2

Minimum crew weight ............................................................... 55 kg

Max crew weight per seat ......................................................... 105 kg

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II.4.2 Lubrication / Coolant

Coolant: Designation BASF Glysantine G48 or similar

Mixture –coolant / water 50/50 Coolant capacity: ~ 3 l (0,8 US gal)

II.4.3 Propeller

All of the tested and approved propellers on this Microlight Breezer aircraft are optimized by the aircraft manufacturer to ensure an optimum combination of climb and cruise performance.

II.5 Weight / Centre of gravity

Maximum take-off weight (MTOW) 472.5 kg Maximum landing mass 472.5 kg Empty weight 100HP 291.5 kg Empty mass cf. weighing sheet, Chap. VI Maximum loading mass - baggage 15 kg Wing loading at MTOW 43,2 kg/m² Power loading at MTOW 6.43 kg/kW

The reference level for all centre of gravity calculations is the canopy guide rail. The reference datum (BP) is the wing leading edge. Refer to Chapter VI for more detailed information on the horizontal alignment of the aircraft and the permissible centre of gravity range.

Operating centre of gravity range:

Forward: 258 mm / 19% MAC Rearward: 448 mm / 33% MAC

Note

The pilot is responsible for ensuring that the maximum take-off mass is not exceeded. If additional equipment is installed, the empty mass will increase accordingly. If equipment is removed, the empty mass will decrease accordingly.

Warning

 If the MTOW is exceeded, the Microlight Breezer will be over-loaded. This in turn will lead to

deterioration in flight characteristics and performance. It also reduces structural margins.

 Exceeding the centre of gravity limits will detrimentally affect the controllability and stability of

the aircraft.

 Providing the Breezer M400 is flown within the placarded limitations of pilot and baggage

weight, the aircraft will always be within the stated and tested CG limits.

I.6 Manoeuvre limits

The Breezer is designed for normal flight operations. This include any manoeuvres incidental to normal flying and stalls (except whip stalls). Higher loads are not permitted.

Warning

 All aerobatic manoeuvres including spins and whip stalls are prohibited.  Turns with bank angles exceeding 60° are not permitted

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II.7 Fuel limitations

Fuel tank capacity: 76 litres Usable fuel: 74 litres Fuel grade: Unleaded, UL91 or AVGAS 100LL

Note

 When filling up using canisters or if the origin of the fuel is not known, use a funnel with a

water trap.

III Emergency Procedures

III.1 Introduction

The engines installed in the Breezer are not certified aviation engines. For this reason, engine failures are common place. Keep this in mind and plan your flight so that you can safely perform a forced landing at any time.

Note

The pilot can train how to react in an emergency. The following emergency procedures should be committed to memory and emergency landing procedures should be trained frequently in flight.

III.2 Engine failure III.2.1 – On the ground

Abort take-off roll - assuming enough runway is available ahead

1. Throttle idle

2. Brakes apply

III.2.2 – Short after Take off

Abort take-off

1. Push elevator control forward

2. Increase airspeed

3. Land straight ahead, only undertake small course directions to avoid obstacles. Altitude and airspeed rarely suffice to perform the necessary 180° turn (if above 500 feet and

safe to do so) to return to the airfield.

Caution

Do not attempt such a turn below 500 feet AGL

III.2.3 – in flight

Look for an emergency landing area, pay attention to airspeed and, when possible, land into the wind or up a slope. It is better to land long and perhaps roll into a hedge, than stall short of the intended landing site. Fly the aircraft until it is stopped.

III.3 Fire

 Engine fire on the ground

1 Fuel valve shut 2 Throttle full closed 3 Ignition switch both off 4 Master switch off 5 Evacuate the aircraft

 Engine fire during take-off or in flight

1 Fuel valve shut 2 Throttle full closed 3 Ignition switch both off

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4 Master switch off 5 Perform an emergency landing 6 Evacuate the aircraft

 Fire in the cockpit

1 Fuel valve shut 2 Ignition switch both off 3 Master switch off 4 Cabin heating off 5 Unlock canopy and open slightly 6 Perform an emergency landing 7 Evacuate the aircraft

III.4 Glide

1. Flaps retracted

2. Airspeed (IAS) 60 Mph

3. Glide ratio approx. 9.1 I.e. from an altitude of 1000 feet AGL, the gliding distance will be approximately 2 miles (no wind).

Note

The gliding distance increases with a tail wind and decreases with a head wind. Practise landing without engine power under various conditions in order to reach perfection.

III.5 Forced landings

Forced landings are not only emergency landings undertaken due to critical technical defects, they also include precautionary landings undertaken when the aircraft or its passengers are in danger due to operational irregularities (e.g. rough engine operation) or deteriorating weather conditions. Microlight pilots should react to technical defects or deteriorating weather conditions as follows:

1. Perform a forced landing or

2. Deploy the recovery system.

Warning

It is never wrong to deploy the recovery system; it can be used at relatively low altitudes (approx. 300 feet). However, it should only be deployed in true emergencies as the forces acting on the occupants and the aircraft structure due to the descent speed can be much greater than those experienced during a forced landing in an adequate emergency landing area.

In either case, the following checks apply:

1. Safety belts tighten and secure

2. Radio transmit emergency call (if time to do so)

3. Fuel valve shut

4. Ignition switch both off

5. Master switch off The following steps should be taken when landing with a flat main tyre:

1. Full flaps in landing position during finals

2. Touchdown on the good main tyre first on the side of the runway away from the defect tyre so

as to make sure that the aircraft will remain on the runway during directional alterations made necessary by the effects of the flat tyre.

3. Maintain directional control using the brakes and rudders.

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III.6 Stalls / Spins

Loss of control

Measures

Elevator

Control altitude and speed using elevator trim

Aileron

Lower at least 2 stages of flap - use rudder to turn and aileron trim

Rudder

Hold direction using ailerons

Stalls

Light buffeting will be experienced as the aircraft approaches its stall speed. At speeds below 50Mph, the control forces will get lighter and feel “sloppy”. A stall in level flight (slip ball centred) with flaps retracted is preceded by light buffeting. Usually the aircraft will pitch down, in gusty weather it may have a slight tendency to drop one wing. Stall characteristics with flaps extended are similar to those with flaps retracted and may be described as docile or benign. Loss in altitude during stalling with maximum take-off mass is approximately 300 feet.

Stalling in a turn is preceded by light buffeting before the aircraft tends to roll out of the turn and resume level flight. The aircraft shows no tendency to drop the wing on the inside of the turn. Loss in altitude during a stall in a turn with maximum take-off mass is approximately 300 feet.

Spins

Intentional spins are prohibited in the Breezer. Given the cues associated with the onset of the stall as described above, inadvertent spins are extremely unlikely to occur in this aircraft. However should an inadvertent incipient spin occur, the following recovery procedure should be used:

1. Throttle idle

2. Rudder neutral

3. Aileron neutral

4. Elevator neutral

Should the incipient spin recovery not stop the spin then:

5. Throttle idle

6. Rudder progressively apply up to full rudder opposite to direction of rotation

7. Aileron neutral

8. Elevator progressively move the stick forward until the aircraft recovers

After rotation has ended, make a smooth recovery of the aircraft.

Warning

Too abrupt recovery could lead to overloading the aircraft structure. A too gentle recovery could lead to VNE being exceeded and thus result in structural damage.

III.7 Other emergencies

Loss of controls

Should one of the controls be lost, flight may be continued using the remaining controls and engine power to compensate for the loss. The following table shows how the various controls may be compensated:

The following conditions must prevail when attempting a forced landing with defective controls:

 The controls are not blocked in a non-neutral position  Smooth air  Large suitable landing area

Otherwise: Deploy the recovery system!

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Loss of alternator

If the voltmeter falls below 12 volt, the battery will not be re-charging. The alternator warning light will illuminate when this defect occurs. The following steps should be taken when the alternator fails:

1. Switch off all electrical equipment not essential for safe flight operations

2. Land at the next airfield.

III.8 Recovery system

There is no standard rule as to when the recovery system should be deployed. The decision to deploy is solely dependent upon the level of danger experienced by the pilot. At low altitude it is, however, important to make a quick decision to ensure that the recovery system will operate safely. A dangerous situation experienced at high altitudes gives the pilot more time to take his decision. The recovery system should be deployed as follows:

1. Ignition switch both off

2. Fuel valve shut

3. Legs pull towards you

4. Release lever pull

5. Canopy unlock

6. Before landing brace, head on chest

7. After landing release safety belts and evacuate the aircraft immediately

Caution

A pull force of 12 kg is required to operate the release lever - if necessary, pull hard with both hands!

Warning

 Secure the recovery system against unintentional deployment on the ground by inserting the

safety pin

 Remove the safety pin before each flight - it could be too late during flight  Before deploying the recovery system, shut down the engine - in an uncontrollable situation,

the propeller could sever an attachment strap when the parachute opens.

IV Normal procedures

IV.1 Introduction

This chapter provides check lists and procedures for normal operation of the Breezer. Normal procedures associated with optional systems can be found in Chapter IX.3.

IV.2 Pre-flight inspection

A pre-flight inspection should be undertaken before each flight. It is for your own safety and all points should be carried out methodically. In this way, small defects may be discovered resolved.

Cabin control

a. Aircraft papers check b. Check list available c. Ignition key removed d. Master switch off e. Ignition key off f. Amount of fuel sufficient for the planned flight g. Throttle idle h. Foreign body check complete i. Controls moving without restriction j. Baggage stored and secure

Walk-around inspection

Visually inspect the general condition of the aircraft, i.e. check the following positions for damage (deformation, cracks), excessive play and freedom of movement of the control surfaces, correct

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attachment points and general good condition. Also check the ground and firewall for signs of engine leakage (brake fluid, oil, coolant)!

1. Left main landing gear

(1) Landing gear strut visual inspection (2) Landing gear attachment visual inspection (3) Wheel fairing (if installed) visual inspection (4) Tyre pressure check (5) Tyre, wheel, brakes visual inspection

2. Left wing

(1) Wing skin visual inspection (2) Wing tip, mass balance visual inspection (3) Pitot tube bore-hole free, clean (4) Strobe light (if installed) visual inspection (5) Aileron visual inspection (6) Flaps visual inspection

3. Fuselage

(1) Skin visual inspection (2) Recovery system, attachment straps visual inspection (3) External items visual inspection

4. Empennage

(1) Stabilisers and control surfaces visual inspection (2) Trim surfaces visual inspection

5. Right wing

(1) Wing skin visual inspection (2) Flaps visual inspection

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(3) Aileron visual inspection (4) Wing tip, mass balance visual inspection (5) Strobe light (if installed) visual inspection

6. Right main landing gear

7. Front fuselage

(1) Upper cowling remove (2) Oil level check (3) Coolant level check (4) Fuel visual inspection (5) Cowling visual inspection (6) Air inlets no blockage (7) Propeller visual inspection, secure (8) Gearbox turn via propeller check for unusual noises

(9) Spinner visual inspection (10) Nose landing gear visual inspection (11) Tyre and wheel visual inspection (12) Wheel fairing (if installed) visual inspection (13) Tyre pressure check

Note

The following points should be checked in addition to the steps listed under 7, as daily inspections prior to the first flight of the day.

8. Front fuselage

(14) Fuel tank drain sample to check for water

(15) Engine mount visual inspection

(16) Exhaust system visual inspection

(17) Lubrication and fuel lines visual inspection

(18) Electric system and Bowden cables visual inspection

(19) Upper cowling secure

IV.3 Normal procedures

Starting the engine

 Pre-flight inspection complete

 Safety harness adjust and lock

 Canopy lock

 Rescue system unlocked

 Amount of fuel sufficient for the planned flight

 Flight controls free moving

 Fuel valve open

 Choke pull, if engine cold

 Brakes apply and lock on

 Throttle free, closed, friction lock suffcient

 Propeller area clear

 Main switch ON

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 Ignition – both circuits ON

 Alternator warning light illuminates

 Oil pressure warning light illuminates

 Starter turn, until engine starts

 Oil pressure check

Warm up the engine at 1600-2000 rpm until oil temperature reaches 50°C. Engine warm-up may be completed during taxiing. Check each magneto at 4000 rpm, rpm drop should not exceed 150 rpm on either magneto.

Note

To start the engine in cold weather conditions, pull out the choke completely but do not open the throttle. In warm weather, do not apply any choke but open the throttle slightly.

Taxiing

 Electrical equipment ON

 Flight instruments and avionics set

 Brakes check

 Directional control check

 Flight instruments and avionics check (if possible)

This Breezer aircraft can be steered using the steerable nose wheel via the rudder pedals. It is normally not necessary to apply the brakes during taxiing, but do so if required.

Take-off

 Engine monitoring instruments within normal operating range

 Trim neutral

 Flap first stage

 Throttle full open, 5000 ± 200 rpm during ground roll

 Elevator neutral

 Hold direction using rudder

 Use elevator to lift nose wheel 45 Mph

 Increase airspeed and climb at 70 Mph – 75 Mph

Normal technique is to get airborne at around 45 mph, climb very gradually increasing speed until at over 60 mph, then increase the climb angle to best climb and increase speed to at least 75 mph. At around 200 ft, and 75 mph, set flap to zero, re-trim elevator trim to take any pressure of the stick.

When at a safe altitude, normally 500 ft, reduce power to around 4800 rpm and increase speed, reduce climb angle to a “cruise climb”, re-trim elevator trim to set stick neutral. The Breezer does not need much rudder input at any stages of the take off and in normal flight, but check the slip ball is central, use rudder to compensate if not.

At short airstrips or airfields with high surrounding terrain, maintain best climb position until clear of any hazardous features.

Warning

Take- off is prohibited if:

• the engine monitoring instruments are above or below operating limits;

 the engine does not run at full power during the ground roll (5000 rpm +/- 200 rpm)

 the engine is not running smoothly;

 the cross-wind component exceeds permissible levels

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Climb

 Engine monitoring instruments within normal operating range

 Throttle full open, until 500 feet above

ground, reduce power by approx. 200-300 rpm

 Best climb airspeed 75 Mph

Note

Monitor oil temperature carefully in warm weather. If the value above 110°C is reached during climb, increase climb airspeed or reduce rpm. Optimum oil temp is 100C, but may not always be possible in colder weather.

Cruise

Optimum airspeed for efficient cruising lies between 100 and 110 Mph at approx 4400 rpm. Airspeeds and the relevant fuel consumption figures are to be found in Chapter V. Vno (119 Mph) must not be exceeded in turbulent air. Re-trim elevator and aileron to balance the aircraft “hands off” in all 3 axis.

Landing

Normal technique is to establish downwind leg at 80 mph or in line with other circuit traffic, but not below 60 mph. Established base, select stage 2 flap and reduce speed to 70 mph, trim as necessary, turn final at 70 mph. During final reduce speed to 60 mph, re-trim as required to neutral the stick forces, then 55 mph over the hedge. If during final you are too high, use stage 3 flap to increase decent whilst maintaining airspeed. 3rd stage flap will increase drag considerable and if airspeed is not maintained, power may be needed or descent angle increased to regain speed.

Stage 3 flap should normally be used in no headwind conditions and for short strips. In most cases and in stronger wind cases, stage 2 flap is sufficient and maintains good elevator authority and the ability to land on the main wheels and keep the nose wheel off the ground until speed reduces.

The best landings are with a nicely set up final approach, if in doubt, go around.

 Initial approach airspeed max. 70 Mph (see above)

 Throttle as required

 Flaps set as required

 Final approach airspeed 60 Mph (55Mph over the hedge)

 Touchdown with the main landing gear first

 Nose wheel Keep stick coming back and lower slowly

Note Max flap operation speed is 78Mph. A third stage flap max speed advisory is 70 mph, but the Breezer is cleared and tested with stage 3 flap at 78 mph if required.

Note

In strong head winds, turbulence or rain, increase approach speed slightly. The position of the flaps during landing depends on the length of the runway and the prevailing wind conditions. Do not fully extend the flaps to stage 3 when landing in strong head winds.

Shutting down and securing the aeroplane

 Throttle idle

 Avionics OFF

 Ignition – both circuits Check then OFF

 Master switch OFF

 Rescue system secure

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IV.4 Check list

A loose-leaf check list is to be found in Appendix X.1. It may, however, not be complete. Only the procedures described in Chapter IV are binding.

V Performance

V.1 Introduction

The performance data given in the following tables and diagrams have been arrived at from actual flight testing with the Breezer and engine in good condition and corrected to ISA standard conditions (15°C, 1013.25 hPa at MSL).

V.2 Airspeeds

Airspeed indicator calibration Airspeeds – see page 10

V.2.1 Load limits

Warning

If the following load limits are exceeded, the Breezer structure may fail. In the interest of your own safety, take heed of the following limitations:

+4.0g / -2.0g. With flaps +2g / -0g

V.2.2 Take-off and landing distances

The take-off and landing distances have been determined on a smooth grass runway with the grass cut short. The performance data may be reached with average piloting techniques and an aeroplane in good condition.

Take-off distances (100hp)

Ground roll approximately 115m. Total take-off distance to 15m (50’): 305m (includes safety factor of 1.3) Use CAA Safety Sense Leaflet no. 7, 'Aeroplane Performance', to correct take-off and landing

distances for different conditions.

Landing distances – flaps fully extended

Total landing distance from 15m (50’): 300m Ground roll approximately 150m.

Note

Deviations from the prescribed procedures and unfavourable ambient conditions (high temperature, rain, unfavourable winds, high altitude airfields etc.) can increase the landing distance considerably.

V.2.3 Rate of climb

Maximum rate of climb: (MTOW 472.5 kg, flaps retracted)

 1000 feet per min at 75 Mph (100 HP)

V.3 Wind speeds and service ceiling

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Maximum operating wind speeds:

 Maximum demonstrated cross-wind component 15 kts

 Maximum wind (in runway direction) 22 kts

 Maximum tail wind 4 kts

V.4 Range

Range is very dependent upon cruise speed. High cruising speeds will result in very high fuel consumption and thus a relatively short range. At a cruising speed of roughly 110 Mph, (Max cruising

efficiency 4400 rpm) fuel consumption will be approximately 13-14 litres per hour which will result in a

range of about 600 miles. At a cruising speed of about 90 Mph, fuel consumption will fall to about 11 12 litres per hour and the range will thus increase to approximately 650 miles.

V.5 Noise emission measurements

The noise emission measurements were carried out according to the valid procedures as per CAA noise certificate 198M. See TADS for approved propellers.

VI Weight and Balance

VI.1 Introduction

Flight performance and flight characteristics described in this handbook assume that the mass and centre of gravity limits of the aircraft are not exceeded. The pilot is responsible for ensuring that the Breezer is operated within the mass and balance limitations. This chapter defines the balance limitations.

Warning

 It is prohibited to exceed the maximum take-off mass. This will lead to an over-loading of the

Breezer aircraft and to a deterioration in flight performance and characteristics.

 If the centre of gravity limitations are exceeded, the controllability and stability of the

microlight aeroplane will be adversely affected.

 Providing the Breezer is operated within the placarded limits, the aircraft will never exceed the

permitted CG range.

VI.2 Weighing (completed at first factory build)

Weighing conditions (empy):

 Equipment as per current equipment list

 including all lubricants

Scales are placed under each wheel of the aircraft. 'The aeroplane must be weighed level using the canopy frame of the canopy guiding rail as a reference.'

The distances A and B from the BP are identical for each aircraft as they are accurately factory produced. They are

A = 570mm B = -1100mm Subsequently, the weights W1 and W2 (WLeft + WRight) can be measured and added to the equation below providing the aircraft CG at empty weight.

Formula:

D = W2 (main wheel weight) x 570 mm + W1 (nose wheel weight) x -1100 mm

W1 + W2

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W1 W2

Example W2 (left) = 121.3kg W2 (right) = 122.05kg W1 Nose = 54.25kg

( (121.3 + 122.05) X 570) + (54.25 X -1100)

121.3 + 122.05 + 54.25

D (empty weight CG point) = 79,034 = 265.6mm

297.6

Weighing diagram – Breezer

The most important arms, measured from the BP (wing leading edge), are:

 Pilots 687 mm (27.0”)

 Baggage 1620 mm (63.8”)

 Fuel -215 mm ( -8.5”)

Caution

The fuel moment is always negative, because the fuel tank lies in front of the reference datum.

The operating centre of gravity range is:

Forward: 258 mm / 19% MAC Rearward: 448 mm / 33% MAC

Caution

The following diagrams are only examples - the empty weight centre of gravity of your Breezer can deviate from this example. Use the data of the weighing diagram for the calculations!

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Calculation of the loading condition

Example Calculation

Mass [kg]

Moment [kgmm]

1. Empty weight

297,2

79034

2. Pilot and Co-pilot, H: 687 mm

128,0

87.936,0

3. Baggage, H: 1620 mm

2,0

3.240,0

Mass and momentum with empty tank (1.-3.)

427,2

170,210

CG, empty tank =

𝒎𝒐𝒎𝒆𝒏𝒕𝒖𝒎

𝒎𝒂𝒔𝒔

360 mm

4. Fuel, H: - 215 mm

45,3

- 9.739,5

Mass and momentum @ MTOW

472,5

160470

CG @ MTOW =

𝒎𝒐𝒎𝒆𝒏𝒕𝒖𝒎

𝒎𝒂𝒔𝒔

340 mm

Allowed CG range: 258 mm – 448 mm

Caution

Baggage of up to 15kg (structural limit) may be loaded into the aircraft rear parcel shelf, but in line with the pilots on board and the MAUW restrictions.

Note

 The pilot is responsible for ensuring that the MTOW is not exceeded.

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VI.3 Weighing report example

A current BMAA weight and balance report is supplied with each Aircraft from Breezer Aviation

VII Aircraft and systems description

VII.1 Structure

Fuselage The construction of the load-bearing structure of the fuselage is a conventional aluminum stressed-

skin design. L-shaped profiles are used as stringers as reinforcement. The spars and ribs of the vertical tail form part of the fuselage structure; the skin of the completely symmetrical vertical tail is formed by the glass-fibre panel. The fuselage ends at the engine compartment side at the firewall. The engine is attached to the firewall via engine mounts made of welded steel tubing. A two-piece, glass-fibre cowling covers the engine compartment.

The Breezer fuselage has been designed and preliminarily accepted as meeting a calculated “infinite fatigue life”. However, at 5000 hours discussions must take place with the BMAA as to any additional inspections, checks or part replacement. The Breezer M400 operated outside the UK have examples well in excess of 8000 hours and 18,000 landings.

Cockpit The cockpit has two side-by-side seats. To facilitate boarding, part of the two-piece plexiglas canopy

can be pushed back.

Wings The rectangular wing is of a conventional design and comprises:

• main spar

• auxiliary spar

• ribs

• skin

The fittings for the flaps and the ailerons are mounted on the auxiliary spar. For strength and weight reasons, the skin varies in thickness. Glass-fibre wing tips are attached to the wing ends.

Empennage As in the case of the wings, the completely symmetrical horizontal tail comprises a main spar, an

auxiliary spar, ribs, skin and glass-fibre surface tips. Control surfaces, flaps

All control surfaces and flaps are of the same design and comprise a main spar, ribs and skin.

VII.2 Flight controls

Primary flight controls are operated by a control column and rudder pedals that operate in the conventional sense. The elevator and ailerons are operated by push rods whereas the rudder is operated conventionally via control cables. The nose wheel is also operated via push rods which are attached to the rudder pedals. Elevator forces can be balanced by means of a trim tab on the elevator. The flaps are extended mechanically.

Trims The elevator and aileron trim tab is operated by a servo located in the elevator and aileron

respectively. The relevant switch is marked on the instrument panel. By pressing the rocker-type switch, a pitch or roll trim change can be achieved as placarded:

Flaps The flap lever is located in the middle console between the seats. It is operated in the same way as a

car hand brake lever. The flaps can be extended to three marked positions: 15°, 25° and 45°. The locking-in of the flap lever can be heard as well as felt. Should an inexperienced pilot not be able to determine to what position he has extended the flaps, he can check the position by looking out of the cockpit window and looking at the flaps.

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VII.3 Instrument panel example

VII.4 Landing gear

The main landing gear of the Breezer comprises two glass-fibre struts which are attached to the underside of the fuselage. The wheel axles are screwed to the lower part of the strut. The main wheel tyres are 4.00 x 6 (tyre pressure: 2.2 bar). Shock absorption of the nose wheel landing gear which is made of high-strength steel tubes is provided by three rubber buffers and a steel spring. The nose wheel tyre is 4.00 x 4 (tyre pressure:

1.8 bar). The nose wheel landing gear is steered via push rods which are attached to the rudder pedals.

Wheel fairings are optional. They reduce drag and keep the aeroplane remarkably clean.

VII.4.1 Brake system

The main landing gear wheels are provided with hydraulic disc-type brakes actuated by a hand lever, which is installed between the seats.

For parking, a locking lever must be actuated which is positioned at the hand lever.

VII.4.2 Adjustable rudder pedals

3.6 Adjustable rudder pedals for the pilot can be ordered as an option.

Each pedal is actuated by a thin steel wire, fixed at the side of the fuselage and the central console underneath the instrument panel, which has to be pulled for actuating the mechanism. The pedals can be moved into two positions, full back or forward. While pulling the steel wire, the pedal can be adjusted by pushing/pulling it with the feet rotating it into the position which is comfortable for the pilot. Below: Left and rudder pedal with steel wire adjuster

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Caution

Before using the adjustable pedals, try to adjust them for min. 5 – 10 times to be familiar with the system. If the pedals are locked correctly, you will hear a loud and clear “click”

Warning

- Be sure that the pedals are always locked correctly before take-off – otherwise they may displace during the flight! It is forbidden to adjust the pedals during the flight!

VII.5 Seats and safety harnesses

The seat buckets are made of aluminium and are riveted to the fuselage. Hand-holes have been integrated into the airframe near the seats to facilitate maintenance work and dismantling the wing. The seat cushioning can be removed. Each seat has a four-point safety harness which is attached to the fuselage structure at re-enforced attachment points. The harness has a central lap buckle.

Note

The safety harness should be adjusted to ensure that the lap belt is actually in the lap area and the shoulder harness only permits slight forward movement. Only in this way can you be sure that the harness will operate properly in turbulent weather or in an emergency.

VII.6 Baggage compartment

The baggage compartment is located behind the seats. Baggage should be evenly distributed in the compartment and tied down appropriately to prevent it from moving in flight (or coming loose and injuring the crew in an accident).

Caution

- Do not load more than 15 kg into the baggage compartment. Load evenly in the area whenever possible.

VII.7 Canopy

The two-piece canopy is designed as a sliding canopy. The non-movable front part of the canopy is fixed to the front fuselage fairing and is reinforced by a glass-fibre frame. The rear, sliding part of the canopy is adhered to a glass-fibre frame and runs in two rails. The cockpit canopy lock is opened by a quarter turn to the left, once the locking mechanism has hooked in, it can be locked by a quarter turn to the right.

An optional canopy lock is available for use taxiing and in flight up to 70 Mph

VII.8 Engine

The Rotax 912ULS is a liquid/air-cooled, four cylinder, four-stroke, opposed cylinder engine which drives the propeller via a gear box.

Rotax 912ULS

Engine displacement: 1352 cm³ Gear box: reduction 2.43 : 1

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Maximum take-off power: 73.5 kW (100 hp) @ 5800 rpm (max.5 mins) Maximum continuous power: 69 kW (95 HP) @ 5500 rpm Fuel grade: unleaded super / AVGAS 100LL Interval between oil changes: 25 hr, 50 hr, 100 hr and then every following 100 hr Interval between spark plug changes: every 200 h

The above is a reference, the latest Rotax engine manual recommendations superceed the above. Refer to the latest engine manual for all information concerning maintenance, service intervals and inspections.

The cowling must be removed for engine inspection. The locks can be easily removed by pressing gently and simultaneously making a quarter turn to the left. The upper half of the cowling should be removed before the first flight of the day in order to carry out the pre-flight inspection described in Chapter IV. To check the oil level, the oil tank cap and the oil dip stick must be removed. The oil should reach the uppermost mark on the dip stick. Coolant level can be checked at the coolant reservoir / compensator at the firewall. The container should be half-full.

All of the tested propellers on the Breezer are optimized by Breezer Aviation to ensure an optimum combination of climb and cruise performance.

Note

 Always use a screw-driver of the right size to release the screws and guide it with your other

hand. This prevents the screwdriver from slipping and scratching the paintwork.

 Bear in mind that the engines used in the Breezer are not certified. Prepare your flight so that

you can always reach an emergency landing area should you experience engine failure.

VII.9 Fuel system

The aluminium tank is located between the firewall and the instrument panel. It holds 76 litres, 74 litres are usable. The filler neck is screwed into the fuselage covering. The drain valve is on the underside of the fuselage just behind the firewall. The spring-loaded valve is opened by pressing the drain cup into it.

Schematic diagram – Fuel system

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VII.10 Electrical system

A simplified circuit plan for the standard configuration is to be found in the appendix (Chap. X.5). Deviations from this standard configuration may occur if additional equipment is installed.

VII.11 Pilot-static system

A pick-up for pitot and static pressure is to be found on the underside of the right wing. Two thin tubes attach the instruments in the cockpit to this device.

VII.12 Avionics

Radio and navigation instruments are not mandatory parts of the minimum equipment required to operate in microlight aircraft. It is, however, in the interest of safety to install a radio, an intercom and a GPS. Every additional piece of equipment will, however, increase the empty weight of the aeroplane.

VII.13 Placards

The locations and types of the placards are given below: Fuel grade and amount:

Near the fuel tank filler cap on the front fuselage cover. By the fuel gauge

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Operating Limitations Mph VNE 150 mph VFE 78 mph

VA 86 mph VNO 119 mph RPM max. (5 mins) 5800 rpm RPM max. continuous 5500 rpm Efficiency max rpm 4400 rpm Oil pressure 2 - 5 bar (29 – 72 psi)

Oil Temp. Min. 50C Oil Temp. Max. 130C Coolant Max. 120C

Fuel Specification: Mogas En228 Min Ron 90 or Avgas 100LL

Usable fuel Capacity 74 Ltrs

Operating Limitations Kts VNE 130 kts VFE 68 kts

VA 75 kts VNO 103 kts RPM max. (5 mins) 5800 rpm RPM max. continuous 5500 rpm Efficiency max rpm 4400 rpm Oil pressure 2 - 5 bar (29 – 72 psi) Oil Temp. Min. 50C Oil Temp. Max. 130C Coolant Max. 120C

Passenger Warning: This aircraft has not

been certified to an international requirement

Oil Capacity 3.4 litres Use Rotax recommended oils

AEROBATICS and INTENTIONAL

SPINS ARE PROHIBITED

Warning placard - flight manoeuvres: On the instrument panel

Rotax 912ULS (100hp):

The following placard should be located on the instrument panel or in sight of the crew

Inside of the oil filling cowling flap

Checklist: Position: within Pilot’s view

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Checklist

1. Canopy locked

2. Rescue system unlocked

3. Safety harness adjusted and locked

4. Fuel valve open

5. Amount of fuel sufficient for the flight

6. Altimeter adjusted

7. Flight controls free

8. Engine run up o.k Max Baggage Load –

EMPTY WEIGHT: Kg MAX PERMITTED GROSS T/O WEIGHT: 472.5 Kg MAX SEAT LOAD: 105 Kg MIN SEAT LOAD: 55 Kg

WARNING – Emergency Parachute Switch off engine the pull handle to deploy. Unapproved equipment – see POH

Baggage loads: On the shelf behind the seats – evenly distributed whenever possible, closest to seats when not.

15kg is maximum possible (structural) baggage limit at 1620mm, but each individual aircraft may have a lower placarded limit for balance purposes. Each aircraft will be placarded with an individual baggage limit.

A fuel trade off placard is supplied with each aircraft that provides fuel loads with different crew weights

Miscellaneous markings – placards to indicate Brake next to the brake handle with direction of operation Choke next to the choke Cabin heat next to the heater knob Trim next to the trim switches Flaps next to the flaps control lever Main fuel shut off valve next to the fuel valve Throttle next to throttle – push for power

Parachute placards

By the release handle

By the rocket exit area and either side of fuselage

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VIII Handling, service and maintenance

VIII.1 Introduction

This chapter contains procedures recommended by the Breezer Aviation for the proper ground handling and routine care and servicing of the aircraft The aircraft must undergo an annual inspection to be carried out by a BMAA inspector. All other inspections may be carried out by appropriately qualified persons, with secondary inspections recommended as per BMAA. Following the service intervals is in the interest of your own safety and will maintain the value of your Breezer.

VIII.2 Maintenance intervals

Refer to the provided Breezer Maintenance Manual for a detailed description of the maintenance intervals and the according tasks which need to be performed.

VIII.2.1 Changes / Repairs

Changes may only be carried out with the approval of Breezer Aviation or the BMAA. The owner/operator may carry out repair work but this work is limited to the replacement of defect parts with original parts. Repair work on the skin of the aircraft may be carried out with the approval of Breezer Aviation or the BMAA.

VIII.3 Ground handling

The aircraft may only be moved by hand by pulling it at the propeller hub or optional tow bar located on the front wheel main axle. It should not be pushed at the wing tips or at the control surfaces. To move the aircraft backwards and during leveling, push down the fuselage at fuselage-vertical tail connection and/or at the horizontal tail root (at the main spar) and position as required. Use underwing tie down eyes for securing the aircraft whilst unattended.

VIII.4 Cleaning and care

A dirty Breezer does not perform as well as a clean one and dirt can cover damage. The aircraft should, therefore, be cleaned at the end of each day of flight. Insects and light dirt are best removed using suitable cleaning products recommended by Breezer Aviation or other reputable sources. Depending upon type of operation and weather conditions the painted surfaces should be polished and waxed at least once a year. Owners should avoid parking the aircraft for long periods in the bright sunlight or in rain; if necessary, use a dedicated aircraft cover to protect the Breezer from the weather.

VIII.5 Special operating conditions

 If the aircraft is operated with wheel fairings from muddy runways, make sure that no mud

collects in the rear part of the fairing.

 During winter operations, this mud or snow could freeze in the air and the wheels could block.  During winter operations, carefully remove all snow from the wings and make sure that the

control surfaces move freely.

 If during winter operations the engine does not reach its minimum operating temperature of

90°C, partially cover the oil cooler with the optional Breezer oil rad cover.

IX Equipment

IX.1 Minimum equipment

The following items constitute the minimum equipment for the operation of a Breezer:

 1 airspeed indicator, min. range 170 Mph  1 compass  1 altimeter, range 10,000 ft  1 recovery system for the appropriate speed range  2 four-point seat harnesses  1 data plate, 1 identification plate, 1 check list, easily visible  Engine instruments – oil temp and pressure, coolant temp. Optional additional instruments

such as volt metre and fuel pressure gauge also available.

 BRS 6 1050 Parachute .

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The pilot must be dressed to suit conditions and all mandatory documents must be on board the aircraft (air map for example)

IX.2 Recovery system

The recovery system is installed between the firewall and the fuel tank under the front turtle deck. The fuselage has a special covering here so as not to impede the rocket when fired. The exit area is marked by a placard. The front turtle deck can be removed for maintenance purposes by removing the lateral screws and those in the firewall. The release lever is located in the middle console. A hand force of up to 12 kg is required to operate the lever - if necessary, pull with both hands!

Technical data

 max. operating speed 150 Mph  max. supported mass 475kg  mass with attachment straps approx. 12 kg

Refer to the recovery system operating manual for further information on function and technical details.

Note

The parachute and the rocket must be inspected and serviced regularly. A record of parachute system maintenance must be entered in the airframe logbook. Refer to the operating manual from the parachute manufacturers for detailed information.

Warning

 Secure the recovery system against unintentional deployment on the ground  Remove the safety pin before each flight - it could be too late during flight  Before deploying the recovery system, shut down the engine - in an uncontrollable situation,

the propeller could sever an attachment strap when the parachute opens.

Occupant Warning – The parachute recovery system installation has been approved by BMAA on the basis that, as far as is practicable to demonstrate, it will create no hazard to the aeroplane, its occupant(s) or ground personnel whilst the system is not deployed; and that when properly maintained, the risk of malfunction, deterioration or inadvertent deployment is minimised.

The BMAA has not approved the system itself or considered the circumstances, if any, in which it might be deployed. The effectiveness of the system for the safe recovery of the aeroplane has not been demonstrated.

IX.3 Optional equipment

On request, optional equipment such as transponder, radio, artificial horizon, GPS, Glass screens may be installed in the aircraft.

Caution

Every additional piece of equipment increases the empty mass and thus reduces the useful load of the aircraft.

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X Appendix

X.1 Check list

Before starting the engine

1. Pre-flight inspection complete

2. Seat belts adjust and lock

3. Canopy locked, lever to the left

4. Amount of fuel sufficient for the planned flight

5. Controls check freedom of movement

6. Fuel valve open

7. Throttle check freedom of movement, friction lock

Starting the engine (Brake on)

1. Propeller area clear

2. Choke pull on for first start or cold start

3. Master switch ON

4. Ignition – both circuits ON

5. Starter turn, pick up engine on throttle

6. Oil pressure check

Taxiing (release Brake)

1. Electrical equipment ON

2. Flight instruments and avionics ON and set

3. Brakes check

4. Directional control check full and free

5. Flight instruments and avionics check (if possible)

6. Mag check at 4000 rpm

Take off

1. Trim neutral

2. Flap stage one

2. Throttle full open

3. Elevator neutral

4. Hold direction using the rudders

5. Take-off airspeed 50 Mph

6. Increase airspeed and climb out with 70 Mph

7. Flap retract at 70 mph

Cruise

1. Climb to cruising altitude

2. Rpm / airspeed as required

Descent

1. Reduce airspeed to 80 Mph

2. Throttle as required

Approach (see detailed technique in para IV.3 page 21)

1. Final approach airspeed 60 Mph

2. Flaps set as required

3. Touchdown main landing gear first

4. Brake as required

Shutting down and securing the aeroplane

1. Throttle idle

2. Avionics OFF

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Breezer M400 UK-22 Pilot Operating Handbook iss 1

3. Ignition – both circuits OFF

Deflection

Aileron

Deflection - upwards

± 1.5

109 mm ± 9 mm

Deflection - downwards

± 1.5

79 mm ± 7.5mm

Trim tab - aileron

Deflection - upwards

50 O ± 2 O

Deflection - downwards

42 O ± 2 O

Elevator

Deflection - upwards

25 O ± 1

136 mm ± 5 mm

Deflection - downwards

20 O ± 1 O

110 ± 5 mm

Trim tab - elevator

Deflection - upwards

21 O ± 2 O

Deflection - downwards

34 O ± 2 O

Rudder

Deflection - left

25 O ± 1 O

198 mm ± 8 mm

Deflection - right

25 O ± 1 O

198 mm ± 8 mm

Wing flap

Retracted

0 O

0 mm

1. Step

15 O ± 1 O

65 mm ± 4 mm

2. Step

25O ± 1 O

109 mm ± 4 mm

3. Step

45 O ± +0/-2 O

186 mm +0/-8 mm

4. Master switch OFF

5. Recovery system secure

X.2 Control surface deflections and weights

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Breezer M400 UK-22 Pilot Operating Handbook iss 1

Weight and balance

Gross weight

[kg]

Trailing edge weight

[kg]

Elevator - starboard

2.34 - 2.92

-0.15 - 0.39

Elevator - port

2.56 - 3.12

0.00 - 0.56

Rudder

1.98 - 2.42

0.43 - 0.87

Flap (each)

2.48 - 3.04

0.38 - 0.94

Aileron - starboard

2.99 - 3.65

0.32 - 0.98

Aileron - port

2.84 - 3.47

0.18 - 0.89

Note: The Gross Weight is the allowable weight range of the control surface off the aircraft. The Trailing Edge Weight is the allowable force range required to support the trailing edge with the control surface horizontal and otherwise supported only by its hinge. The data above are for control surfaces with mass balances attached (the flaps and rudder are not mass balanced).

X.3 Electrical circuit plan example. Each Breezer will be delivered with its own circuit diagram to cater for any minor differences

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Breezer M400 UK-22 Pilot Operating Handbook iss 1

X.4 Recovery system installation

Textile container - recovery parachute

10.

Rolled up strap - from right

Rocket, firing direction, oblique to the right

11.

Rolled up strap - from left

Bowden cable

12.

Strap - rear left

Release lever in middle console

13.

Strap - rear right

Pull line

14.

Shackle - parachute / strap

Shackle

15.

Parachute base line

Line to parachute cap

16.

Glass-fibre covering - rear right strap

Left attachment point - front

17.

Attachment point - rear right

Right attachment point - front

The recovery system is installed by Breezer Aviation. Should it be necessary to remove and re-install the system for service reasons, please contact Breezer Aviation for instructions and obtain a secondary inspection.

Recovery system–view of fuselage from the right

Identical items to points 16. and 17. are to be found on the left side Recovery system operation

By pulling the release lever (4), the Bowden cable (3) will release the rocket (2). The rocket is attached to the line to the parachute cap (7) via the pull line (5) and a shackle (6). The former line goes into the textile recovery chute bag. The shackle (14) is the link connecting the parachute base line (15) and the attachment straps (10, 11, 12, 13, 14). The front straps are attached to the upper engine mount attachment points (8, 9). The straps are rolled up and attached to the firewall by means of clamping bands. The rear straps are routed along the outer side of the fuselage to the attachment points (17). They have a protective glass-fibre covering. The front straps are 4200 mm long whereas the rear straps measure 3600 mm.

Note

 The straps must be laid so that they do not interfere with each other and cannot loop when

the parachute is released.

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Breezer M400 UK-22 Pilot Operating Handbook iss 1

 The parachute and the rocket must be inspected and serviced regularly. Refer to the recovery

system operating manual for further details.

 A record of parachute system maintenance must be entered in the airframe logbook.

Warning

When dealing with the recovery system, the owner/operator should remember that he/she is dealing with a pyrotechnical system. Improper handling can lead to dangerous situations arising which, in turn, could lead to severe bodily injury. Refer to the recovery system operating manual for further details concerning operating and for relevant technical data.