applies to Sinus 503, Sinus 582 in Sinus 912
equipped with Rotax 503, Rotax 582
and Rotax 912 engines
Sinus NW (nose-wheel edition) owners please regard to the
Supplemental sheet at the back of this manual
WARNING!
As this manual applies to all models of Sinus ultralight motorglider it is mandatory to designate
those specic parts of this manual that regard the aircraft you own.
This booklet MUST be present inside the cockpit at all times!
Should you be selling the aircraft make sure this manual is handed over to the new owner.
This is the original manual of Pipistrel d.o.o. Ajdovscina
Should third-party translations to other languages contain any inconsistencies,
Pipistrel d.o.o. denies all responsibility.
Flight manual and
Maintenance manual
REV. 0
(15 April, 2006)
2
SINUS motorglider
www.pipistrel.si
REV. 0
3
SINUS motorglider
www.pipistrel.si
REV. 0
Sinus model:
Serial number:
Date of manufacture:
Aircraft empty weight (kg):
Fuel weight:
Available cargo weight:
Installed appliances included in aircraft empty weight:
Date and place of issue: Ajdovščina,
3
SINUS motorglider
www.pipistrel.si
REV. 0
Flight manual and
Maintenance manual for
Models: Sinus 503, 582 and 912 (TW and NW)
Slovenian Data Sheet number: TC 99/001 - AT/ULN 01
Factory serial number:
Registration number:
Date of Issue: April, 2006
Pages signed under “Approval” in section Index of revisions and List of valid pages
(pages 4 and 5 of this manual) are approved by:
Authority:
Signature:
Stamp:
Original date of Approval:
This aircraft is to be operated in compliance with information and limitations contained herein.
The original English Language edition of this manual has been approved as operating instruction
according to “Pravilnik o ultralahkih letalnih napravah” of Republic of Slovenia.
Approval of translation has been done by best knowledge and judgement.
Pipistrel d.o.o. Ajdovščina, Goriška cesta 50a, SI-5270 Ajdovščina, Slovenija
tel: +386 (0)5 3663 873, fax: +386 (0)5 3661 263, e-mail: info@pipistrel.si
www.pipistrel.si
Sinus motorglider
4
SINUS motorglider
www.pipistrel.si
REV. 0
5
SINUS motorglider
www.pipistrel.si
REV. 0
Index of revisions
Enter and sign the list of revised pages in the manual into the spaces provided below. All revised pages
should be clearly designated in the upper right corner of the page, also, any changes in page content
should be clearly visible (e.g. marked with a bold black vertical line).
Name of
revision
Reason for
Revision:
Revision no.,
date:
Description:
Affected
pages:
Approval,
signature:
Original /
Rev.0
15 April, 2006
First original release. /
5
SINUS motorglider
www.pipistrel.si
REV. 0
6
SINUS motorglider
www.pipistrel.si
REV. 0
7
SINUS motorglider
www.pipistrel.si
REV. 0
This page is intentionally left blank.
7
SINUS motorglider
www.pipistrel.si
REV. 0
Table of contents
General
Limitations
Emergency procedures
Normal procedures
Performance
Weight and balance
Aircraft and systems on board
Handling and maintenance
Appendix
8
SINUS motorglider
www.pipistrel.si
REV. 0
9
SINUS motorglider
www.pipistrel.si
REV. 0
This page is intentionally left blank.
9
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
Certication basis
Notes and remarks
Technical data
Aircraft projections
General
General
10
SINUS motorglider
www.pipistrel.si
REV. 0
11
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
This manual contains all information needed
for appropriate and safe use of Sinus ultralight
motorglider models: 503, 582, 912.
IT IS MANDATORY TO CAREFULLY
STUDY THIS MANUAL PRIOR TO USE
OF AIRCRAFT
In case of aircraft damage or people injury
resulting form disobeying instructions in the
manual PIPISTREL d.o.o. denies all responsibility.
All text, design, layout and graphics are
owned by PIPISTREL d.o.o. Therefore this
manual and any of its contents may not be
copied or distributed in any manner (electronic, web or printed) without the prior consent of PIPISTREL d.o.o.
Certification basis
PIPISTREL d.o.o possesses the manufacturing
licence issued by URSZP (ULN no.: P-03) of
Sinus ultralight motorglider.
Sinus ultralight motorglider is certied at
URSZP according to the standards of the
Republic of Slovenia and the Type Certicate.
no.__AT/ULN 01__ dated: 09.07.1999
as an Ultralight aircraft.
(see attachments for copies of certicates)
Notes and remarks
Safety denitions used in the manual:
WARNING! Disregarding the following instructions leads to severe deterioration of ight
safety and hazardous situations, including such resulting in injury and loss of life.
CAUTION! Disregarding the following instructions leads to serious deterioration of ight
safety.
Technical data
PROPORTIONS Model 503 Model 582 Model 912
wing span 14,97 m 14,97 m 14,97 m
length 6,6 m 6,6 m 6,6 m
height 1,70 m 1,70 m 1,70 m
wing surface 12,26 m
2
12,26 m
2
12,26 m
2
vertical n surface 1,1 m
2
1,1 m
2
1,1 m
2
horizontal stabilizer and elevator surface 1,63 m
2
1,63 m
2
1,63 m
2
aspect ratio 18,3 18,3 18,3
positive ap deection (down) 9 °, 18 ° 9 °, 18 ° 9 °, 18 °
negative ap deection (up) 5° 5° 5°
centre of gravity (MAC) 20% - 39% 20% - 39% 20% - 39%
General
11
SINUS motorglider
www.pipistrel.si
REV. 0
Aircraft projections
General
12
SINUS motorglider
www.pipistrel.si
REV. 0
13
SINUS motorglider
www.pipistrel.si
REV. 0
This page is intentionally left blank.
13
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
Operational velocities
Engine, fuel, oil
Weight limits
Centre of gravity limits
Manoeuvre limits
G-load factors
Cockpit crew
Types of operations
Minimum equipment list
Other restrictions
Warning placecards
Limitations
Limitarions
14
SINUS motorglider
www.pipistrel.si
REV. 0
15
SINUS motorglider
www.pipistrel.si
REV. 0
Operational velocities
Speed limits
Velocity
TAS
[km/h (kts)]
Remarks
Vmax
Maximum permitted
horizontal speed
220 (119)
Never exceed this speed in horizontal ight.
When ying close to the Vmax never use more
than one third of controls' deecions.
VNE
Velocity never to be
exceeded
225 (122)
Never exceed this speed. Should the VNE be
exceeded, land as soon as possible and have the
aircraft veried for airworthiness by authorised
service personnel.
VRA
Maximum safe velocity
in rough air
141 (76)
Exceed this speed in calm air only and even then
with great caution.
VA
Manoeuvering velocity
141 (76)
Do not use rough or full stick and
rudder deecions above this speed.
VFE
Max. velocity aps
extended
130 (70)
Do not exceed this speed with aps
extended.
VAE
Max. velocity of
airbrake extention
160 (86)
Do not extend spoilers above this
speed.
Airspeed indicator markings
MARKING [km/h (kts)] Denition
white arc
63 - 130
(34 - 70)
Speed range where aps may be extended. Lower end is dened
as 110% of VS (stall speed in landing conguration at MTOM), upper end of speed range is limited by VFE (see above).
green arc
66 - 141
(36 - 76)
Speed range of normal operation. Lower end is dened as 110% of
VS1 (stall speed at MTOM with aps in neutral position), upper end
is limited by VRA (see above).
yellow arc
141 - 220
(76 - 119)
Manouvre the aircraft with great caution in calm air only.
red line
220 - 225
(119 -122)
Maximum speed allowed.
blue line
115 (62)
Best climb rate speed (VY)
Indicated airspeed (IAS) to true airspeed (TAS) relation
Airspeed indicator measures the dierence between total and static pressure (also called dynamic pressure),
which does not only change as speed increases, but is also linked with altitude. Flying at high altitudes, where
the air is getting thinner, results in misinterpreting airspeed which is being indicated. The indicated airspeed
value is actually lower than the true airspeed to which the aircraft is exposed. The higher you y, the bigger the
Introduction
This chapter provides information about operational restrictions, instrument markings and basic
knowledge on safe operation of aircraft, engine and on-board appliances.
Limitations
15
SINUS motorglider
www.pipistrel.si
REV. 0
Limitations
dierence between IAS and TAS. Be aware of this eect especially when ying at high altitude at high
speeds, not to exceed VNE unawarely. Bear in mind this can happen even with the indicator still pointing
within the yellow arc! However, for ight planning purposes TAS is the most accurate speed, which then
can be corrected by eventual tail/head wind component to obtain the aircraft’s ground speed (GS).
200 108
210 113
220 119
230 124
240 130
250 135
260 140
270 146
280 151
290 156
300 162
310 167
320 173
330 178
340 184
350 189
360 194
370 200
380 205
390 211
400 216
0
3000 6000 9000 12000 15000 18000 21000 24000 27000 30000
1000 2000
3000
4000
5000
6000
7000
8000
9000
km/h kts
pressure altitude
True AirSpeed (TAS)
IAS=220 km/h (119 kts)
IAS=240 km/h (130 kts)
m
ft
100 54
110 59
120 65
130 70
140 76
150 81
160 86
170 92
180 97
190 103
200 108
210 113
220 119
230 124
240 130
250 135
260 140
270 146
280 151
0
3000 6000 9000 12000 15000 18000 21000 24000 27000 30000
1000 2000
3000
4000
5000
6000
7000
8000
9000
km/h kts
pressure altitude
Indicated AirSpeed (IAS)
m
ft
TAS=225 km/h (122 kts)
TAS=250 km/h (135 kts)
The graph below shows which indicated airspeed (IAS) must be maintained to keep the true airspeed (TAS) constant Note that true airspeed (TAS) is constant along the entire servicable altitude
range! (VNE for Sinus is 225 km/h (122 kts) TAS. Note how VNE decreases at higher altitudes!
IAS & TAS graphs (standard ICAO atmosphere)
WARNING! Above pressure altitude of 1000 meters (3300 ft) all speed limits (see
previous page) MUST be treated as True AirSpeed (TAS).
Indicated AirSpeed (IAS) MUST be reduced accordingly (see graphs above)!!!
Hint: You can draw your own lines for other speeds on these graphs. At 0 meters (0 feet) start at the desired
IAS (1st graph) or TAS (2
nd
graph) and follow the same line curvature.
The graph below shows how TAS changes in relation to pressure altitude. Note that the indicated airspeed (IAS) is constant along the entire servicable altitude range!
(Vmax for Sinus ultralight motorglider is 220 km/h (119 kts) TAS)
16
SINUS motorglider
www.pipistrel.si
REV. 0
17
SINUS motorglider
www.pipistrel.si
REV. 0
Limitations
Engine, fuel, oil
Engine manufacturer: ROTAX
Engine types: ROTAX 503, ROTAX 582, ROTAX 912
The engine
TEMPERATURE °C / ROTAX ENGINE 503 UL 582 UL 912 UL
cylinder head temp. (CHT); min., work, highest 100; 200; 250 110; 130; 150 80; 110; 150
max. CHT dierence 20 10 /
exhaust gas temp. (EGT); normal, max. 460-580; 650 500-620; 650 650-800; 900
max. EGT dierence 25 25 30
air intake temp. (AIR); highest 40 40 40
cooling uids temp. (WATER); min., highest / 50; 80 50; 110
oils temp. (OIL TEMP); min., normal, highest / 50; 90-110; 140
RPM, PRESSURE 503 UL 582 UL 912 UL
oil pressure (OIL PRESS); lowest, highest / / 0,2; 6,0
engine revolutions (RPM); on ground recom. 6400 6100 5500
RPM on ground; max. allowable 6800 6800 5800
magneto check at (RPM) 3500 3500 4000
max. single magneto drop (RPM) 200 200 300
Fuel and oil
ROTAX ENGINE 503 UL 582 UL 912 UL
recommended fuel leaded or
unleaded super
leaded or
unleaded super
unleaded super
fuel to be discouraged from using everything
under AKI 87
everything
under AKI 87
leaded* or
100LL*
recommended oil super 2-stroke
API-TC
super 2-stroke
API-TC
API SJ SAE
10W-50
*Engine life is reduced. Should you be forced to used this kind of fuel, change of engine oil every
50 ight hours is crucial. Please consult the manufacturer on which type of oil to use.
IMPORTANT!
Two-stroke engines should be powered only by fuel complying with MON 83 (or higher) or RON 90
(or higher) classication. As for mixing fuel and oil manually, it is best to use recommended oil (see
above). Dedicated lead additives should not be used (see detailed instructions in the engine manual).
MIXING RATIO: 50 UNITS of FUEL and 1 UNIT of OIL (e.g. 2 dl of oil every 10 litres of fuel)
When using engines equipped with oil injection pump it is vital to monitor the oil level in its container. There should always be enough oil to suce for the intended ight duration, including reserve.
Four-stroke engines should only be powered by unleaded fuel, for lead sedimentation inside the engine shortens its life. Provided you are unable to use unleaded fuel, make sure engine oil and the oil
lter are replaced every 50 ight hours.
17
SINUS motorglider
www.pipistrel.si
REV. 0
Limitations
Propeller
SINUS Model 503 Model 582 Model 912
xed pitch Pipistrel BAM 2 Pipistrel BAM 2 Pipistrel BAM 2
variable pitch Pipistrel VARIO Pipistrel VARIO Pipistrel VARIO
Engine instrument markings
WARNING: ll in engine specic values.
Instrument
Red line
(minimum)
Green arc
(normal)
Yellow arc
(caution)
Red line
(maximum)
Tachometer (RPM)
Oil temperature
Cylinder head temp.
Oil pressure
Fuel quantity
Weight limits
Sinus ultralight motorglider basic model weights
WEIGHT Model 503 Model 582 Model 912
empty aircraft weight 265kg 274 kg 284kg
max. takeo weight (MTOM) 450 / 472,5 kg 450 / 472,5 kg 450 / 472,5 kg
fuel capacity 2 x 30 l 2 x 30 l 2 x 30 l
max. fuel weight allowable 45,6 kg 45,6 kg 45,6 kg
minimum cockpit crew weight no limit no limit no limit
maximum cockpit crew weight 180 kg 180 kg 180 kg
joint parachute rescue sys. and luggage weight 15 kg 16 kg 18 kg
WARNING! Should one of the above-listed values be exceeded, others MUST be reduced in
order to keep MTOM below 450 / 472,5 kg. However, the joint parachute rescue system and luggage weight must NEVER be exceeded as it can inuence aircraft’s balance to the point when the
aircraft becomes uncontrollable!
Owners of Sinus ultralight motorglider equipped with the GRS parachute rescue system (weighing 14 kg on itself), must keep luggage weight below 1 kg (model 503), 2kg (model 582),
4 kg (model 912) to keep aircraft’s centre of gravity within safe range.
18
SINUS motorglider
www.pipistrel.si
REV. 0
19
SINUS motorglider
www.pipistrel.si
REV. 0
Centre of gravity limits
•
Aircraft's safe centre of gravity position ranges between 20% and 39% of mean aerodynamic chord.
•
Reference point ranges between 243 mm and 408 mm, datum is wing's leading edge.
Manoeuvre limits
Sinus ultralight motorglider is certied as an Ultralight aircraft. Therefore, all basic
non-aerobatic manoeuvres are permitted within operational speed range, regardless of
wing ap position.
Following NON-aerobatic manoeuvres are permitted as dened:
•
Power on and o stalls not below 150 meters (500 feet) above ground level.
•
Power on and o lazy eights not below 150 meters (500 feet) above ground level.
•
Steep turns with a maximum bank of 60° and initial speed of 160 km/h (85 kts).
•
Chandelle maneuver not below 150 meters (500 feet) above ground level.
•
Intended spin (at most 180° in actual spinning manoeuvre).
G-load factors
max. positive wing load: + 4 G
max. negative wing load: – 2 G
Cockpit crew
•
There is NO LIMIT to the minimum cockpit crew weight.
•
Cockpit crew may weigh at most 180 kg.
•
Maximum takeo weight (MTOM) MUST NOT, under any circumstances, exceed 450 /
472,5kg.
Types of operations
Sinus ultralight motorglider is built to y under day visual ight rules
(day VFR) in zero icing conditions.
Limitations
19
SINUS motorglider
www.pipistrel.si
REV. 0
Limitations
WARNING! Should you nd water drops on the airframe during preight check-up at
temperatures close to freezing, you may expect icing to appear in ight. Spoilers (airbrakes) are
especially prone to icing under such circumstances. As water may accumulate underneath the
top plate(s), spoilers may freeze to the wing surface. Should this occur, you will most denitely be
unable to extend spoilers before the ice melts. Therefore, ying under circumstances mentioned
above, it is recommended to extend and retract the spoilers in ight frequently to prevent its surface freezing to the airframe.
Minimum equipment list
• Airspeed indicator
• Altimeter
• Compass
• Tachometer (RPM)
Other restrictions
Due to ight safety reasons it is forbidden to:
•
y in heavy rainfalls;
•
y during thunderstorm activity;
•
y in a blizzard;
•
y according to instrumental ight rules (IFR) or attempt to y in zero visibility conditions (IMC);
•
y when outside air temperature (OAT) reaches 40°C or higher;
•
perform any form of aerobatic ying;
•
take o and land with aps retracted or set to negative (-5°) position;
•
take o with spoilers extended.
Warning placecards
Sinus ultralight motorglider is categorised as an Ultralight aircraft and
must wear a warning placecard as such. The placecard indicates the
aircraft was not built according to the ICAO standards and is therefore
own completely at pilot’s own risk.
20
SINUS motorglider
www.pipistrel.si
REV. 0
21
SINUS motorglider
www.pipistrel.si
REV. 0
This page is intentionally left blank.
21
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
Stall recovery
Spin recovery
Engine failure
Landing out
Engine re
Smoke in cockpit
Carburator icing
Flutter
Exceeding VNE
Emergency procedures
Emergency procedures
22
SINUS motorglider
www.pipistrel.si
REV. 0
23
SINUS motorglider
www.pipistrel.si
REV. 0
Emergency procedures
Introduction
This chapter provides information on how to react when confronted with typical ight hazards.
Stall recovery
First reduce angle of attack by easing-o on the control stick, then
1. Add full power (throttle lever in full forward position).
2. Resume horizontal ight.
Spin recovery
Sinus ultalight motorglider is constructed in such manner that it is dicult to be own into a spin.
However, once spinning, intentionally or unintentionally, react as follows:
1. Set throttle to idle (lever in full back position).
2. Apply full rudder deection in the direction opposite the spin.
3. Lower the nose towards the ground to build speed (stick forward).
4. As the aircraft stops spinning neutralise rudder deection.
5. Slowly pull up and regain horizontal ight.
Sinus ultralight motorglider tends re-establish rightened ight by itself usually after having spinned
for a mere 90°.
WARNING! Keep the control stick centred along its lateral axis (no aileron deections
throughout the recovery phase! Do not attempt to stop the aircraft from spinning using ailerons
instead of rudder!
WARNING! After having stopped spinning, recovering from the dive must be performed
using gentle stick movements (pull), rather than overstressing the aircraft.
However, VNE must not be exceeded during this manoeuvre.
When the aircraft is rightened and ies horizontally, add throttle and resume normal ight.
Engine failure
Engine failure during takeo
Ensure proper airspeed by reducing angle of attack and land the aircraft in runway heading,
avoiding eventual obstacles in your way.
Shut both fuel valves and set master switch to OFF position (key full left).
WARNING! DO NOT CHANGE COURSE OR MAKE TURNS IF THIS IS NOT OF VITAL NECESSITY!
After having landed safely, ensure protection of aircraft and vacate the runway as soon as possible to keep the runway clear for arriving and departing trac.
23
SINUS motorglider
www.pipistrel.si
REV. 0
Engine failure in ight
First ensure proper airspeed by reducing angle of attack, then start analysing terrain underneath and
choose in your opinion the most appropriate site for landing out.
WARNING! The decision where to land when landing out is FINAL! DO NOT change your
mind even if you happen to come across a dierent, perhaps more appropriate landing site.
Provided the engine failed aloft, react as follows:
Make sure the master switch is in the ON position (key full right), magneto switches both set to ON
and both fuel valves OPEN.
Should the propeller not be spinning (motor blocked!), the engine is probably seriously damaged.
In this case DO NOT attempt to restart the engine. Instead begin with the landing out procedure
immediately.
Should the propeller be spinned by air current freely, fuel or electrical system is probably malfunctioning. Verify on-board fuel quantity and make sure both fuel valves are open and magneto
switches set to ON. Restart the engine.
Landing out
1. Shut both fuel valves.
2. Master switch OFF (key in full left position).
3. Approach and land with extreme caution, maintaining proper airspeed.
4. After having landed abandon the aircraft immediately.
The landing out manoeuvre MUST be preformed with regard to all normal ight parameters.
Engine fire
Engine re on ground
This phenomenon is very rare in the eld of Ultralight aviation. However, coming across engine re
on ground, react as follows:
1. Shut both fuel valves.
2. Come to a full-stop, engage starter and set throttle to full power (lever full forward).
3. Disconnect the battery from the circuit (pull battery disc. ring on the switch column)
4. Master switch OFF immediately after the engine has stopped.
5. Abandon the aircraft and start re extinguishing.
WARNING! After the re has been extinguished DO NOT attempt to restart the engine.
Engine re in ight
1. Shut both fuel valves and set magnetos switches to OFF.
2. Set full power (throttle lever in full forward position).
3. Disconnect the battery from the circuit (pull battery disc. ring on the switch column)
4. Close all windows and set all ventilation devices to OFF.
5. Perform side-slip (crab) manoeuvre in direction opposite the re.
6. Perform emergency landing out procedure.
Emergency procedures
24
SINUS motorglider
www.pipistrel.si
REV. 0
25
SINUS motorglider
www.pipistrel.si
REV. 0
Smoke in cockpit
Smoke in cockpit is usually a consequence of electrical wiring malfunction. As it is most denitely
caused by a short circuit it is required from the pilot to react as follows:
1. Master switch to I (key in central position). This enables unobstructed engine operation while at the same time disconnects all other electrical devices from the circuit.
2. Disconnect the battery from the circuit (pull battery disconnection ring on the instrument panel’s switch column).
3. Land as soon as possible.
In case you have trouble breathing or the visibility out of the cockpit has degraded severely due to
the smoke, open the cabin door and leave it hanging freely. Flying with the door open, do not, under
any circumstances exceed 90 km/h (50 kts).
Carburator icing
First noticable signs of carburator icing are loud engine noises and gradual loss of power.
Carburator icing may occur even at temperatures as high as 10°C, provided the air humidity is
increased.
One should know that aircrafts equipped with two-stroke engines, powered by fuel and oil mixture,
hardly ever suer from carburator icing phenomenon. However, the probability of carburator icing is
increased by planes equipped with two-stroke engines using a separate oil injection unit and fourstroke engines.
The carburator air-intake in Sinus ultralight motorglider is preheated, running over the water cooling
radiator before entering the carburators. Therefore the possibility of carburator icing is slight.
Should you be suspecting carburator icing to take place, descent immediately!
In case of complete power loss perform emergency landing out procedure.
Flutter
The utter is dened as the oscillation of control surfaces. It is most cases caused by abrupt control
deections at speeds close or in excess of VNE. As it occurs, the ailerons, elevator or even the whole
aircraft start to vibrate violently.
Should utter occur, reduce throttle immediately and increase the angle of attack
in order to reduce speed.
WARNING! Fluttering of ailerons or tail surfaces may cause permanent structural damage
and/or inability to control the aircraft. After having landed safely, the aircraft MUST undergo a
series of check-ups performed by authorised service personnel to verify airworthiness.
Exceeding VNE
Should the VNE be exceeded, reduce airspeed slowly and continue ying using gentle control deections. Land safely as soon as possible and have the aircraft veried for airworthiness by
authorised service personnel.
Emergency procedures
25
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
Assembling and
disassembling the
aircraft
Daily check-up
Preight check-up
Normal procedures and
recommended speeds
Normal procedures
Normal procedures
26
SINUS motorglider
www.pipistrel.si
REV. 0
27
SINUS motorglider
www.pipistrel.si
REV. 0
Normal procedures
Introduction
This chapter provides information on everything needed to y Sinus ultralight motorglider safely.
Assembling and disassembling the aircraft
CAUTION! Prior to each assembling or disassembling action Sinus ultalight motorglider must
be placed inside a closed space. Under no circumstances attempt to assemble or disassemble any
parts of the aircraft in the sun or at temperatures higher or as high as 20°C for you will not be able to
assemble certain parts.
Assembling the wings
Three people are needed to assemble the
wings to the fuselage.
First block all three wheels for the fuselage to
stay in position. If your aircraft has been delivered in a container, make sure you reapply the
washers onto the tail wheel fork (Virus TW) correctly - one on the inside, one on the outside of
the fork - at both sides.
Clean and grease the main wing pins and
insertion openings. Inside the cockpit set the
ap handle to neutral position and leave the
spoilers’ handle hanging down freely. Make
sure you have all bolts, nuts, washers and spanners needed at a reach of a hand.
Lift one wing-half (one person at each end)
and bring it closer to the fuselage. While the
two are holding the wing-half high up, the
third person directs their movement to put
the wing’s main spar into the opening on the
adjacent side of the fuselage. As the wing is
about 10 cm away from its nal position, t the
electrical cables, fuel hose and pitostatic lines
through the opening.
Now push the wing-half into its nal position
slowly. The person closest to the fuselage must
make sure the spoiler and ap connectors have
tted into adequate fuselage ttings properly. At the same time, the person holding the
wingtip must start with slight circular movements (1cm each direction) in order to assure a
tight t of the wing and its adequate bushings.
As this is done the person at the wingtip must
remain in positon holding the wing, whereas
the other two move over to the other winghalf, lift it and bring it closer to the fuselage.
Again, all cables, hoses and lines must be tted
through the openings prior the wing-half being pushed into its nal position.
Do not forget to make sure the spoiler and ap
connectors have tted into adequate ttings
properly on this wing-half as well.
Both wing-halfs should now be in their nal
position but still being held at wingtips. The
person not holding the wings must now open
the cabin door and insert both pre-greased
spar pins. First insert the pin on the right-hand
side of the cockpit because of easier insersion
(thinner spar infront), then the pin on the lefehand side of the cockpit.
If necessary, the two at the wingtips can assist
by rocking the wings a couple of
millimeters up and down.
Only when both spar pins have been inserted
and secured, wingtips may be released and
door fully opened and fastened to the wing.
Now check all control deections as well as
ap and spoilers’ extensions for smooth,
unobstructed movement.
Insert all bolts and pins and secure them with
self-locking nuts. Do not forget to put aluminium washers underneath the nuts!
Connect all electical clables, fuel hoses and
pitostatic lines to their adequate ttings.
Screw on the pitot tube on bottom side of the
right wing at aproximately 2/3 of the wingspan. Be extra careful not to switch the two
tubes as this causes misinterpretation of
indicated airspeed!
Finally tape the gap between the fuselage and
the wing using self-adhesive tape.
27
SINUS motorglider
www.pipistrel.si
REV. 0
Three people again are needed to disassemble
the wings.
First block all three wheels for the fuselage
to stay in position. Empty both fuel tanks by
opening both fuel valves inside the cockpit
and the drain valve beneath the bottom engine cover. Place a canister under the drain
valve to intercept fuel.
While you wait for the tanks to empty, disassemble the horizontal tail surfaces, disconnect
all electrical cables and pitot-static lines. Do
not forget to unscrew the pitot tube on the
bottom side of the right wing. Then, inside the
cockpit, unscrew the middle main spar screw
rst, then unscrew and remove both pin bolts.
WARNING! Do not remove spar pins yet!
Once the fuel tanks are empty, disconnect the
fuel hoses inside the cockpit as well.
Make sure you tape the end attached to the
wing not to spill any eventual leftover fuel over
the fuselage or glass surfaces as substantial
damage may occur.
Two people must now lift the wingtips (one
wingtip each) and the person in the cockpit remove the main spar pins, one by one,
smoothly.
Forcing pins out of their position may result
in structural damage, therefore the wingtip
holders must hold the wing-halfs precisely at
certain height!
Using slight circular movement at the wingtip,
the wing-halfs must now be pulled out of the
fuselage slowly. On pulling, each wing-half
must be held by two, one at the wingtip and
one near the spar.
As the wing-halfs have been pulled out, place
them onto a soft surface to prevent their
damage.
Schematic of wing (dis)assembly
Disassembling the wings
Normal procedures
28
SINUS motorglider
www.pipistrel.si
REV. 0
29
SINUS motorglider
www.pipistrel.si
REV. 0
Set the trim handle to full forward position and remove the safety sticker covering the hole on top of
the horizontal stabilizer and the tape covering the gab between horizontal and vertical tail surfaces.
Now use the enclosed “T” key to push the safety pin screw down while spinning it counter-clockwise
until it is completely loose. To detach the horizontal tail unit push it forward using rm palm strokes
until the unit pops out.
When detached, always place the horizontal tail unit onto a soft surface to prevent damage.
Normal procedures
Fitting the horizontal tail surfaces
Horizontal stabilizer and elevator MUST be united during the following procedure. To t the horizontal tail surfaces rst set the trim handle inside the cockpit to full forward position. Make sure the pins,
their holes and bushings have been cleaned and greased!
Lift the joint stabilizer and elevator and slide them into position by pushing them backwards while
the elevator is deected DOWN fully. Now use the enclosed “T” key to push the security screw down
while spinning it clockwise until the screw is completely tightened. Pull the “T” key out and make sure
the safety pin holds the head of the screw, so that eventual unscrewing will not occur.
At the end tape the gap between horizontal and vertical tail surfaces and cover the hole on top of the
vertical stabilizer with a sticker. Check control deections for smooth, unobstructed movement.
Detaching the horizontal tail surfaces
Schematic of horizontal tail surfaces (dis)assembly
29
SINUS motorglider
www.pipistrel.si
REV. 0
Bring the rudder close to fuselage and t it rst onto the top and then to the bottom hinge.
The rudder must then be fully deected to one side to provide access to the rudder bolts. Use a selfsecuring, pre-glued M10 nut together with an aluminium washer and gently screw them onto the
bolt using size 10 spanner. To reach the other rudder bolt deect the rudder to the opposite direction and repeat the up-stated procedure.
With both nuts tightened check full rudder deections for smooth, unobstructed movement.
Detaching the rudder
Deect the rudder to one side fully and unscrew the nut of the bolt with which the rudder is attached to the bottom hinge. This is the bolt located in-between the central bolt (axis of rotation) and
the bolt holding the metal ropes. DO NOT touch these two bolts - unscrew the nut of the middle bolt
ONLY. Now deect the rudder to the opposite direction and repeat the up-stated procedure.
After both bolts have been unscrewed, lift the rudder and detach it rst from the bottom, then from
the top hinge.
Schematic of rudder (dis)assembly
Attaching the rudder
Normal procedures
30
SINUS motorglider
www.pipistrel.si
REV. 0
31
SINUS motorglider
www.pipistrel.si
REV. 0
Normal procedures
Daily check-up
The daily check-up matches the preight check-up.
Preflight check-up
WARNING! Every single check-up mentioned in this chapter must be performed prior to
EVERY FLIGHT, regardless of when the previous ight took place!
The person responsible for the preight check-up is the pilot from whom it is required
to perform the check-up in the utmost thorough and precise manner.
Provided the status of any of the parts and/or operations does not comply with conditions stated
in this chapter, the damage MUST be repaired prior to engine start-up. Disobeying this instructions may result in serious further damage to the plane and crew, including injury and loss of life!
Schematic of preight check-up
12
1
2
3
4
5
6
7
8
9
10
11
13
14
15
16
17
18
19
20
21
22
1 Engine, engine cover 8 Right wing - trailing edge 15 Hor. tail surfaces (left)
2 Gascolator 9 Right spoiler 16 Fuselage, continued (left)
3 Spinner 10 Fuselage (RH side) 17 Fuselage (LH side)
4 Propeller 11 Fuselage, continued (right) 18 Left spoiler
5 Undercarriage, RH wheel 12 Hor. tail surfaces (right) 19 Left wing - trailing edge
6 Right wing - leading edge 13 Vert. tail surfaces (right) 20 Left wingtip, lights
7 Right wingtip, lights 14 Vert. tail surfaces (left) 21 Left wing - leading edge
22 Undercarriage, LH wheel
31
SINUS motorglider
www.pipistrel.si
REV. 0
Engine, engine cover
Cooling uid level (models 582 & 912): half way to the top
Oil quantity (model 912): within designated limits
Injection oil quantity (optional oil injection pump): sucient for the planned ight duration
Throttle, choke and oil pump wires: no mechanical damage, smooth and unobstructed movement
Radiators and hoses: no mechanical data and/or leakage, air lters clean and intact
Exhaust pipes and collectors: rmly in position, no cracks, springs intact and in position, rubber
dumpers intact
Eventual fuel and/or oil leakage: no spots on hoses, engine housing or engine cover
Reduction gearbox: check for eventual oil leakage, all bolts and plugs attached rmly
Fasteners and engine cover screws: tightened, engine cover undamaged
Gascolator
Drain approximately 1/3 decilitre of fuel (prevent gnd. pollution and intercept fuel with a canister).
Spinner
Spinner: no mechanical damage (e.g. cracks, impact spots), screws tightened
Bolts and nuts: secured
Propeller
Hub and blades: no mechanical damage (e.g. cracks), both immaculately clean
Bolts and nuts: secured
VARIO propeller: smooth, unobstructed movement along propeller pitch
Undercarriage, wheels
Bolts: fastened
Landing gear strut: no mechanical damage (e.g. cracks), clean
Wheel: no mechanical damage (e.g. cracks), clean
Wheel axis and nut: fastened
Brake cable: intact, no twists or sharp curves
Oil line (hydraulic brakes): no mechanical damage and/or leakage
Tire: no cracks, adequate pressure
Wheel fairing: undamaged, rmly attached, clean (e.g. no mud or grass on the inside)
Wings’ leading edge
Surface condition: pristine, no cracks, impact spots, no paint and/or edge separations
Pitot tube: rmly attached, no mechanical damage or bendings. Remove protection cover and make
sure it is not blocked or full of water.
Wing drain holes: make sure they are not blocked and clean accordingly.
1
2
3
4
5
6
Normal procedures
22
21
32
SINUS motorglider
www.pipistrel.si
REV. 0
33
SINUS motorglider
www.pipistrel.si
REV. 0
Wingtip, lights
Surface condition: pristine, no cracks, impact spots or bumps, no paint separations
Wings’ trailing edge
Surface condition: pristine, no cracks, impact spots, no paint and/or edge separations
Mylar sealing tape between wing and aileron: undamaged and in position
Aileron: pristine surface, no cracks and/or impact spots, no paint abnormalities and edge separa-
tions, no vertical or horizontal free play, smooth and unobstructed deections
Spoilers, fuel reservoir cap
Spoiler: rm, smooth, equal and unobstructed extension, tightly tted when retracted, springs sti
and intact.
Fuel reservoir cap: fastened. Make sure the pipe is completely clean.
Fuselage, antenna, rescue parachute hood
Self-adhesive tape: in position, no separations
Controls’ cap, antenna: rmly attached
Fuselage, continued
Surface condition: pristine, no cracks, impact spots or bumps, no paint separations
Horizontal tail surfaces
Surface condition: pristine, no cracks, impact spots or bumps, no paint and/or edge separations
Hinges: no free play in any direction
Central securing screw on top or the horizontal stabilizer: fastened and secured
Self-adhesive tape covering the gap between horizontal and vertical tail surfaces: in position
Elevator: smooth and unobstructed up-down movement, no side-to-side free play
Vertical tail surfaces
Vertical n bottom part: no cracks, impact spots or paint separations along main chord
Surface condition: pristine, no cracks, impact spots or bumps, no paint separations
Hinges: no free play in any direction
Rudder metal rope endings: intact, bolts in position
Tail wheel
Neutral positioning ball bolt: tightened
Wheel fairing: undamaged, rmly attached, clean (e.g. no mud or grass on the inside)
Tire: no cracks, adequate pressure
Wheel fork and fork base: nut tightened, no abnormalities, bearing and positioning ball in position
Should the aircraft be equipped with a stearable tail wheel, check the spring and release mecha-
nism condition.
Lift the tail high enough so that the tail wheel is not touching the ground and make sure the
wheel side-to-side deections are smooth and unobstructed.
CAUTION! Preight check-up should be performed following stations 1 through 22!
7
20
8
19
9
18
10
17
11
16
12
15
13
14
Normal procedures
33
SINUS motorglider
www.pipistrel.si
REV. 0
Normal procedures
In-cockpit preight check-up
Instrument panel and instruments: checked
Fuses: screwed in position
Battery disconnection lever: in position for battery operation (lever deected towards the rewall)
Master switch OFF (key in full left position): no control lights and/or electronic instrument activity
Master switch ON (key in full right position): control lights and electronic instrument active
Make sure you have set all instruments to correct initial setting.
Main wing spars and connectors: no visible abnormalities of metal parts, spars, pins and bolts; all
bolts and nuts in position and tightened
Fuel hoses, pitot-static lines and electrical cables: correctly connected and in position
Transparent plastic providing visual fuel quantity monitoring: clean with no cracks
Safety harness: undamaged, verify unobstructed harness opening; fastening points intact
Glass doors and windshield: perfect closing at all three points, smooth opening, hinges rmly at-
tached; glass immaculately clean with no cracks.
Flap handle: button spring rm, locking mechanism working properly, smooth movement along full
deections, no free play or visible damage.
Spoilers (Airbrakes) handle: full-up and locked
Radio wiring: test the switches, check connectors and headset, perform radio check
Injection oil quantity (optional oil injection pump): sucient for the planned ight duration
Battery (some models): rmly in position, check water level (if not dry version), joints clean with
wires connected
Emergency parachute release handle (optional): safety pin removed.
Make sure unobstructed access is provided.
Normal procedures
and recommended speeds
To enter the cabin rst lift the glass door all the way to the bottom wing surface. The silver knob
will grab and secure the glass door in position. Sit onto the cabin’s edge and support your body by
placing hands onto this same cabin edge. Drag yourself into the seat lifting rst the inner and then
the outer leg over the control stick. Immediately after having sat into the seat, check rudder pedals’
position to suit your size and needs. Bring the pedals closer or further away by removing the pin in
between the pedals and slide them to desired position. Do not forget to re-insert the pin in order to
secure pedals in position.
To lower the door DO NOT attempt to grab and pull door’s handle but gently pull the silver knob
instead. To close the door securely, rotate the handle so that it locks (click here to see picture) and
verify that all three closing points are secured.
Fasten the safety harnesses according to your size.
WARNING! The safety harness must hold you in your seat securely. This is especially impor-
tant when ying in rough air, as otherwise you may bump into the tubes and/or spars overhead.
34
SINUS motorglider
www.pipistrel.si
REV. 0
35
SINUS motorglider
www.pipistrel.si
REV. 0
Engine start-up
Before engine start-up
CAUTION! To ensure proper and safe use of aircraft it is essential for one to familiarise with
engine’s limitations and engine manufacturer’s safety warnings. Before engine start-up make
sure the area in front of the aircraft is clear. It is recommended to start-up the engine with aircraft’s nose pointing against the wind.
Make sure the fuel quantity will suce for the planned ight duration.
Make sure the pitot tube is uncovered and rescue parachute safety pin removed.
Engage wheel brakes.
Engine start-up
Make sure both fuel valves are open and master switch in OFF position (key full left).
Set propeller pitch to at (prop. pitch screw to the left fully).
Should the engine be cold, apply choke (lever full back).
Set master switch ON (key in full right position). Set both magneto switches ON.
Engage engine starter and keep it engaged until the engine starts.
For two-stroke engines, set throttle to at most 3500 RPM, for four-stroke engines to 2500 RPM.
Slide the choke lever forward gradually.
CAUTION! When the engine is very cold, the engine may refuse to start. Should this occur, jerk
the choke handle fully backwards and hold it there for some 20 seconds to make mixture richer.
Engine warm-up procedure
A two-stroke engine should be warmed-up at 3500 RPM, a four-stroke, however, at 2500 RPM up to
the point working temperature is reached.
Warming-up the engine you should:
1 Point aircraft’s nose against the wind.
2 Verify the engine temperature ranges within operational limits.
CAUTION! Avoid engine warm-up at idle throttle as this causes sparks to turn dirty and the
engine to overheat.
With wheel brakes engaged and control stick in full back position, rst set engine power to 3500
RPM (two-stroke engine) or 4000 RPM (four-stroke engine) in order to perform the magneto check.
Set the magneto switches OFF and back ON one by one to verify RPM drop of not more than 250
RPM (two-stroke engines) or 300 RPM (four-stroke engine).
When the magneto check has been completed, add full power (throttle lever full forward) and
monitor engine’s RPM. Make sure they range between maximum recommended and maximum
allowable RPM limits.
Note that engines do not reach 5800 RPM on ground. Engines are factory set to reach maximum
ground RPM of 5300 - 5500 at sea level at 20° C with propeller at minimum pitch setting. Maximum
ground RPM may vary depending on the season and service elevation.
CAUTION! Should engine’s RPM be lower than max. recom. RPM on ground or in excess of
maximum allowable RPM on ground during this manoeuvre, check engine and wiring for correct
installation.
Normal procedures
35
SINUS motorglider
www.pipistrel.si
REV. 0
Taxi
Taxing technique does not dier from other taildragging aircrafts. Prior to taxiing it is essential to
check wheel brakes for proper braking action.
In case you expect taxiing to last, take engine warm-up time into account and begin taxiing immediately after engine start-up. Warm-up the engine during taxiing not to cause engine overheating
because of prolonged ground operation.
Holding point
Make sure the temperatures at full power range within operational limits.
Make sure the safety harnesses are fastened and doors closed and secured at all three closing points.
Set aps to 2
nd
position (ap handle full up).
Power idle.
CAUTION! Should the engine start to overheat because of long taxi and holding, shut down
the engine and wait for the engine temperatures drop to reasonable values. If possible, point the
aircraft’s nose towards the wind. This will provide radiators with airow to cool down the engine
faster.
Take-o and initial climb
Before lining-up verify the following:
Spoilers: retracted and secured
Fuel valves: fully open
Fuel quantity: sucient
Safety harnesses: fastened
Cabin doors: closed securely
Trim handle: in neutral position or slightly forward
Flap handle: 2
nd
position (ap handle full up)
Propeller pitch: minimum - at setting (propeller pitch knob screwed to the left fully)
Runway: clear
Now release brakes, line up and add full power.
Verify engine for sucient RPM at full throttle (5300 - 5500 RPM).
CAUTION! Keep adding power gradually.
WARNING! Should engine RPM not reach 5300 - 5500 RPM when at full throttle, ABORT
TAKE-OFF IMMEDIATELY, come to a standstill and verify that the propeller is at minimum pitch
setting.
Start the takeo roll pushing elevator one third forward and lift the tail wheel of the ground as you
accelerate. Reaching VR (between 60 -70 km/h; 32-38 kts), gently pull on the stick to get the aircraft
airborne.
CAUTION! Crosswind (max 28 km/h (15 kts)) takeo should be performed with ailerons
deected opposite the direction of the wind. Special attention should be paid to maintaining
runway heading!
Normal procedures
36
SINUS motorglider
www.pipistrel.si
REV. 0
37
SINUS motorglider
www.pipistrel.si
REV. 0
Normal procedures
Initial climb
When airborne, engage brakes momentarily to prevent in-ight wheel spinning.
Accelerate at full power and later maintain proper speed of climb.
As you reach 90 km/h (50 kts) at above 50 meters (165 ft), set aps to 1st stage, reaching 110 km/h (60
kts) at above 100 meters (330 ft) set aps to neutral position. Reduce RPM by 10% (RPM reduction re-
fers to 912 model only!) and continue climbing at 115 km/h (62 kts).
Adjust the trim to neutralise the stick force if necessary.
Remember to keep the temperatures and RPM within operational limits during this manoeuvre.
CAUTION! Reduce RPM and increase speed in order to cool the engine down if necessary.
Reaching cruise altitude, establish horizontal ight and set engine power to cruise.
Cruise
As horizontal ight has been established, verify on-board fuel quantity again.
Keep the aircraft balanced while maintaining desired ight parameters.
Should you desire to cruise at low speed (up to 130 km/h (70 kts)), set aps to neutral position,
otherwise aps should be set to negative position (ap handle full down).
Check engine operation and ight parameters regularly!
WARNING! Sinus ultralight motorglider is sensitive to correct ap settings. To maintain ex-
cellent and safe ight performance it is important to set aps according to airspeed. As the pilot
you must know that the higher the speed the greater the force on the apperons. To prevent
overstressing the apperons it is of vital importance to always y at the correct ap setting as
you may otherwise damage the apperons controls’ inner structure.
At speeds in excess of VNE, even at negative ap setting this may lead to utter, loss of control
over aircraft, serious injury and even loss of life.
CAUTION! Do not, under any circumstances attempt to y the aircraft at speeds exceeding
150 km/h (80 kts) using ap setting other than negative!
Flying the 912 Model, check fuel levels as well. For it fuel system design, the fuel tents to gradually
cross-ow from the right tank to the left. To prevent this, shut the right fuel valve by 1/2 and open it
again when the fuel level inside left tank has lowered.
Cruising in rough atmosphere
Should you experience wake turbulence, reduce airspeed and continue ying with aps set to neutral position.
CAUTION! In rough air, reduce engine power if necessary to keep airspeed below VRA.
37
SINUS motorglider
www.pipistrel.si
REV. 0
Normal procedures
Descent and nal approach
Reduce speed to 90 km/h (48 kts), set propeller to minimum pitch setting (screw propeller pitch
knob to the left fully) and set aps to 1st position.
Adjust engine power to maintain proper airspeed. Set trim to neutralise stick force if necessary.
During the descent monitor temperatures and keep them within operational limits.
CAUTION! When descending, make sure the propeller is set to minimum pitch!
CAUTION! During the descent engine power MUST be reduced. Should you be forced to
descend at idle power, make sure you keep adding throttle for short periods of time, not to turn
the sparks dirty.
CAUTION! With aps in 2
nd
position only half way aileron deections are permitted.
On nal, set aps to 2nd position.
Align with the runway and reduce power to idle.
Extend spoilers and maintain an airspeed of 90 km/h (48 kts).
Instead of throttle use spoilers to control your descent glide path.
CAUTION! Crosswind landings require higher nal approach speeds to ensure aircraft’s safe
manoeuvrability.
Roundout and touchdown
CAUTION! See chapter “Performance” for landing performance.
Roundout and touchdown (are) should be performed at following airspeeds:
Calm air, aircraft at MTOM 75 km/h (40 kts) IAS
Rough air, aircraft at MTOM (incl. strong crosswinds up to 28 km/h (15 kts)) 78 km/h (42 kts) IAS
CAUTION! Land the aircraft in such a manner that all three wheels touch the ground at
exactly the same time. When touching down, rudder MUST NOT be deected in any direction
(rudder pedals centred).
When on ground, start braking action holding the control stick in full back position. Stear the aircraft
using brakes and rudder only. Provided the runway length is sucient, come to a complete standstill
without engaging the brakes but holding the control stick slightly forward not to overstress the tail
wheel.
WARNING! After touchdown, DO NOT retract spoilers immediately, for this causes sudden
lift increase and the aircraft may rebound o the ground. Should this occur, hold the elevator
steady; under no circumstances attempt to follow aircraft’s movement with elevator deections,
for Sinus ultralight motorglider tends to attenuate rebounding by itself. However, it is important
to maintain runway heading using the rudder at all times. Retract spoilers only after the aircraft
has come to a complete standstill.
CAUTION! Should you be performing the touch-and-go manoeuvre, retract spoilers carefully
before re-applying full power.
38
SINUS motorglider
www.pipistrel.si
REV. 0
39
SINUS motorglider
www.pipistrel.si
REV. 0
Normal procedures
Crosswind approach and roundout
CAUTION! Crosswinds prolong landing runway length (see chapter “Performance”).
Performing a crosswind landing, the wing-low method should be used. When using the wing-low
method it is necessary to gradually increase the deection of the rudder and aileron to maintain the
proper amount of drift correction.
WARNING! If the crab method of drift correction has been used throughout the nal ap-
proach and roundout, the crab must be removed the instant before touchdown by applying rudder to align the aircraft’s longitudinal axis with its direction of movement.
Parking
Come to a complete standstill by engaging brakes. Re-check RPM drop by switching magnetos OFF
and back ON, one by one. Leave the engine running at idle RPM for a minute in order to cool it down.
Set master switch and magneto switches OFF. Set propeller pitch to at (prop. pitch knob screwed
to the left fully). Unlock spoilers (handle hanging down freely) and insert paracute rescue system
handle’s safety pin (if rescue system installed). Open cabin door, unfasten safety harnesses and exit
the cockpit (watch for the wheel fairings!). Block the wheels and secure the pitot tube by putting on
a protection cover.
CAUTION! Should the aircraft be parked on a slope it is recommended to shut one of the fuel
valves to prevent overooding of the adjacent fuel tank.
Restarting the engine in ight
This procedure applies only for restarting the engne following an intentional unpowered ight.
Reduce speed to 90 km/h (50 kts) and set propeller to minimum pitch setting
Master switch ON (key in full right position)
Magnetos ON
WARNING! Before you activate the starter make sure the propeller is not feathered any
more but at minimum pitch setting (propeller pitch knob full forward and screwed left fully).
Should the engine cool down during unpowered ight, apply choke. Always start the engine at idle
throttle.
CAUTION! Do not add full power while the engine is still cool. Fly at lower airspeeds at low
power engine setting to warm it up instead (e.g. 90 km/h (50 kts) at 3000 RPM).
39
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
Airspeed indicator
calibration
Take-o performance
Climb performance
Cruise
Descent
Landing performance
Vg diagram
Speed polar
Additional technical data
Noise levels
Performance
Performance
40
SINUS motorglider
www.pipistrel.si
REV. 0
41
SINUS motorglider
www.pipistrel.si
REV. 0
Performance
Introduction
This chapter provides information on aircraft’s airspeed calibration, stall speeds and general performance. All data published was obtained from test ight analysis. Test pilots were instructed to
control the plane simulating average pilot’s ying skills.
Airspeed indicator calibration (IAS to CAS)
Pitot tube’s ingenious mounting and construction makes IAS to CAS correction values insignicant.
Therefore pilots should regard IAS to be same as CAS. IAS = CAS.
Stall speeds
Stall speeds at MTOM are as follows:
aps in negative position; -5° (up): 69 km/h (36,7 kts)
aps in neutral position; 0° (neutral): 66 km/h (35,6 kts)
aps in 1st position; +9° (down): 65 km/h (35,0 kts)
aps in 2nd position: +18° (down): 63 km/h (34,0 kts)
Take-off performance
All data published in this section was obtained under following conditions:
aircraft at MTOM
elevation: 100 meters (330 feet)
wind: calm
runway: dry grass runway with low-cut grass
ICAO standard atmosphere
SINUS Model 503 Model 582 Model 912
takeo runway length at MTOM (VARIO prop.) 123 m (405 ft) 100 m (330 ft) 93 m (305 ft)
takeo runway length (over 15m (50 ft) obstacle) 215 m (705 ft) 170 m (555 ft) 153m (450 ft)
Note: in order to meet the data for takeo runway lenght over 15 m obstacle maintain Vx
after take-o.
Takeo runway length may vary depending on the wind, temperature, elevation and
wing & propeller surface condition.
41
SINUS motorglider
www.pipistrel.si
REV. 0
Eect of elevation
The table below provides data about the eect of elevation on takeo runway length.
elevation (m) 0 500 1000 1500
atmosph. pressure (hPa) 1012 954 898 845
outside temperature (°C) 15,0 11,7 8,5 5,2
Takeo runway length [m (ft)]
Model 503 123 (405) 155 (505) 191 (625) 224 (735)
Model 582 100 (330) 139 (455) 170 (555) 195 (640)
Model 912 93 (305) 117 (380) 143 (465) 165 (540)
WARNING: If the outside temperature is higher than the standard value it is mandatory to
consider the takeo runway length prolongs as follows: L = 1,10°C.
The graph below indicates how takeo runway length changes as altitude increases.
50 160
150 500
200 650
100 330
250 820
takeoff runway length
elevation (m)
Rotax 503
Ro
tax 582
Rotax 912
elevation (ft)
650
1300
2000
2600
3200
4000
4600
m f
t
0
200 400
600 800 1000 1200
1400
Eect of the wind
Wind (head, cross or downwind - also called tailwind) aects aircraft’s ground speed (GS).
Headwind on takeo and landing causes the Takeo and Landing runway length to shorten as the
GS is smaller during these two ight stages. The opposite stands for tailwind on takeo and landing
as tailwind prolongs Takeo and Landing runway length signicantly.
The data on the next page was obtained through testing and therefore serve as informative values
only.
Performance
42
SINUS motorglider
www.pipistrel.si
REV. 0
43
SINUS motorglider
www.pipistrel.si
REV. 0
Headwind shortens Takeo and Landing runway length by 8 meters (25 feet) with every 5 km/h
(3 kts) of wind increase (e.g. provided there is a 10 km/h (6 kts) headwind on takeo and landing, dis-
tances will be approximately 16 meters (50 feet) shorter then ones published in the manual).
Tailwind prolongs Takeo and Landing runway length by 18-20 meters (60-65 feet) with every 5
km/h (3kts) wind increase (e.g. provided there is a 10 km/h (6kts) tailwind on takeo and landing, distances will be approximately 36-40 meters (120-130 feet) longer then ones published in the manual).
WARNING! Tailwind aects takeo and landing performance by more than twice as much as
headwind does.
The table below provides data about the eect of headwind (+) and tailwind (-) on takeo runway
length.
windspeed (m/s) -3 -2 -1 0 2 4 6
Takeo runway length [m (ft)]
Model 503 193 (630) 165 (540) 143 (465) 123 (405) 99 (325) 80 (260) 69 (225)
Model 582 172 (565) 145 (475) 123 (405) 100 (330) 84 (275) 70 (230 59 (195)
Model 912 146 (655) 124 (405) 105 (345) 93 (305) 76 (245) 64 (210) 54 (175)
The graph below indicates how takeo runway length changes when aected by wind.
50 160
150 500
200 650
100 330
250 820
0
Rotax 503
Ro
tax 582
Ro
tax 912
-4
0
4
8
12
16
-8
m
ft
kts
takeoff runway length
m/s
-4 -2
0
2
4
6
8
Eect of outside temperature
The table below provides data about the eect of outside temperature on takeo runway length.
temperature (°C) 13 20 25 30 35
Takeo runway length [m (ft)]
Model 503 123 (405) 147 (480) 165 (540) 177 (580) 191 (625)
Model 582 100 (330) 127 (415) 145 (475) 157 (515) 165 (540)
Model 912 93 (305) 114 (375) 125 (410) 134 (440) 144 (470)
Performance
43
SINUS motorglider
www.pipistrel.si
REV. 0
Performance
outside temperature (°C)
0
5
10
15
20
25
30
Rotax 503
Ro
tax 582
Ro
tax 912
35
50 160
150 500
200 650
100 330
250 820
m f
t
takeoff runway length
The graph below shows how takeo runway length changes when aected by temperature chances.
Climb performance
SINUS Model 503 Model 582 Model 912
best climb speed 110 km/h (60 kts) 115 km/h (62 kts) 115 km/h (62 kts)
best climb rate at MTOM 3,2 m/s (640 fpm) 4,4 m/s (880 fpm) 6,5 m/s (1300 fpm)
climb rate at 140 km/h (75 kts) 2,8 m/s (560 fpm) 4,2 m/s (840 fpm) 6,3 m/s (1260 fpm)
Eect of elevation
The table below provides data about the eect of elevation on climb rate at best climb speed Vy.
SINUS Model 503 Model 582 Model 912
0 m (0 ft) 3,2 m/s (640 fpm) 4,2 m/s (840 fpm) 6,5 m/s (1300 fpm)
500 m (1600 ft) 2,9 m/s (580 fpm) 3,9 m/s (780 fpm) 6,0 m/s (1200 fpm)
1000 m (3300 ft) 2,5 m/s (500 fpm) 3,5 m/s (700 fpm) 5,5 m/s (1100 fpm)
1500 m (5000 ft) 2,3 m/s (460 fpm) 3,3 m/s (660 fpm) 4,9 m/s (980 fpm)
The graph below indicates how climb rate changes as altitude increases.
2 400
6 1200
8 1600
4 800
climb rate
0
Rotax 503
Ro
tax 582
Rotax 912
m/s fpm
650
1300
2000
2600
3300
4000
4600
m
ft
200
400 600 800
1000
1200 1400
elevation
44
SINUS motorglider
www.pipistrel.si
REV. 0
45
SINUS motorglider
www.pipistrel.si
REV. 0
Cruise
Cruising at MTOM using 75% engine power in ICAO standard atmosphere at an elevation of 500 meters (1650 feet) with aps set to negative position, Sinus ultralight motorglider will provide you with
cruise performance as follows:
SINUS Model 503 Model 582 Model 912
cruise airspeed (BAM2 prop.) 150 km/h (80kts) 160 km/h (87 kts) 180 km/h (100 kts)
Cruise speed may vary depending on the cruise altitude, gross weight and propeller pitch
setting.
Descent
The rate of descent and by that descent glide path is adjusted using spoilers.
Typical sink rate, with aps set to 2nd position and spoilers fully extended, measures
2,5 m/s (500 fpm) at 90 km/h (48 kts) and 4,0 m/sec (800 fpm) at 115 km/h (62 kts).
SINUS Model 503 Model 582 Model 912
max. sink rate, spoilers extended 5,5 m/sec
(1100 fpm)
5,5 m/sec
(1100 fpm)
5,5 m/sec
(1100 fpm)
The glide
The glide is dened as unpowered rightened ight at speed providing best lift over drag ratio or
minimum sink rate.
Should the engine become inoperative in ight, as a result of either intended or unintended action,
and it cannot be restarted, react as follows:
establish rightened ight at the speed providing best lift over drag ratio, if you desire to overcome greatest distance at reach from initial altitude.
establish rightened ight at speed providing minimum sink rate, if you desire do stay airborne
the longest. This may come in handy in case you will be forced to give way to other aircraft or if you
simply need time to determine the most appropriate site to land out on.
SINUS Model 503 Model 582 Model 912
minimum sink speed 90 km/h (48 kts) 90 km/h (48 kts) 90 km/h (48 kts)
minimum sink rate (BAM2 prop.) 1,24 m/s (205 fpm) 1,24 m/s (205 fpm) 1,24 m/s (205 fpm)
minumum sink rate (VARIO prop.) 1,02 m/s (204 fpm) 1,02 m/s (204 fpm) 1,02 m/s (204 fpm)
best lift/drag ratio speed 95 km/h (51 kts) 95 km/h (51 kts) 95 km/h (51 kts)
best lift/drag ratio (BAM 2 prop.) 1:23 1:23 1:22
best lift/drag ratio (VARIO prop.) 1:30 1:30 1:29
L/D ratio at 150 km/h (80 kts) 1:18 1:18 1:18
CAUTION: When the engine fails, especially in climb, the aircraft always loses some 20 meters
(65 feet) of altitude before pilots manage to establish rightened unpowered ight.
Performance
45
SINUS motorglider
www.pipistrel.si
REV. 0
Landing performance
Landing runway length may vary depending on the elevation, gross weight, touchdown velocity,
wind direction and how aggressive the braking action is. In following conditions: aircraft at MTOM,
airport elevation 100 meters (300 feet), wind calm; the landing runway length measures 110 meters
(330 feet). Should you be ying solo, the length shortens by another 10 meters (30 feet).
WARNING! Runway proportions must be in excess of 250 x 30 meters (820 x 100 feet) with no
obstacles in 4° range o runway heading in order ensure safe ying activity. Use of shorter strips
should be considered a major exception and is allowed to experienced pilots at own risk only.
Crosswind landing limitations
Maximum allowed crosswind speed on takeo and landing with aps in 2nd position is 28 km/h
(15 kts).
Vg diagram
Performance
10
20
25
15
L/D ratio
EAS (km/h
)
60
120
140
160
200
80
180
220
70
110
130
150
190
90
170
210
225
100
30
5
-9 -1800
-5 -1000
-3 -600
-7 -1400
-1 -200
-11 -2200
sink rate
sink rate
L/D ratio
m/s fpm
Speed polar (propeller feathered)
46
SINUS motorglider
www.pipistrel.si
REV. 0
47
SINUS motorglider
www.pipistrel.si
REV. 0
Additional technical data
SINUS Model 503 Model 582 Model 912
stall speed (aps extended)
63 km/h
(34,0 kts)
63 km/h
(34,0 kts)
63 km/h
(34,0 kts)
stall speed (aps retracted)
66 km/h
(35,6 kts)
66 km/h
(35,6 kts)
66 km/h
(35,6 kts)
cruise speed (75 % power)
170 km/h
(91 kts)
191 km/h
(103 kts)
200 km/h
(108 kts)
max. speed with spoilers extended
160 km/h
(86 kts)
160 km/h
(86 kts)
160 km/h
(86 kts)
max. speed with aps in 1st position
130 km/h
(70 kts)
130 km/h
(70 kts)
130 km/h
(70 kts)
max. speed with aps in 2nd position
110 km/h
(60 kts)
110 km/h
(60 kts)
110 km/h
(60 kts)
manoeuvring velocity Va
141 km/h
(76 kts)
141 km/h
(76 kts)
141 km/h
(76 kts)
max. permitted horizontal speed (Vmax)
186 km/h
(97 kts)
205 km/h
(111 kts)
220 km/h
(119 kts)
VNE
225 km/h
(122 kts)
225 km/h
(122 kts)
225 km/h
(122 kts)
best climb-over-distance ratio speed V
x
85 km/h
(46 kts)
85 km/h
(46 kts)
87 km/h
(47 kts)
best climb rate speed V
y
110 km/h
(62 kts)
115 km/h
(65 kts)
115 km/h
(65 kts)
max. climb rate at MTOM
3,2 m/s
(640 fpm)
4,4 m/s
(880 fpm)
6,5 m/s
(1300 fpm)
climb rate at 140 km/h
2,8 m/s
(560 fpm)
4,2 m/s
(840 fpm)
6,3 m/s
(1260 fpm)
minimum sink speed
90 km/h
(48 kts)
90 km/h
(48 kts)
90 km/h
(48 kts)
minimum sink rate (BAM 2 prop.)
1,24 m/s
(250 fpm)
1,24 m/s
(250 fpm)
1,24 m/s
(250 fpm)
minimum sink rate (VARIO prop.)
0,96 m/s
(185 fpm)
1,03 m/s
(205 fpm)
1,03 m/s
(205 fpm)
max. sink rate with spoilers extended
5,5 m/s
(1100 fpm)
5,5 m/s
(1100 fpm)
5,8 m/s
(1100 fpm)
best glide ratio speed
95 km/h
(51 kts)
95 km/h
(51 kts)
95 km/h
(51 kts)
takeo runway length at MTOM (VARIO prop.)
123 m
(405 ft)
100 m
(330 ft)
93 m
(305 ft)
takeo runway length at MTOM over 15 m obst.
215 m
(705 ft)
170 m
(555 ft)
153m
(450 ft)
service ceiling at MTOM
6100 m
(20.000 ft)
7000 m
(23.000 ft)
8800 m
(29.000 ft)
best glide ratio (BAM 2 prop.) 1:23 1:23 1:22
best glide ratio (VARIO prop.) 1:30 1:30 1:29
glide ratio at 150 km/h (VARIO prop.) 1:18 1:18 1:18
45° left to 45° right - bank to bank time 4,2 s 4,2 s 4,2 s
endurance (incl. 10% reserve) 5,3 h 4,8 h 5,8 h
fuel ow at cruise speed 10,2 l/h 11,5 l/h 9,2 l/h
range at cruise speed 930 km 930 km 1100 km
max. wing load factors +4 G -2 G +4 G -2 G +4 G -2 G
Performance
47
SINUS motorglider
www.pipistrel.si
REV. 0
WARNING! Wing and propeller surfaces must be immaculately clean, dry and undamaged at
all times. As all airfoils are laminar any impact spots, bumps and even a dirty (incl. water, snow...)
surface may signicantly lower ight performance. Stall speed, takeo and landing runway
length, sink rates and fuel consumption increase, while climb rates, ceiling, lift-over-drag ratio
and endurance decrease. Some of the these are eected by as much as 30%!
Noise levels
Noise levels are measured from the ground. The aircraft at MTOM must y over the microphone at a
height of 150 meters (500 feet), exactly at VNE, with engine power needed to maintain horizontally
rightened ight. All versions of Sinus ultralight motorglider’ noise levels measured in such manner
have been ocially assessed to be below 65 dB.
Performance
48
SINUS motorglider
www.pipistrel.si
REV. 0
49
SINUS motorglider
www.pipistrel.si
REV. 0
This page is intentionally left blank.
49
SINUS motorglider
www.pipistrel.si
REV. 0
Weight and balance
Introduction
Weighing procedure
Equipment list
Determination of CG
Sample CG calculation
Weight and balance
50
SINUS motorglider
www.pipistrel.si
REV. 0
51
SINUS motorglider
www.pipistrel.si
REV. 0
Weight and balance
Introduction
This chapter provides information on aircraft’s weight and balance, which is essential for safe ying
activity.
Weighing procedure
How to weigh the aircraft and later determine the CG correctly:
Make sure all listed aircraft parts and appliances are installed and in position.
Remove all other objects (e.g. tools, mops ...).
Empty fuel tanks except for the unusable fuel.
Fill up engine oil to the top marking.
Retract aps and spoilers, leave control surfaces centred.
Support fuselage at the rear and level the aircraft inside a closed space.
To do this, use the provided airfoil template at lower side of the wing close to the wing root
and make sure its straight edge is level (horizontal).
Once leveled, read the scale readings and subtract eventual tare weight.
Now measure and record all readings and ll out the bottom schematic.
Datum is wing’s leading edge at wing root. Calculate the lever arm of CG using this formula:
Lever arm of CG (X) = ((G2 / G) x b) + a
Weighing form
Weighing point and symbol Scale reading Tare Nett
right main wheel (GD)
left main wheel (GL)
tail wheel (G2)
total (G = GD + GL +G2)
51
SINUS motorglider
www.pipistrel.si
REV. 0
Equipment list
Aircraft’s empty weight data is unique for each and every Sinus ultralight motorglider produced.
Sinus model:
Serial number:
Registration number:
Installed appliances:
Determination of CG
Weight (kg)
Weight’s lever
arm (cm)
Torque (kgcm) Remarks
Basic cfg. emtpy weight
CAUTION! Each newly installed part or appliance must be registered in the upper table. Also,
new total weight and lever arm of CG values must be entered and position of CG re-determined.
Furthermore, the momentum must be recalculated. This is rather unchalanging to do. First multiply the new part’s weight by it’s lever arm measured from the reference point (wing’s trailing
edge). Then sum up all momentums and divide the sum by the new total weight.
WARNING! Aircraft's safe center of gravity position ranges between 20% and 39% of mean
aerodynamic chord and is not aected by cockpit crew weight or weight of fuel on board in any
way.
WARNING! If your aircraft is equipped with a parachute rescue system, the weight of lug-
gage in luggage compartment is limited to 1 kg if you own the 503 model, 2 kg if you own the
model 582 and 4 kg if you are a proud owner of 912 model.
Weight and balance
52
SINUS motorglider
www.pipistrel.si
REV. 0
53
SINUS motorglider
www.pipistrel.si
REV. 0
Sample CG calculation
Guidelines
Gtotal is the total mass of empty aircraft. All calculations can be performed with aircraft empty
weight and empty weight centre of gravity (c.g.), as the pilots sits directly below the centre of gravity
and do not cause the c.g. to be shifted. The amount of fuel quantity also has no impact on the c.g..
WARNING! Both pilots’ weight and weight of fuel do not inuence c.g. or their inuence is
insignicant. However, baggage can inuence the c.g. severely and may cause the aircraft to
become uncontrollable!
Basic CG formulas and calculation
The below instructions are valid for Sinus Tail Wheel and Nose Wheel editions. Read thoroughly. Note
also that the basic c.g. at 287 mm will be used purely as an example.
First, weigh the aircraft according to the procedure described in this chapter and write down values
of G1 (sum of scale readings at main wheels) and G2 (scale reading at tail/front wheel). Then calculate the position of c.g. in milimeters (mm) from the datum (wing’s leading edge at wing root).
For Tail wheel edition of Sinus ultralight motorglider use the following formula:
where:
G2tail is the scale reading at the tail wheel,
Gtotal is the sum of G1 and G2tail (G1+G2tail), a.k.a. aircraft empty weight
a is the distance from main wheel axis to wing’s leading edge,
b is the distance between main and tail wheel axis.
For Nose wheel edition of Sinus ultralight motorglider use the following formula:
where:
G2back is the sum of scale readings at both main (back) wheels,
Gtotal is the sum of G1 and G2back (G1+G2back), a.k.a. aircraft empty weight
a is the distance from nose wheel axis to wing’s leading edge,
b is the distance from main wheel axis to wing’s leading edge,
c = (a+b) is the sum of both distances above.
Second, determine the c.g. position in percentage (%) of Mean Aerodynamic Chord (MAC) with following the formula:
where:
CGmm is the position of CG in milimeters (mm),
R is the dierence between wing’s leading edge and MAC’s leading edge (69 mm),
MAC is the Mean Aerodynamic Chord (869 mm).
CG
G b
G
a
G m
m
G
mm mm
mm
tail
tota
l
tail
total
=
·
+ =
·
+ =
2 2 4300
110 287
CG
G c
G
a
G m
m
G
mm mm
mm
back
total
back
total
=
·
- =
·
- =
1 1 1525
1020 287
CG
CG
R
MA
C
mm mm
mm
MACmm%
. %=
-
· =
-
· =
100
287 69
869
100 25 1
Weight and balance
53
SINUS motorglider
www.pipistrel.si
REV. 0
Baggage and CG
The amount of baggage you can carry in the solid baggage compartment or in the baggage pouch
behind the seats is limited by the centre of gravity of the empty aircraft (pilots’ and fuel weight do
not inuence c.g.) and the MTOW.
To calculate how much the c.g. shifts because of added baggage into the solid baggage compartmet
or the baggage pouch behind the seats use the following formula:
where:
Gtotal is the aircraft empty weight,
CGmm is the position of CG of empty aicraft in milimeters (mm),
Gbags is the weight of the baggage,
Lbags is the lever arm from the datum to baggage area (1160 mm).
Again, express the new c.g. in percentage of MAC:
where:
CGwith.bags is the position of CG now with bags in milimeters (mm),
R is the dierence between wing’s leading edge and MAC’s leading edge (69 mm),
MAC is the Mean Aerodynamic Chord (869 mm).
We now have the data of c.g. of the sample aircraft with 10 kgs of baggage. You can recalculate the
formulas using the weights and c.g. of your empty aircraft and the planned amount of baggage for
your ight.
CAUTION: The baggage weight limitations mentioned on page 15 of this manual represent
fool-proof limits for safe operation, even without special c.g. calculation. However, the actual
baggage weight limitation is dierent of each individual aicraft and can be determined using the
above formulas. The decision of how much baggage to carry on a ight is at pure responsibility
of the pilot in command!
WARNING! Always make sure that the baggage is placed xed inside the baggage area.
Movements of baggage in-ight will cause shifts of centre of gravity!
WARNING! Do not, under any circumstances attempt to y the aircraft outside the allow-
able c.g. limits! Allowable c.g. range is between 243 mm and 408 mm, measured from the wing's
leading edge backwards which corresponds to 20% - 39% MAC)
WARNING! Maximum takeo weight (MTOM) MUST NOT, under any circumstances, exceed
450 / 472,5kg.
CG
G CG G
L
G G
kg
with bags
total m
m bags mm
total
bags
.
=
·
( )
+ ·
( )
+
=
·292 2877 10 1160
292 10
316
mm kg mm
kg kg
mm
( )
+ ·
( )
+
=
CG
CG
R
MA
C
mm mm
mm
bags MAC
with bags
( )%
.
.
+
=
-
· =
-
· =
100
316 69
869
100 28 44%
Weight and balance
54
SINUS motorglider
www.pipistrel.si
REV. 0
55
SINUS motorglider
www.pipistrel.si
REV. 0
This page is intentionally left blank.
55
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
Cockpit levers
Instrument panel
Undercarriage
Seats and safety
harnesses
Pitot-static lining
Air brakes (spoilers)
Power plant and propeller
Fuel system
Electrical system
Engine cooling system
Engine lubrication system
Wheel brake system
Aircraft and systems on board
Aircraft and systems on board
56
SINUS motorglider
www.pipistrel.si
REV. 0
57
SINUS motorglider
www.pipistrel.si
REV. 0
Aircraft and systems on board
Sinus is a 15-meter-wingspan, two-seat T-tail
motorglider made almost entirely of composite materials. Its low-drag, high-wing-monoplane, engine-at-the-front construction makes
it a perfect glider when ying unpowered. In
fact, the propeller can be feathered to reduce
drag even more.
The undercarriage is a taildragger type with
two main, brake equipped, wheels mounted
on struts and a free-spinning or rudder-guided
tail wheel.
Sinus features aperons, interconnected aps
and ailerons presented in the same deecting
surface. Flaps oer 4 settings: neutral, 1st, 2nd
and the negative position of which none have
any impact on aileron deections whatsoever.
What is more, individual main ight control
levers make Sinus ideal for initial as well as for
advanced ight training. All aileron, elevator
and ap controls are connected to the cabin
controls using self-tting push-pull tubes.
Rudder deects via cables. The elevator trim is
mechanical, spring type.
All aircrafts ship with H type safety harness
attached to the fuselage at three mounting
points. Rudder and belonging brake pedals
can be adjusted to suit your size and needs.
Fuel tanks are located inside the wings. Fuel
selector is in the form of two separate valves,
located on the left and right upper wall of the
cabin. Fuel hose connectors are self securing
- this prevents fuel spills when disassembling
the aircraft. The gascolator is located beneath
the lower engine cover. Refuelling can be done
by pouring fuel through the reservoir openings
on top of the wings or by using an electrical
fuel pump instead. Also featured are low-fuel
signal lights on the instrument panel.
All glass surfaces are made of 2 mm anti UV GE
Lexan, which was specially developed not to
shatter or split on impact.
Main wheel brakes are drum or disc, wire
driven (old type) or hydraulic type (new type).
The hydraulic brake uid used is DOT 3 or DOT
4. Cabin ventilation is achieved through special
ducts tted onto glass doors, cabin heating,
however, is provided utilizing of hot air from
the engine.
To enhance aerodynamics even more, every
Sinus ultralight motorglider comes equipped
with special wheel fairings and the propeller
spinner. Standard propeller is BAM2, used, tested and certied beforehand on other Pipistrel
aircraft. The VARIO propeller, oering in-ight
variable pitch and feathering is and option.
Electric circuit enables the pilot to test individual circuit items and to disconnect the entire
wiring but leave the engine running, should
there come to a distress situation. Navigational
(NAV), anti collision (AC) and landing (LDG)
lights are an option. The rewall is enforced by
heat and noise insulation.
Basic instruments come installed with operational limits pre-designated. Also, signal lights
indicating danger zones are provided.
Parachute rescue system is an option.
Introduction
57
SINUS motorglider
www.pipistrel.si
REV. 0
Composite parts are made of:
fabric: GG160, GG200, 90070, 92110, 92120, 91125, 92140, 92145, KHW200
roving: NF24
foam: 75 kg/m3 PVC 3mm, PVC 5 mm, PVC 8mm
GFK: 3 mm, 5 mm, 7 mm of thickness
paint: gelcoat
heat resistant protection glass-aluminium sandwich
Medal parts used are:
tubes: materials: Fe0146, Fe 0147, Fe0545, Fe1430, AC 100, CR41 in LN9369
sheet metal: materials: Fe0147 in Al 3571
rods: materials: Fe 1221, Fe 4732, Č4130, Al 6082, CR41 in Al 6362
cable: AISI 316
bolts and nuts: 8/8 steel
All composite parts are made of glass, carbon and kevlar ber manufactured by Interglas GmbH.
All parts have been tested at safety factor 1.8, meaning stressed to 7,2 G
All parts are made in moulds, therefore no shape or structural dierences can occur.
All desinging, manufacturing and testing complies with following regulations:
• Bauvorschriften für Ultraleichtugzeuge des Deutschen Aero Club e.V. Beauftragter des
Bundes-ministeriums für Verkehr
• JAR-1 microlight denition
• JAR-VLA –certain sections
for Slovenian market also: Pravilnik o ultralahkih napravah Republike Slovenije.
All parts and materials presented in Sinus ultralight motorglider are also being used
in glider and general aviation industry and all comply with aviation standards.
Aircraft and systems on board
58
SINUS motorglider
www.pipistrel.si
REV. 0
59
SINUS motorglider
www.pipistrel.si
REV. 0
Cockpit levers
Sinus ultralight motorlglider’s cockpit levers are divided into two groups:
Individual control levers: pilot stick and rudder with belonging brake levers
Joint control levers: throttle lever, chock lever, ap lever, trim lever, airbrakes lever, fuel valves, door
levers, battery disconnection lever/ring and emergency parachute release handle.
Instrument panel
.
.
.
Aircraft and systems on board
Note: Aircraft delivered prior to year 2004 also feature fuel reserve warning lights on
the instrument panel due to a dierent visual fuel quantity check.
Exceptions are, however, possible.
59
SINUS motorglider
www.pipistrel.si
REV. 0
Sinus ultralight motorglider ships with two dierent types of standard instrument panels: the conventional panel and the glass panel (dierence seen on previous page). The glass panel utilizes the
power of Brauniger multifunction instrument to screen both ight and engine parameters. Both
panels share a magnetic compass, a side-slip indicator, 12 V chargette, cockpit heating lever and an
eventual propeller pitch knob.
The optional XL instrument panel has enough room for all the extra instruments and there is a map
pocket on either side of the cockpit for storage.
All aircraft from mid-2003 onwards are serially equipped with acustic alarms to help you recognise
and avoid dangerous ight parameters such as: stall speed, exceeding VNE, low/high oil pressure etc.
The volume of these acustic alarms can be adjusted by turning a knob on the instrument panel.
Notes on Brauniger Alpha MFD multifunction instrument
• The new version of Brauniger AlphaMFD multifunction instrument (V315) also features
an acoustic vario-meter and an acoustic VNE alarm.
• Certain Brauniger AlphaMFD instalations require the multifunction instrument to be
switched ON seperately from the aircraft’s master switch.
• Always make sure the instrument is switched OFF when you leave the aircraft not to
discharge its internal battery.
Undercarriage
The undercarriage is a taildragger type with two main, brake equipped, wheels mounted on struts
and a free-spinning or rudder-guided tail wheel.
distance between main wheels: 1,60 m
distance between main and tail wheel: 4,27 m
tire: 4,00'' x 6'' (main wh.), 2,50'' x 4'' (tail wh.)
tire pressure 1,0 - 1,2 kg/cm2 (main wh.), 0,6 kg/cm2 (tail wh.)
brakes: drum or disk type, driven by brake pedals located on both rudder pedals
brake uid: DOT 3 or DOT 4
main wheel axis to tail wheel distance: 4,25 m
Seats and safety harnesses
Seats have no sti internal structure and do not oer dierent settings. All Sinus ultralight motorgliders ship with H type safety harness attached to the fuselage at three mounting points.
Pitot-Static lining
The pitot tube is attached to the bottom side of the right-hand wing. Pitot lines made of composite
materials lead through the inside of the wing all the way to the instrument panel.
Air brakes (spoilers)
Spoilers are most commonly used to increase drag and steepen the nal approach.
During takeo, climb and cruise spoilers MUST be retracted and locked (handle in cockpit in full up
position). To unlock and extend spoilers, pull the handle downwards.
Aircraft and systems on board
60
SINUS motorglider
www.pipistrel.si
REV. 0
61
SINUS motorglider
www.pipistrel.si
REV. 0
Aircraft and systems on board
Power plant and propeller
Sinus ultralight motorglider may be equipped with various three engines.
Engine types:
Engine: ROTAX 503 (two-stroke inline, two cylinders, 497 cm3)
twin carburated - double electronic ignition
cooling: fan cooling
lubrication: by adding oil into fuel or using an independent oil pump
reduction gearbox: Rotax type “B” or “C”
reduction ratio: 1 : 2,58 or 1: 2,62 (1:3 optional)
el. generator output power: 170 W at 6000 RPM
starter: electric
engine power: 45 (49) HP at 6600 RPM
battery: 12 V, 8 Ah
Engine: ROTAX 582 (two-stroke inline, two cylinders, 580 cm3)
twin carburated - double electronic ignition
cooling: water cooling, own radiator and water pump
lubrication: by adding oil into fuel or using an independent oil inject. pump
reduction gearbox: Rotax type “B” or “C”
reduction ratio: 1 : 2,58 or 1: 2,62 (1:3 optional)
el. generator output power: 170 W at 6000 RPM
starter: electric
engine power: 64 HP at 6600 RPM
battery: 12 V, 8 Ah
Engine: ROTAX 912UL (4-stroke boxer, four cylinders, 1211 cm3)
twin carburated - double electronic ignition
cooling: housing aircooled, cylinder heads watercooled - own radiator and
pump, other moving parts oilcooled - own radiator and pump
lubrication: centrally oiled - own oil pump and radiator
reduction gearbox: integrated
reduction ratio: 1 : 2,27
el. generator output power: 250 W at 5500 RPM
starter: electric
engine power: 80 HP at 5500 RPM
battery: 12 V, 8 Ah
All metal ropes used are re resistant, kept inside metal, self-lubricating exible tubes.
61
SINUS motorglider
www.pipistrel.si
REV. 0
Schematic of throttle and choke control
Aircraft and systems on board
Throttle
Choke
Throttle
Choke
Choke
Throttle
Throttle
Choke
models 503 and 582 model 912
Propeller types:
propeller Pipistrel BAM2: twin blade, xed pitch composite propeller - diameter 1660 mm
propeller Pipistrel VARIO : twin blade, variable pitch composite propeller - diameter 1620 mm
VARIO propeller
A variable pitch propeller signicantly increases aircraft’s takeo, cruise and glider performance.
CAUTION! Always y in such a manner that you are able to reach at least one landing-out site
every moment of the ight. This especially applies to unpowered ight as ignition, engine and/or
propeller malfunction may prevent you from restarting the engine and by that resuming normal
ight.
Use of Vario propeller
decreasing propeller pitch increasing propeller pitch
The screw in the middle of the knob indicates propeller pitch status. The screw is deep inside the knob
when at minimum pitch and slides out as propeller pitch is increased.
62
SINUS motorglider
www.pipistrel.si
REV. 0
63
SINUS motorglider
www.pipistrel.si
REV. 0
When taking-o, always make sure propeller is set to minimum pitch to ensure maximum engine
eciency. To set the propeller to minimum pitch, screw the propeller pitch knob located on the instrument panel counter clockwise completely. Prior to taking-o, engine and propeller ground check
must be performed. At full power and propeller pitch at minimum, RPM must not exceed designated
limits. Verify also, that the RPM drop signicantly when setting propeller pitch to maximum setting
(knob screwed to the right fully, but not feathered!). When returning propeller pitch back to minimum setting, the RPM must reach same initial value as before engine and propeller ground check!
CAUTION! Verify RPM and engine parameters multiple times.
If propeller pitch is increased (rotate knob clockwise), engine’s RPM will drop. Do not, under any
circumstances, allow engine underrotation. Should this occur, immediately decrease prop. pitch to
regain proper engine cruise parameters.
WARNING! Both engine under- and overrotation may cause signicant damage to the en-
gine and propeller.
Propeller feathering
WARNING! Feather propeller only after the engine has stopped and at minimum pitch.
To feather the propeller, rst reduce airspeed to 90 km/h (50 kts), then pull the propeller pitch knob’s
metal base backwards fully and then rotate it 20° clockwise. A propeller pitch of approximately 70° is
reached by doing so. To feather the propeller fully (90°), rotate the knob clockwise a couple of times
until it stops.
Propeller unfeathering
To unfeather the propeller, rst reduce airspeed to 90 km/h (50 kts) and screw the propeller pitch
knob to the left fully. Then pull the propeller pitch knob’s metal base slightly, rotate it counter clockwise for 20° and gently push it all the way to the instrument panel.
WARNING! Do not, under any circumstances, attempt to restart the engine while the propel-
ler is feathered. This would most denitely result in engine, propeller and/or aircraft’s structural
damage.
20°
2. secure feathered position1. propeller feathering
Aircraft and systems on board
63
SINUS motorglider
www.pipistrel.si
REV. 0
Fuel system
description: vented wing fuel tanks with refuling aperture on top of the wings
fuel selector valves: separated, one for each fuel tank
gascolator: lter equipped with drain valve
fuel capacity: 30 + 30 liters (std.) / 50 + 50 litres (optional)
unusable fuel (per reservoir): 2 liters (std.) / 5 litres (optional)
fuel lter: metal, inside the gascolator
All fuel hoses are protected with certied glass-teon cover. Sinus ultralight motorglider models 503
and 582’s fuel system are without fuel return circuit. Model 912’s fuel system features fuel return circuit.
WARNING! Visual fuel quantity indicator (tubes) in cockpit do not always provide relevant
information about the actual fuel quantity on board. Due to reasons of wing dihedral, angle of
attack, sideslip and reservoir supply point the readout may be incorrect. Flying with less than 3
cm (1 Inch) of indicated fuel (measured from the bottom of the tube upwards in any of the reservoirs) is therefore regarded as hazardous any may result in engine fuel starvation and/or engine
failure.
CAUTION! Due to the position of the fuel reservoir supply point, ying in considerable sideslip
for a longer time may result in fuel starvation to the engine if the fuel tank in the opposite direction of the sideslip is closed. Should this occur, righten the ight and re-open the fuel tank in
question immediately to prevent engine failure.
Schematic of fuel system - models 503 and 582
Schematic of fuel system - model 912 (no fuel return circuit)
Aircraft and systems on board
64
SINUS motorglider
www.pipistrel.si
REV. 0
65
SINUS motorglider
www.pipistrel.si
REV. 0
Schematic of fuel system - model 912 (with fuel return circuit)
Electrical system
description: Double separated magneto ignition. Standard, 12 V circuit charges the
battery and provides power to all appliances and instruments.
master switch: key type
magneto switches: separated for each magneto
other switches: fused and equipped with control lights
battery: 12 V, 8 Ah or 5 Ah
Measured power
comsumpiton of some
circuit brakers:
Landing light: 4.5 A,
Nav/Strobe lights: 1 (steady) - 2 (peak) A , Cockpit light: 0.5 A,
Radio & Transponder: Please consult item’s operating manual
Battery disconnection system
On Sinus ultralight motorglider, the main battery can be disconnected from the circuit.
There are two handles in the cockpit used to operate the battery disconnection, the battery disconnection lever and the battery disconnection ring. The battery disconnection lever, which is a red agtype lever is found on the rewall above the main battery on the left-hand side of the cockpit. This
lever has an attached wire which leads to the battery disconnection ring on the instrument panel’s
switch column.
To disconnect the battery from the circuit, simply pull the battery disconnection ring on the instrument panel’s switch column.
To reconnect the battery back to the circuit, use the ag-type lever on the rewall. Deect the lever
so that its ag end points towards the rewall. Having done this correctly, you will feel the ag-lever
jam into position. Battery reconnection can be done in-ight as well (e.g. following a sucessfully rectied emergency situation) but only from the left-hand seat, since you cannot reach the ag-lever
from the right-hand side of the cockpit.
Aircraft and systems on board
65
SINUS motorglider
www.pipistrel.si
REV. 0
Aircraft and systems on board
Schematic of electrical system - all models
66
SINUS motorglider
www.pipistrel.si
REV. 0
67
SINUS motorglider
www.pipistrel.si
REV. 0
Engine cooling system
Rotax 503 cooling system
The Rotax 503 engine (Sinus ultralight motorglider Model 503) is aircooled by use of own fan. Cold
air enters through the opening on the top engine cover and is forced to spread over the engine ns.
The air then blown out of the engine compartment just below the rewall.
Rotax 582 cooling system
The Rotax 582 engine (Sinus ultralight motorglider Model 582) is watercooled. The cooling uid
circulates through the hoses via twin cooling circuit. For that an integrated pump is used. When the
engine is still cold (cold start), the thermostat allows for the uid to circulate around the cylinders
only. Later, when the engine warms-up the thermostat switches cooling mode and the cooling uid
passes through the radiator as well.
The whole system is pressurised with a pressure valve located on top of the radiator. The overow
tank uid level must always be inside designated limits!
The manufacturer recommends use of cooling uids used in car industry diluted in such a manner
that it withstands temperatures as low as - 20° C.
Schematic of engine cooling system - model 582
Aircraft and systems on board
67
SINUS motorglider
www.pipistrel.si
REV. 0
Rotax 912 cooling system
The Rotax 912 engine’s (Sinus ultralight motordlider Model 582) cylinders are watercooled. The cooling-air intake is located on the right-hand bottom part of the engine cover.
Cylinder heads are watercooled. Own water pump forces water through the radiator, placed behind
the air intake opening on the top engine cover. The engine does not feature a thermostat valve. The
system is pressurised with a pressurised valve placed on one of the hoses. The overow tank uid
level must always be inside the designated limits!
The engine does not oer cooling water temp. monitoring. Only CHT is displayed in the cockpit. The
engine does not feature a cooling fan, therefore cooling it is entirely dependant on moving air currents and airspeed.
CAUTION! You are strongly discouraged from leaving the engine running at idle power when
on ground.
The manufacturer recommends use of cooling uids used in car industry diluted in such a manner
that it withstands temperatures as low as - 20°C.
Schematic of engine cooling system - model 912
Aircraft and systems on board
68
SINUS motorglider
www.pipistrel.si
REV. 0
69
SINUS motorglider
www.pipistrel.si
REV. 0
Aircraft and systems on board
Engine lubrication system
Rotax 503 and 582 are two-stroke engines and are adequately lubricated by oil/fuel mixture. Proper
lubrication is ensured by adding 2% of syntetic of semi-syntetic oil into the fuel canister. However,
both Rotax 503 and 582 may optionally be equipped with an oil injection pump. Should your aircraft
be equipped with such a pump, refuel the aircraft with pure gasoline and add oil into a separate container (see chapter “Limitations” for recommended oils)
Rotax 912 is a four-stroke engine, equipped with a dry carter and lubricated centrally with use of
own oil pump. All the oil needed is located inside an outer canister. When the engine is running, the
oil cools itself passing through a radiator, located on the left-hand side of the bottom engine cover.
Oil quantity can be checked visually with a oil level bar. Make sure the oil quantity is sucient limits
at all times.
CAUTION! Oil temperature, pressure and quality is strictly dened an must not, under any cir-
cumstances, vary from its safe values.
Schematic of engine lubrication system - model 912
Wheel brake system
Wheel brake system features seperate braking action for each of the main landing gear. Wheel
brakes are drum or disc, wire driven (old type) or hydraulic type (new type).
Wheel brake levers are operated by pressing the levers mouted on top of the rudder pedals.
Hydraulic brake uid used for hydraulic type brakes is DOT 3 or DOT 4.
To learn how to vent hydraulic brakes’ lining please see page 70 of this manual.
If the braking action on your aircraft is poor whilst the fully depressed wheel levers, please see page
71 of this manual to learn how to rectify this problem.
69
SINUS motorglider
www.pipistrel.si
REV. 0
Introduction
Inspection periods
Repairs and
spare part replacements
Preventative maintenance
Special check-ups
Draining and refuelling
Connecting Auxilary
power supplies
Tie down
Storage
Cleaning
Keeping your aircraft in
perfect shape
Handling
and maintenance
Handling and maintenance
70
SINUS motorglider
www.pipistrel.si
REV. 0
71
SINUS motorglider
www.pipistrel.si
REV. 0
Handling and maintenance
Introduction
This chapter determines handling and (preventative) maintenance terms. Also, recommended
ground handling is presented.
Inspection periods
See “Service manual”.
Repairs, spare part replacements and
preventative maintenance
All major repairs and spare part replacements MUST be done by
authorised service personnel.
However, you are encouraged to take care of preventative maintenance yourself. This includes:
tire and wheel bearings replacements, safety wire replacements, door and safety harness replacement, light bulb replacements, fuel hose replacements, battery servicing and replacement,
sparks and spark plugs replacements and air lter replacements.
The table below indicates recommended maintenance periods (see Service manual for detailed information).
Table legend:
C
Check-up - visual only, check for free play and whether everything is in position - DO IT YOURSELF
CL
Cleaning - DO IT YOURSELF
LO
Lubricating, oiling - lutbirace all designated parts and spots using proper lubricant -
DO IT YOURSELF
R
Replacement - replace designated parts regardless of state and condition.
You are encouraged to DO undemanding replacements YOURSELF, otherwise have replacements
done by AUTHORISED SERVICE PERSONNEL
SC
Special check-up - measuring, verifying tolerances and functionality - DONE BY AUTHORISED
SERVICE PERSONNEL ONLY
O
Overhaul
daily
rst 5
hours
50
hours
100
hours
250
hours
500
hours
1.000
hours
10.000
hours
WING AND TAIL SURFACES
SC O
surface and structure condition
C SC
deections without free play
C SC
bearings - moving parts’ bushings
C SC
lights
C
self-adhesive sealing tape
C C R
horizon. tail mount
C C SC
drain holes
CL
71
SINUS motorglider
www.pipistrel.si
REV. 0
daily
st 5
hours
50
hours
100
hours
250
hours
500
hours
1.000
hours
10.000
hours
FUSELAGE
SC O
surface and structure condition
C SC
elevator control tube bearing
C SC
undercarriage struts attaching points
C C SC
doors, hinges
C C SC LO
rudder control wires and hinges
C C SC
CABIN
SC O
control levers, instr. panel, seats
C SC
control levers’ free play
C C SC
intstruments and pitot-static
C SC test
glass surfaces: clean, attached
C C SC
rivet condition
C SC
safety harnesses and attach. points
C SC
parachute rescue sys. activation handle
C SC
wing connectors: fuel, electrical
C C SC
bolts and spar pins
C C SC
wing main bushings, control connectors
SC
UNDERCARRIAGE
O
tires
C C R
main strut, rear fork condition
C C SC
wheel axis and wheels
C
brake wires
C SC R
brake drums
C C R
wheel bearings
C SC R
tail wheel main bolt
C R
wheel fairings
C C C
tail wheel mounting bolt
check and fasten every 50 landings
CONTROLS
R
general free play
C C SC
control stick
C LO SC
rudder pedals (damage, centered, paral.)
C C C LO
rudder wire rope
C SC
bolts, visible bearings (tail, fuselage)
SC LO
dicult-to-reach bearings (wings, under cabin oor)
LO
aileron, elevator and rudder hinges
SC LO
equal spoiler extension, undisrupted m.
C SC LO
spoiler plate springs stiness
C
ap handle
C SC LO
elevator trim
C LO
springs: aps, rudder, el. trim, stablizer main fastening bolt
LO C R
airbrakes internal connector rod (if own or stored where possibilty for
corrosion is increased (oceanside, wet regions...)
replace every 2 years
spoilers’ (airbrakes’) drive ne adjustment
see page 69 for detailed description
Handling and maintenance
72
SINUS motorglider
www.pipistrel.si
REV. 0
73
SINUS motorglider
www.pipistrel.si
REV. 0
daily
rst 5
hours
50
hours
100
hours
250
hours
500
hours
1.000
hours
10.000
hours
ENGINE
see enclosed Rotax engine manual for detailed engine maintenance information.
In addition to Rotax manual:
two-stroke engines (overhaul every 300 hours) C
four-stroke engines (overhaul every 1.200 hours) C
reduction gearbox oil R R
cylinder head and exhaust pipe bolts
(two-stroke engines)
C C
engine cover screws C C C
engine bearer C C SC
engine bearer dumpers and other
rubber parts
C SC R
air lers C C CL R
elect. terminals, joints and
connectors, hoses, radiator mount
C C SC
pre-chamber and exhaust silencer C C SC R
exhaust pipe springs and re protect. C C R
throttle, choke, propeller wire drive R
ENGINE CONTROL
O
choke and throttle lever wire ropes
C C SC R
levers
C SC
PROPELLER AND SPINNER
SC O
surface condition
C
fastening bolts
C R
propeller bushings
R
propeller pitch
C
propeller balance
C
FUEL LINES
O
general leakage
C C SC
water inside gascolator
C
dirt and gascolator lter
CL CL CL R
engine hoses and temp. protection
C SC R
wing fuel tank caps
C
fuel tank caps washer
R
auxillary fuel pump
C
fuel valves leakage
C
ELECTRICAL WIRING
PP R
battery
C SC R
battery uids
C C SC
instr.panel wires and connectors
C C
NAV, AC and LDG lights
C C
fuses
C C R
Handling and maintenance
73
SINUS motorglider
www.pipistrel.si
REV. 0
daily
rst 5
hours
50
hours
100
hours
250
hours
500
hours
1.000
hours
10.000
hours
OIL AND WATER LINES
O
oil and cooling uids level
C C
oil and cooling uids leakage
C C
four stroke engine oil (and engine
lter) rst 25 hours +
C R
cooling uid (level)
C C R
lining
C C R
radiators
C C
thermal switch, pressure ctrl. cover
C C R
PITOT-STATIC LINING
SC O
instrument to pitot tube lining
C C
instrument setting
C C
pitot tube condition (clean, rmly att.)
C C
whole pitot-static lining
C C
Spoilers’ (airbrakes’) drive ne adjustment
CAUTION! Perform this operation only once after rst 50 ight hours! Check spoilers
thoroughly for unobstructed, smooth and even extention every 200 ight hours!
Schematic of spoilers’ (airbrakes’) drive ne adjustment
(see next page for detailed description)
Handling and maintenance
1
2
3
4
5
4
74
SINUS motorglider
www.pipistrel.si
REV. 0
75
SINUS motorglider
www.pipistrel.si
REV. 0
Perform the adjustment as follows:
Unscrew and remove the inner horizontal bolt of the airbrake’s plate. Do not lose any parts!
Lift the airbrake in order to make room for further operation.
Unscrew and remove the bolt attaching the rod-end bearing to the airbrake’s plate lever.
Do not lose any parts!
Rotate the rod-end bearing ne-setting nut 360° so that the rod end moves towards the
other end of the airbrake’s box (length of rod increases). Make sure you secure this nut
after turning it for 360°!
Grease the drive around the rubber sleave inside the airbrake’s box using rubber-nonagressive lubricant spray.
Once you have accomplished this, repeat steps 1-3 in opposite order (3,2,1). Make sure you apply adhesive (e.g. Loctite) on all screws when reattaching!
Perform the procedure at the other airbrake as well. In the end verify airbrakes for equal extension.
WARNING! Should the airbrakes not retract evenly, apply step action 4 again for the air-
brake, which remains higher when retracting.
Clicking noise overhead
The wings are factory tted to the fuselage to make a tight t at approximately 20° Celsius. When exposed to low temperatures, materials shrink. Therefore, ying in the winter or in cold temperatures,
you may encounter “click-clack” like noises above your head. The remedy for this unpleasant noises
is to add washers, tipically of 0,5 mm thickness in-between wing and fuselage. Washers must be
added both at rear and front bushings at one side of the fuselage only!
WARNING! It is mandatory to consult the manufacturer or authorised service personnel
before applying washers!
Venting the hydraulic brakes’ lining
In case you notice poor braking action even when hydraulic brake levers are depressed fully, it is
most denitely necessary to vent the hydraulic lining. To do so, rst unscrew the caps of small uid
reservoars (behind rudder pedals on one side of the cockpit) and remove the inner seal cap.
At the side where there are no uid reservoars grab the whole rudder pedal and deect it back fully,
so that it becomes level with the cockpit’s oor beneath. Now, at the side where there are ud reservoars, jerk brake levers back and forth a couple of times - this will push air bubbles towards the reservoar and out of the lining. When convinced air bubbles are no more, put seal caps back onto the
reservoars and screw the caps on as well. Repeat the procedure for the other brake lever.
WARNING! Should you encounter any diculties during this procedure or the air bubbles
would not vent, please consult the manufacturer or authorised service personnel for further
instructions.
Handling and maintenance
1
2
3
4
5
75
SINUS motorglider
www.pipistrel.si
REV. 0
Handling and maintenance
Poor braking action
In case you notice poor braking action even when hydraulic brake levers are depressed fully, it is not
necessary the air bubbles in the hydraulic lining, which is causing the problem.
The main wheel’s main axis’ nut (especially after a wheel and/or axis replacementnut) may be tightened incorrectly so that the brake shims do not make contact with the brake plate. Please consult
the manufacturer or authorised service personnel for further information.
Schematic of wheel and wheel brakes
Schematic of hydraulic brakes’ lining
76
SINUS motorglider
www.pipistrel.si
REV. 0
77
SINUS motorglider
www.pipistrel.si
REV. 0
Handling and maintenance
Adjustment of tail wheel steering clutch stiness
To adjust the stiness of tail wheel stearing clutch you need two allen keys (a.k.a. hex-wrench, inbuskey). On top of the wheel fork you will notice a ring with two tubes welded to each side with hexbolts inside. First disconnect the springs at the tubes, then stick an allen key into each of these tubes
and tighten or loosen the screw inside. Make sure, thightening or loosing, you apply equal number
of screw rotations at both sides. To check if the steering clutch is sti enough, lift the tail and rotate
the fork left and right. At the end, reattach both springs to the tubes again.
(see Service manual for photos)
Special check-ups
After having exceeded VNE or landed in a rough manner:
check the undercarriage, fuselage & wing surfaces and main spars for abnormalities. It is highly
recommended to have the aircraft veried for airworthiness by authorised service personnel.
Draining and refuelling
Whenever draining or refuelling make sure master switch is set to OFF (key in full left position).
Draining the fuel system
The gascolator is located beneath the bottom engine cover on the left hand side of the fuselage.
To drain the fuel system, open the drain valve on the gascolator. Drain no more than a couple of
spoonfuls of fuel. Try to prevent ground pollution by intercepting the fuel with a canister.
To close the valve simply turn it in the opposite direction. Do not use force or special tools!
CAUTION! Always drain the fuel system before you have moved the aircraft from a standstill to
prevent mixing of the fuel and eventual water or particles.
Refuelling
CAUTION! Before refuelling it is necessary to ground the aircraft!
Refuelling can be done by pouring fuel through the reservoir openings on top of the wings or by using an electrical fuel pump.
Refuelling using the electrical fuel pump:
First make sure the fuel hoses are connected to wing connectors and that both fuel valves are open.
Connect one end of the fuel pump to the valve on behind the main wheel mounting struts or to the
valve beneath the bottom engine cover (this depends on the version of Sinus ultralight motorglider).
Submerge the other end of the fuel pump, which has a lter attached, into the fuel canister.
Engage the fuel pump by ipping the switch on the instrument panel.
After refuelling it is recommended to eliminate eventual air pockets from inside the fuel system. To
do that, drain some fuel with both fuel valves fully open. Also, leave the engine running at idle power for a couple of minutes prior to taking-o.
77
SINUS motorglider
www.pipistrel.si
REV. 0
Handling and maintenance
CAUTION! Use authorised plastic canisters to transport and store fuel only! Metal canisters
cause for water to condensate on the inside, which may later result in engine failure.
Should you be experiencing slow refuelling with the provided electrical fuel pump, you should replace the lter below the pump casing. You can use any fuel lter for this application.
Connecting Auxilliary power supplies
Should you be unable to start the engine due to a weak battery, auxilliary power supplies can be
connected to help starting the engine.
To connect an auxilliary power supply use battery connector cables with clamps at either ends.
Connect the negative (-) wire to aircraft’s exhaust (sticking out below the engine cowlings).
The positive (+) wire leads inside the cockpit to the relay mounted top-right of the aircraft’s battery
on the rewall. This relay has 3 nipples; the positive (+) wire must be connected to the upper-left nipple, the only one to which 2 cables are connected to.
After you have connected the wires correctly, start the engine normally by pressing the starter button in the cockpit.
WARNING! The pilot must be in cockpit when starting the engine. The person who will
disconnect the cables after the engine has started must be aware of the danger of spinning
propeller nearby.
Battery’s & Relay’s location Battery (black) & Relay (top-right)
Top-left nipple (c. positive (+) wire here) Exhaust (connect negative (-) wire here)
78
SINUS motorglider
www.pipistrel.si
REV. 0
79
SINUS motorglider
www.pipistrel.si
REV. 0
Tie down
Head the aircraft against the wind and retract aps fully. Block all three wheels. Remove the caps
covering mounting holes on the bottom part of the wing (located 450 cm from the fuselage) and
carefully screw in the two screw-in rings provided.
Secure tie-down ropes to the wing tie-down rings at an approximately 45-degree angle to the
ground. When using rope of a non-synthetic material, leave sucient slack to avoid damage to the
aircraft, should the ropes contract. To tie down the tail, tie a rope around the fuselage at the rear and
secure it to the ground. At the end, cover the pitot tube with a protection cover.
Storage
The aircraft is ideally stored in a hangar. For increased in-hangar manouvrability use of original pushcart is recommended.
Even for over-night storage it is recommended to leave the spoilers’ (airbrakes’) handle
unlocked - hanging down freely in order to reduce pressure on plate springs and maintain their
original stiness.
If a parachute rescue system is installed in your aircraft, make sure the activation handle safety pin is
inserted every time you leave the aircraft.
Also, disconnect the battery from the circuit to prevent battery self-discharge (pull battery disconnection ring on the instrument panel’s switch column) during storage period.
CAUTION! Should the aircraft be stored and/or operated in areas with high atmospheric hu-
midity pay special attention to eventual corrosion of metal parts, especially inside the wings.
Under such circumstances it is necessery to replace the spoilers’ (airbrakes’) connector rod every
2 years.
Cleaning
Use pure water and a soft piece of cloth to clean the aircraft’s exterior. If you are unable to remove
certain spots, consider using mild detergents. Afterwards, rinse the entire surface thoroughly.
Lexan glass surfaces are protected by an anti-scratch layer on the outside and an anti-fog coating on
the inside of the cabin. Always use pure water only to clean the glass surfaces, not to damage thiese
protection layers and coatings.
To protect the aircraft’s surface (excluding glass surfaces) from the environmental contaminants,
use best aordable car wax.
The interior is to be cleaned with a vacuum cleaner.
Keeping your aircraft in perfect shape
Precautions
1) Eliminate the use of ALL aggressive cleaning solutions and organic solvents, also the window
cleaning spray, benzene, acetone, aggressive shampoos etc.
2) If you must use an organic solvent (acetone) on small areas remove certain glue leftovers or similar, the surface in question MUST be polished thereafter. The only section where polishing should be
avoided is the edge on the wing where the sealing gasket is applied.
Handling and maintenance
79
SINUS motorglider
www.pipistrel.si
REV. 0
3) When ying in regions with a lot of bugs in the air, you should protect the leading edges of the
airframe before ight (propeller, wings, tail) with Antistatic furniture spray cleaner: “Pronto (transparent), manufacturer: Johnson Wax (or anything equivalent) – Worldwide”, approximate price is only $3
USD / €3 EUR for a 300 ml spray bottle. Using such spray, do not apply it directly onto the wing but
into a soft cloth instead (old T-shirts are best).
4) After having nished with ight activity for the day, clean the leading edges of the airframe as
soon as possible with a lot of water and a drying towel (chamois, articial leather skin). This will be
very easy to do if you applied a coat of Pronto before ight.
Detailed handling (Airframe cleaning instructions)
Every-day care after ight
Bugs, which represent the most of the dirt to be found on the airframe, are to be removed with clean
water and a soft mop (can be also drying towel, chamois, articial leather skin). To save time, soak all
the leading edges of the aircrame st. Make sure to wipe ALL of the aircraft’s surface until it is completely dry at the end.
Clean the propeller and the areas with eventual greasy spots separately using a mild car shampoo
with a wax.
CATUION! Do not, under any circumstances attempt to use aggressive cleaning solutions, as
you will severely damage the lacquer, which is the only protective layer before the structural
laminate.
When using the aircraft in dicult atmospheric conditions (intense sunshine, dusty winds, coastline,
acid rains etc.) make sure to clean the outer surface even more thoroughly.
If you notice you cannot remove the bug-spots from the leading edges of the aircraft, this means the
lacquer is not protected any more, therefore it is necessary to polish these surfaces.
CAUTION! Do not, under any circumstances attempt to remove such bug-spots with abrasive
sponges and/or rough polishing pastes.
Periodical cleaning of all outer surfaces with car shampoo
Clean as you would clean your car starting at the top and working your way downwards using a soft
sponge. Be careful not to use a sponge that was contaminated with particles e.g. bud, ne sand) not
to grind the surface. While cleaning, do soak the surface and the sponge many, many times. Use a
separate sponge to clean the bottom fuselage, as is it usually more greasy than the rest of the airframe. When pouring water over the airframe, be careful not to direct it over the fuel reservoir caps,
wing-fuselage joining section, parachute rescue system straps and cover, pitot tube, tail static probe
and engine covers.
Always water the shampooed surfaces again before they become dry! Thereafter, wipe the whole of
the aircraft dry using a drying towel, chamois or articial leather skin.
Also, clean the Mylar wing and tail control surfaces gaskets. Lift the gaskets gently and insert ONE
layer of cloth underneath, then move along the whole span of the gasket. Ultimately, you may wish
to apply Teon grease (in spray) over the area where the gaskets touch the control surfaces.
Handling and maintenance
80
SINUS motorglider
www.pipistrel.si
REV. 0
81
SINUS motorglider
www.pipistrel.si
REV. 0
Polishing by hand
Use only the highest quality polishing pastes WITHOUT abrasive grain, such as Sonax Extreme or
similar. Start polishing on a clean, dry and cool surface, never in the sunshine!
Machine polishing requires more skills and has its own particularities, therefore it is recommended
to leave it to a professional.
Cleaning the Lexan transparent surfaces
It is most important to use really clean water (no cleaning solutions are necessary) and a really clean
drying towel (always use a separate towel ONLY for the glass surfaces). Should the glass surfaces be
dusty, remove the dust rst by puring water (not spraying!) and gliding your hand over the surface.
Using the drying towel, simply glide it over the surface, then squeeze it and soak it before touching the glass again. If there are bugs on the windshield, soak them with plenty of water rst, so less
wiping is necessary. Ultimately, dry the whole surface and apply JT Plexus Spray ($10 USD / €10 EUR
per spray) or at least Pronto antistatic (transparent) spray and wipe clean with a separate soft cotton
cloth.”
Handling and maintenance
81
SINUS motorglider
www.pipistrel.si
REV. 0
Parachute rescue system:
use, handling and
maintenance
How fast is too fast
Myth: I can fully deect
the controls below
maneuvering speed!
Aircraft familiarisation
Conversion tables
Preight check-up pictures
Sinus ultralight
motorglider checklist
Appendix
Appendix
82
SINUS motorglider
www.pipistrel.si
REV. 0
83
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
Parachute rescue system: use, handling
and maintenance
System description
The GRS rocket charged parachute rescue system provides you with a chance to rescue yourself and
the aircraft regardless of the height, velocity and nose attitude.
The system is placed inside a durable cylinder mounted on the right hand side of the baggage compartment. Inside this cylinder is the parachute which stored inside a deployment bag with a rocket
engine underneath.
Its brand new design presents a canopy that is not gradually frown from the container, exposed to
distortion by air currents, but it is safely open after 0,4 to 0,7 seconds in distance of 15-18 metres
above the aircraft. It is red there in a special deployment bag, which decreases the risk of aircraft
debris breaching the canopy.
The parachute rescue system is activated manually, by pulling the activation handle mounted on the
back wall above. After being red, the man canopy is open and fully inated within 3,2 seconds.
WARNING! Activation handle safety pin should be inserted when the aircraft is parked or
hangared to prevent accidental deployment. However, the instant pilot boards the aircraft, safety
pin MUST be removed!
Use of parachute rescue system
In situations such as:
•
structural failure
•
mid-air collision
•
loss of control over aircraft
•
engine failure over hostile terrain
•
pilot incapacitation (incl. heart attack, stroke, temp. blindness, disorientation...)
the parachute MUST be deployed. Prior to ring the system:
•
shut down the engine and set master switch to OFF (key in full left position)
•
shut both fuel valves
•
fasten safety harnesses tightly
•
protect your face and body.
To deploy the parachute jerk the activation handle hard a length of at least
30 cm towards the instrument panel.
Once you have pulled the handle and the rocked is deployed, it will be less than two seconds before
you feel the impact produced by two forces. The rst force is produced by stretching of all the system. The force follows after the ination of the canopy from opening impact and it will seem to you
that the aircraft is pulled backwards briey. The airspeed is reduced instantly and the aircraft now
starts do descent to the ground underneath the canopy.
83
SINUS motorglider
www.pipistrel.si
REV. 0
As a pilot you should know that the phase following parachute deployment may be a great unknown and a great adventure for the crew. You will be getting into situation for the rst time, where
a proper landing and the determination of the landing site are out of your control.
CAUTION! Should you end up in power lines (carrying electrical current), DO NOT under any
circumstances touch any metal parts inside or outside the cockpit. This also applies to anyone
attempting to help or rescue you. Be aware that anyone touching a metal part while standing on
the ground will probably suer mayor injury or die of electrocution. Therefore, you are strongly
encouraged to conne your movements until qualied personal arrives at the site to assist you.
After the parachute rescue system has been used or if you suspect any possible damage to the system, do not hesitate and immediately contact the manufacturer!
Handling and maintenance
Prior to every ight all visible parts of the system must be checked for proper condition. Special attention should be paid to eventual corrosion on the activation handle inside the cockpit. Also, main
fastening straps on the outside of the fuselage must undamaged at all times.
Furthermore, the neither system, nor any of its parts should be exposed to moisture, vibration and
UV radiation for long periods of time to ensure proper system operation and life.
CAUTION! It is strongly recommenced to thoroughly inspect and grease the activation han-
dle, preferably using silicon oil spray, every 50 ight hours.
All major repairs and damage repairs MUST be done by the
manufacturer or authorised service personnel.
For all details concerning the GRS rescue system, please see the “GRS - Galaxy Rescue System Manual
for Assembly and Use”.
Appendix
84
SINUS motorglider
www.pipistrel.si
REV. 0
85
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
How fast is too fast?
Based on two recent unfortunate events, where two pilots lost their newly acquired Sinus and Virus
aircraft, the team of Pipistrel’s factory pilots decided to stress the importance of airspeed even more.
Do read this passage thoroughly as everything mentioned below aects you as the pilot directly!
The two events
Both the events took place during the rst couple of hours pilots ew with their new aircrafts.
Therefore it is denite they had not become completely familiar with all the ight stages Sinus and
Virus oer. The circumstances of both the events were remarkably simmilar.
Soon after the pilots picked up their new aircraft at the distributor’s, the aircraft were severely damaged aloft. One during the rst home-bound cross country ight and the other during the rst
ights at domestic aireld. Please note the distrubutor independently tested both mentioned aircraft up to VNE at altitudes reaching 300 to 500 metres (900 to 1500 feet) with great success.
Pilots ew their machines at reasonably high altitudes but at very high speeds. One of them deployed airbrakes (spoilers) at the speed of 285 km/h (155 kts), the other was ying at 3000 m
(10.000 ft) at 270 km/h (145 kts) IAS.
They both encountered severe vibrations caused by utter. Because of this one aircraft’s fuselage
was shreaded and broken in half just behind the cabin (the craw saw saved thanks to the parachute
rescue system), other suered inferior damage as only the apperon control tubes went broken. The
pilot of the second machine then landed safely using elevator and rudder only. Fortunately both pilots survived the accident without being even slightely injured.
Thanks to the Brauniger ALPHAmfd’s integrated Flight Data Recorder, we were able to reconstruct
the ights and reveal what had really happened.
What was the reason for the utter causing both accidents?
Both pilots greatly exceeded speed which should never be exceeded, the VNE.
With the IAS to TAS correction factor taken into consideration, they were both ying
faster than 315 km/h (170 kts)!
You might say: “Why did they not keep their speed within safe limits? How could they be so thoughtless to aord themselves exceeding the VNE?” Speaking with the two pilots they both confessed
they went over the line unawarely. “All just happened so suddenly!” was what they both said.
Therefore it is of vital importance to be familiar to all factors that might inuence your ying to the
point of unawarely exceeding the VNE.
Human factor and performance
The human body is not intended to be travelling at 250 km/h (135 kts), nor is it built to y. Therefore,
in ight, the human body and its signals should not be trusted at all times!
To determine the speed you are travelling at, you usually rely on two senses – the ear and the eye.
The faster the objects around are passing by, the faster you are travelling. True.
The stronger the noise caused by air circulating the airframe, the faster the airspeed. True again.
But let us conne ourselves to both events’ scenarios.
At higher altitudes, human eye loses it’s ability to determine the speed of movement precisely.
Because of that pilots, who are ying high up feel like they are ying terribly slow.
85
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
At high speeds the air circulating the airframe should cause tremendous noise. Wrong!
In fact the noise is caused by drag. Modern aircrafts like Sinus and Virus, manufactured of com-
posite materials, have so little drag, that they actually sound quieter than you would expect.
Especially if you are used to wearing a headset when ying you must not rely on your ear as the
instrument for determining speed.
REMEMBER! When ying high the only reliable tool to determine airspeed
is the cockpit instrument - the airspeed indicator!
How to read and understand what the airspeed indicator
tells you?
Let us rst familiarise with the terms used below:
IAS: stands for Indicated AirSpeed. This is the speed the airspeed indicator reads.
CAS: stands for Calibrated AirSpeed. This is IAS corrected by the factor of aircraft’s attitude. No pitot
tube (device to measure pressuse used to indicate airspeed) is positioned exactly parallel to the airow, therefore the input speed – IAS – must be corrected to obtain proper airspeed readings. With
Sinus and Virus, IAS to CAS correction factors range from 1,00 to 1,04.
TAS: stands for TrueAirspeed. TAS is often regarded as the speed of air to which the aircraft’s air-
frame is exposed. To obtain TAS you must have CAS as the input value and correct it by pressure altitude, temperature and air density variations.
The maximum structural speed is linked to IAS. But light planes, manufactured of carbon reinforced
plastics, with long, slick wings are more prone to utter at high speeds than to structural failure.
So utter is the main factor of determining VNE for us and most other carbon-reinforced-plastic
aircraft producers. Flutter speed is linked to TAS, as it is directly caused by small dierences in
speed of air circulating the airframe. Hence air density is not a factor. For all who still doubt this, here
are two quotes from distinguished sources on utter being related to TAS:
“Suce to say that utter relates to true airspeed (TAS) rather than equivalent airspeed (EAS), so aircraft that are operated at or beyond their VNE at altitude - where
TAS increases for a given EAS – are more susceptible to utter...”
New Zealand CAA’ Vector Magazine (full passage at page 5 of http://www.caa.govt.nz/fulltext/vector/vec01-4.pdf)
“The critical utter speed depends on TAS, air density, and critical mach number. The air
density factor is almost canceled out by the TAS factor; and most of us won’t y fast
enough for mach number to be a factor. So TAS is what a pilot must be aware of!”
Bob Cook, Flight Safety International
The airspeed indicator shows you the IAS, but this is sadly NOT the speed of air to which the
aircraft’s airframe is exposed.
IAS and TAS are almost the same at sea level but can greatly dier as the altitude increases. So
ying at high altitudes, where the air is thinner, results in misinterpreting airspeed which is being indicated. The indicated airspeed value may actually be pretty much lower than speed of air to which
the aircraft is exposed, the TAS.
So is VNE regarded as IAS or TAS? It is in fact regarded as TAS!!! You should be aware of that so
that you will not exceed VNE like the two pilots mentioned above have.
86
SINUS motorglider
www.pipistrel.si
REV. 0
87
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
How much dierence is there between IAS and TAS
in practical terms?
Data below are valid for Sinus ultralight motorglider and Virus 912 aircraft ying in standard
atmosphere. To obtain correct speeds for particular atomospherical conditions please take advan-
tage of the table on page 88 of this manual.
The table below indicates how fast you may y at a certain altitude to maintain
constant True AirSpeed (TAS).
TAS [km/h (kts)] IAS [km/h (kts)] TAS [km/h (kts)] IAS [km/h (kts)]
1000 m 3300 ft 250 (135) 237 (128) 270 (145) 256 (138)
2000 m 6500 ft 250 (135) 226 (122) 270 (145) 246 (133)
3000 m 10000 ft 250 (135) 217 (117) 270 (145) 235 (126)
4000 m 13000 ft 250 (135) 206 (111) 270 (145) 226 (121)
5000 m 16500 ft 250 (135) 195 (105) 270 (145) 217 (117)
6000 m 19700 ft 250 (135) 187 (101) 270 (145) 205 (110)
7000 m 23000 ft 250 (135) 178 (96) 270 (145) 196 (103)
8000 m 26300 ft 250 (135) 169 (91) 270 (145) 185 (98)
The table below indicates how TAS increases with altitude while keeping IAS constant.
IAS [km/h (kts)] TAS [km/h (kts)] IAS [km/h (kts)] TAS [km/h (kts)]
1000 m 3300 ft 250 (135) 266 (144) 270 (145) 289 (156)
2000 m 6500 ft 250 (135) 279 (151) 270 (145) 303 (164)
3000 m 10000 ft 250 (135) 290 (157) 270 (145) 316 (171)
4000 m 13000 ft 250 (135) 303 (164) 270 (145) 329 (178)
5000 m 16500 ft 250 (135) 317 (171) 270 (145) 345 (186)
6000 m 19700 ft 250 (135) 332 (179) 270 (145) 361 (195)
7000 m 23000 ft 250 (135) 349 (188) 270 (145) 379 (204)
8000 m 26300 ft 250 (135) 366 (198) 270 (145) 404 (218)
As you can see from the table above the diferences between IAS and TAS are not so little and
MUST be respected at all times!
REMEMBER!
• Do not trust your ears.
• Do not trust your eyes.
• Trust the instruments and be aware of the IAS to TAS relation!
Always respect the limitations prescribed in this manual!
Never exceed the VNE as this has proved to be fatal!
Keep that in mind every time you go ying. Pipistrel d.o.o. wishes you happy landings!
87
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
Myth: I can fully deflect the controls
below maneuvering speed!
WRONG! BELIEVE THIS AND DIE!
The wing structure in light planes is usually certied to take +3.8 G’s, -1.52 G’s (plus a certain safety
factor). Put more load on the wing than that and you should consider yourself dead.
But here is the nice part: Below a certain speed, the wing simply cannot put out a full 3.8 G’s of lift! It
will stall rst! This speed is called Maneuvering Speed or Va.
Maneuvering Speed is dened as the maximum speed the plane can be ying at and still stall
before the wing breaks no matter how much you pull back on the stick. If you are going slower
than the Va and you pull the stick all the way back, the wing will stall without braking physically.
If you are going faster than the Va and you pull the stick all the way back, the wing can put out so
much lift that it can be expected to break. Therefore people think they can deect the stick as much
as they desire below Maneuvering Speed and stay alive.
Wrong! The Maneuvering Speed is based on pulling back on the stick, not pushing it forward!
Note what was said above: The Va is dened as how fast you can y and not be able to put out more
than 3.8 G’s of lift. But while the plane is certied for positive 3.8 G’s, it is only certied for a nega-
tive G-load of 1.52 G’s! In other words, you can fail the wing in the negative direction by pushing
forward on the stick well below the Va! Few pilots know this.
Also, for airliners, certication basis require that the rudder can be fully deected below
Maneuvering Speed, but only if the plane is not in a sideslip of any kind! (e.g. crab method of approach) Does this make sense at all? Why would you need to fully deect the rudder if not to
re-establish rightened ight?
In a wonderfully-timed accident shortly after Sept. 11th, 2001 of which everybody thought might be
an act of terrorism, an Airbus pilot stomped the rudder in wake turbulence while the plane was in
a considerable sideslip. The combined loads of the sideslip and the deected rudder took the
vertical stabilizator to it’s critical load. A very simple numerical analysis based on the black box conrmed this. The airplane lost it’s vertical stabilizator in ight and you know the rest.
Also, if you are at your maximum allowable g-limit (e.g. 3.8) and you deect the ailerons even
slightly, you are actually asking for more lift from one wing than the allowable limit!
Therefore combined elevator and aileron deections can break the plane, even if the elevator
is positive only!
SO, WHEN YOU THINK THAT YOU CAN DO AS YOU PLEASE WITH THE CONTROLS BELOW
MANEUVERING SPEED, YOU ARE WRONG!
Please reconsider this myth and also look at the Vg diagram and the aircraft’s limitations to prove it
to yourself.
88
SINUS motorglider
www.pipistrel.si
REV. 0
89
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
Aircraft familiarisation
This chapter has been written to assist owners/pilots of Sinus ultralight motorglider on their quest to learn
how to safely and eciently y this aircraft. It will cover most operations the aircraft can oer in an order
established in Pilot and maintenance manual’s chapter Normal procedures and recommended speeds.
Please consider what follows as an add-on to that chapter.
I am quite convinced that even experienced Sinus ultralight motorglider pilots will discover something
new browsing through the following passages.
Tine Tomazic
Engine start-up
First and foremost make sure you have sucient fuel quantity on board for the desired length of
ight. If you are not completely condent there is enough, better step out of the aircraft and add a
couple more liters into the tanks. There is an old aviators’ saying: “The only time you have too much
fuel is when you are on re.”
When pressing the engine starter button, wheel brakes MUST be engaged. The aircraft is not to
move before you receive your taxi clearance. To keep your propeller untouched, avoid starting up on
areas where there are small stones on the ground. Those little stones can easily be picked up by the
propellers causing marks and even little holes on it.
Warming up must be conducted below 3500 RPM for 2-stroke engines, that is 2500 RPM for 4stroke engines. When reaching safe operational engine temperatures, it is time to verify maximum
engine ground RPM. Hold the stick back completely and slowly(!) add throttle to full power, then
verify RPM.
Taxi
Taxiing with the Sinus ultralight motorglider is rather simple considering the stearable tail wheel. For
sharper turns on the ground you can also use wheel brakes to assist yourself. I would recommend
you taxi slow, up to 10 km/s (5 kts). Sinus ultralight motorglider’s long wings cause quite a bit of inertia if turning too quickly on the ground. Ground loops are virtually unknown to Sinus ultralight motorglider pilots, but pilots with little or no tail-dragger experience, who attempt to taxi fast (20 - 30
km/h, 10 - 15 kts) are still subject to ground looping. Fortunately, due to the stearable tail wheel, this
is not dangerous for aircraft’s structure. You will recognise the beginning of a ground loop by seeing
the aircraft rapidly increase its angular velocity while turning on ground.
To prevent ground looping simply apply full opposite rudder and both wheel brakes while holding the stick back fully.
Ground visibility is what makes pilots wonder how they will safely move around. To see forward
simply lean your head and press it against the window. This will provide you with straight-forward
visibility.
During taxiing monitor engine temperatures. Due to low airow around the radiators the CHT and
Oil temperature will rise during long taxi periods. If you are holding position, do not leave throttle at
idle. It is better you have some 2500 RPM as this will provide some airow from the propeller to the
radiators and the temperatures will not rise so quickly. Should you see engine temperatures exceed
safe operational values, shut o the engine, point the aircraft’s note against the wind and wait
for the temperatures to drop.
89
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
Take o and initial climb
Having checked and set all engine and aircraft parameters, you should be ready for take o by now.
Reverify both fuel valves be open and the spoilers (airbrakes) retracted and locked (handle full
up). Trim lever should be in the middle.
I would suggest you start the take-o roll gradually. Keep adding throttle to full power while counting 21, 22, 23, 24, 25. There are two reasons for this. First, you change ight stage from zero movement to acceleration slowly; this provides you with time to react to eventualities. Second, especially
if taking-o from a gravel runway, this method of adding full throttle will prevent the little stones on
the runway to damage the propeller. Extremely short runways are an exception. There you should
line up the aircraft, set aps to 2nd stage, step on the brakes, apply full power and release the brakes.
As you start to move, push ste stick 1/3 of elevator’s deection forward.
How much is that? The stick should be where your knees are. This will make you lift the aircraft’s tail
and accelerate even more. Most pilots ask exactly how much the tail should be lifted during ground
roll. There is no exact rule for this but if you align the horizon at the end of the runway with the line
where the windshield begins above the instrument panel, you should be well o.
Basically if you lift the tail properly, there is nothing else but a gentle pull on the stick to make
the aircraft airborne. Crosswind take-os, depending on wind strength, require a little bit of aileron
deection into the wind. Remember, wings must stay level thoughout ground-roll, rotation and
initial climb!
Having lifted o the ground, gently push the stick forward just a bit to accelerate. At some 75 - 80
km/h (40 - 43 kts) set aps to 1st stage, at 90 km/h (50 kts) set them to neutral.
Climb
A comfortable setting for climb is aps in neutral position, speed of 115 km/h (62 kts) at some 5000
RPM (912 version) and full power for 2-stroke engines. In summer time or when outside tempera-
ture exceeds 30°C you should consider climbing at some 130 km/h (70 kts) to provide more airow
to the engine radiators. Trim the aircraft for comfortable stick forces.
Cruise
Passing through 140 km/h (75 kts), set aps to negative positon (handle full down). A confort-
able cruise setting is 25 InHg manifold pressure with 4500 engine RPM. Take advantage of the Vario
propeller to meat these settings. For those who do not have a manifold pressure gauge installed, set
engine to 5000 RPM at at pitch and then screw the propeller pitch knob to the right to meet 4500
RPM. Of course, cruising can be conducted at various power, propeller and ap settings.
As the Sinus ultralight motorglider is sensitive to ap setting, ALWAYS use negative stage of aps
beyond 150 km/h (80 kts) and neutral below 130 km/h (70 kts).
Cruising fast, do not kick-in rudder for turns! Above 160 km/h (85kts) the rudder becomes almost
insignicant in comparison to aileron deections when it comes to making a turn. Cruising fast, it
is extremely important to y coordinated (ball in the middle) as this increases eciency and decreases side-pressure onto vertical tail surfaces. Also, pay attention to turbulence. If you hit wake
turbulence, reduce power immediately and increase angle of attack to reduce speed. If necessary,
set aps to neutral position (below 130 km/h, 70 kts).
If ying a trac pattern, keep aps in neutral position and set engine power so that airspeed does
not exceed 150 km/h (80 kts).
90
SINUS motorglider
www.pipistrel.si
REV. 0
91
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
Descent
Descending with Sinus ultralight motorglider is the stage of ight where perhaps most care must be
taken. As the aircraft is essencially a glider, it is very slippery and builds up speed very fast.
Start the descent by reducing throttle and setting propeller pitch back to at (screw propeller
pitch knob fully to the left). Do not, under any circumstances, increase speed or use airbrakes to
descend at high speeds.
If you have cruised at 200 km/h (105 kts) this is your top descent speed. During initial descent
I would recommend you trim for a 30 km/h (15 kts) lower speed than the one you decided to descent
at. Do this for safety. In case you hit turbulence simply release forward pressure on the stick and the
aircraft will slow down.
Also, keep in mind you need to begin your descent quite some time before destination. A comfortable rate of descent is some 2,5 m/s (500 fpm). So it takes you some 2 minutes for a 300 meter
(1000 feet) drop. At 200 km/h (105 kts) this means 6,7 km (3,6 NM) for each 300 meter (1000 feet drop).
Entering the trac pattern the aircraft must be slowed down. In order to do this, hold your altitude and reduce throttle to idle. When going below 150 km/h (80 kts), set aps to neutral position.
Set proper engine RPM to maintain speed of some 130 km/h (70 kts). Trim the aircraft for comfortable
stick forces.
Just before turning to base-leg, reduce power to idle and set aps to 1st stage. Once out of the
turn, reduce speed towards 90 km/h (50 kts). Power remains idle from the point of turning base all
the way to touch-down. If you plan your approach this way, you will always be on the safe side - even
if your engine fails, you will still be able to safely reach the runway!
Turn to nal at 90 km/h (50 kts). When in runway heading, set aps to 2nd stage. Operate the airbrakes to obtain the desired descent path.
How to determine how much airbrakes you need for a certain angle of attack?
Open them half-way and observe the runway. If the runway treshold is moving up, you are dropping
too fast - retract the airbrakes a little. If the runway treshold is disappearing below your aircraft, you
are dropping too slowly - extend airbrakes further. When working on airbrakes, it is important to
keep the angle of attack constant thoughout nal all the way to are! The airbrakes will not impact your speed, just rate (angle) of descent. For pilots who are not used to operate airbrakes but
throttle instead, let me tell you that airbrakes in Sinus ultralight motorglider work just like throttle
does: handle back equals less throttle, handle forward equals more throttle.
CAUTION! Never drop the spoilers’ (airbrakes’) handle when using them, keep holding the
handle even if you are not moving it!
Roundout (Flare) and touchdown
Your speed should be a constant 90 km/h (50 kts) throughout the nal with the descent path constant as well. At a height of 10 meters (25 feet), extend the spoilers (airbrakes) fully and hold them
there until the aircraft comes to a complete standstill. The are must be gentle and the aircraft must
touch down with all three wheels at the same time. Only so you will not bounce from the runway.
After touchdown, operate the rudder pedals if necessary to maintain runway heading. While braking, hold the stick back fully! Once you have come to a standstill, retract aps all the way to nega-
tive position (handle full down) and rectract and lock the spoilers (airbrakes) - handle full up.
91
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
Should you bounce o the runway after touch-down, do not, under any circumstances, push stick
forward or retract spoilers (airbrakes). Spoilers (airbrakes) stay fully extended, the stick stays where
it is. Bouncing tends to attenuate by itself anyhow.
Crosswind landings, depending on the windspeed, require some sort of drift correction. Most
ecient is the low-wing method, where you are to lower the wing into the wind slightly and maintain course by applying appropriate rudder deection. You can also try the crab method.
Crosswind landings on paved runways
(asphalt, concrete, tarmac...)
In this case, special attention must be paid to straightening the aircraft before touchdown in or-
der not to damage the undercarriage because of increased surface grip on impact.
Should the crosswind component be strong (15 km/h, 8 kts and over), I would recommend to gently
are in such a manner, that one of the main wheels touches-down an instant before the other
(e.g. if there is crosswind from your left, left wheel should touch down just before the right wheel
does). This way undercarriage almost cannot be damaged due to side forces on cross-touch-down.
Landing in strong turbulence and/or gusty winds
First of all airspeed must be increased for half of the value of wind gusts (e.g. if the wind is gusting
for 10 km/h (6 kts), add 5 km/h (3 kts) to the nal approach speed). In such conditions I would also
recommend to only use 1st stage of aps for increased manouvrebility.
Parking
Nothing special to add here. Taxi to the apron with aps in negative position (minimum lift) and
spoilers retracted. Again, taxi slow for reasons mentioned under “Taxi”. Come to a standstill, shut
down the engine, insert the parachute rescue system activation handle’s safety pin, unlock and
leave the spoilers’ (airbrakes’) handle hanging down freely (this reduces stress to airbrake plate’s
springs and maintains their stiness).
Now that you have become familiar with the ying under engine power it is time to go soaring! Please see
next page to read about it.
92
SINUS motorglider
www.pipistrel.si
REV. 0
93
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
Soaring
Soaring is a learned skill. Your soaring performance is vastly dependant on your weather knowledge, ying skills and judgement.
“Good judgement comes from experience. Unfortunately, the experience usually comes from bad judgement.” So be careful and do not expect to become a competition-class glider pilot over night.
Once you have shut down the engine and feathered the propeller as described in this manual, you
are a glider pilot and you must start thinking as a glider pilot.
The most important thing is to try very hard to y as perfectly as possible.
This means perfect stick and rudder coordination and holding the same angle of attack in straight
ight as well as in turns. Only so will you be able to notice what nature and its forced to do your airplane.
When ridge soaring and ying between thermals, I would recommend to have aps in neutral
position. When thermalling or making eights along the ridge, do have aps in 1st stage.
Speeds range from 75 km/h (40 kts) to 100 km/h (55 kts). To quickly overy the span between two
thermals, y at 130 km/h (70 kts) with aps in neutral position.
WARNING! Never make a full circle ying below the ridge’s top, y eights instead until you
reach a height of 150 meters (500 feet) above the ridge top. From then on it is safe to y full
circles in a thermal.
Entering and exiting a turn when ying unpowered requires more rudder input than when ying
with the engine running. So work with your legs! To quickly enter a sharp turn at speeds between
80 - 90 km/h (43 - 48 kts) basically apply full rudder quickly followed by appropriate aileron deection
to keep the turn coordinated. Same applies for exiting a turn at that speeds.
When soaring for long periods of time in cold air, monitor engine temperatures. Note that if the engine is too cold (oil temperature around freezing point), the engine may refuse to start. Fly in such a
manner you will safely reach a landing site.
To improve your soaring knowledge I would recommend two books written by a former world
champion:
1. Helmut Reichmann - Flying Sailplanes (Segeliegen as German original).
2. Helmut Reichmann - Cross Country Soaring (Steckenkunstug as German original).
The rst is a book for beginners, the second imposes more advanced ying techniques, tactics and
cross country ights strategies.
I hope this chapter is helpful to all beginner pilots ying Sinus ultralight motorglider. I wish you many safe
ying hours and happy landings.
Always keep in mind that every take-o is optional but every landing mandatory.
93
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
This page is intentionally left blank.
94
SINUS motorglider
www.pipistrel.si
REV. 0
95
SINUS motorglider
www.pipistrel.si
REV. 0
Conversion tables
kilometers per hour (km/h) - knots (kts) - metres per sec. (m/s)
km/h kts m/s km/h kts m/s km/h kts m/s
1,853 1 0,37 63,00 34 18,34 124,16 67 36,15
3,706 2 1,07 64,86 35 18,88 126,01 68 36,69
5,560 3 1,61 66,71 36 19,42 127,87 69 37,23
7,413 4 2,15 68,56 37 19,96 129,72 70 37,77
9,266 5 2,69 70,42 38 20,50 131,57 71 38,31
11,11 6 3,23 72,27 39 21,04 133,43 72 38,86
12,97 7 3,77 74,12 40 21,58 135,28 73 39,39
14,82 8 4,31 75,98 41 22,12 137,13 74 39,93
16,67 9 4,85 77,83 42 22,66 198,99 75 40,47
18,53 10 5,39 79,68 43 23,20 140,84 76 41,01
20,38 11 5,93 81,54 44 23,74 142,69 77 41,54
22,23 12 6,47 83,39 45 24,28 144,55 78 42,08
24,09 13 7,01 85,24 46 24,82 146,40 79 42,62
25,94 14 7,55 87,10 47 25,36 148,25 80 43,16
27,79 15 8,09 88,95 48 25,90 150,10 51 43,70
29,65 16 8,63 90,80 49 26,44 151,96 82 44,24
31,50 17 9,17 92,66 50 26,98 153,81 83 44,78
33,35 18 9,71 94,51 51 27,52 155,66 84 45,32
35,21 19 10,25 96,36 52 28,05 157,52 85 45,86
37,06 20 10,79 98,22 53 28,59 159,37 86 46,40
38,91 21 11,33 100,07 54 29,13 161,22 87 46,94
40,77 22 11,81 101,92 55 29,67 163.08 88 47,48
42,62 23 12,41 103,77 56 30,21 164,93 89 48,02
44,47 24 12,95 105,63 57 30,75 166,78 90 48,56
46,33 25 13,49 107,48 58 31,29 168,64 91 49,10
48,18 26 14,03 109,33 59 31,83 170,49 92 49,64
50,03 27 14,56 111,19 60 32,37 172,34 93 50,18
51,80 28 15,10 113,04 61 32,91 174,20 94 50,12
53,74 29 15,64 114,89 62 33,45 176,05 95 51,26
55,59 30 16,18 116,75 63 33,99 177,90 96 51,80
57,44 31 16,72 118,60 64 34,53 179,76 97 52,34
59,30 32 17,26 120,45 65 35,07 181,61 98 52,88
61,15 33 17,80 122,31 66 35,61 183,46 99 53,42
Appendix
95
SINUS motorglider
www.pipistrel.si
REV. 0
knots (kts) - metres per second (m/s)
0 1 2 3 4 5 6 7 8 9
0 0 0,51 1,02 1,54 2,05 2,57 3.08 3,60 4,11 4,63
10 0,51 5,65 6,17 6,66 7,20 7,71 8,23 8,74 9,26 9,77
20 10,28 10,80 11,31 11,83 12,34 12,86 13,37 13,89 14,40 14,91
30 25,43 15,94 16,46 16,97 17,49 18,00 18,52 19,03 19,54 20,06
40 20,57 21,09 21,60 22,12 22,63 23,15 23,66 24,17 24,69 25,20
50 25,72 26,23 26,75 27,26 27,76 28,29 28,80 29,32 29,83 30,35
60 30,86 31,38 31,89 32,41 32,92 33,43 33,95 34,46 34,98 35,49
70 36,00 36,52 37,04 37,55 38,06 38,58 39,09 39,61 40,12 40,64
80 41,15 41,67 42,18 42,69 43,21 43,72 44,24 44,75 45,27 45,78
90 46,30 46,81 47,32 47,84 48,35 48,87 49,38 49,90 50,41 50,90
metres per second (m/s) - feet per minute (100 ft/min)
m/sec.
100
ft/min
m/sec.
100
ft/min
m/sec.
100
ft/min
0,50 1 1,96 10,66 21 41,33 20,82 41 80,70
1,01 2 3,93 11,17 22 43,30 21,33 42 82,67
1,52 3 5,90 11,68 23 45,27 21,84 43 84,64
2,03 4 7,87 12,19 24 47,24 22,35 44 86,61
2,54 5 9,84 12,75 25 49,21 22,86 45 88,58
3,04 6 11,81 13,20 26 51,18 23,36 46 90,53
3,55 7 13,78 13,71 27 53,15 23,87 47 92,52
4,06 8 15,74 14,22 28 55,11 24,38 48 94,48
4,57 9 17,71 14,73 29 57,08 24,89 49 96,45
5,08 10 19,68 15,24 30 59,05 25,45 50 98,42
5,58 11 21,65 15,74 31 61,02 25,90 51 100,4
6.09 12 23,62 16,25 32 62,92 26,41 52 102,3
6,60 13 25,51 16.76 33 64,96 26,92 53 104,3
7,11 14 27,55 17,27 34 66,92 27,43 54 106,2
7,62 15 29,52 17,78 35 68,89 27,94 55 108,2
8,12 16 31,49 18,28 36 70,86 28,44 56 110,2
8,63 17 33,46 18,79 37 72,83 28,95 57 112,2
9,14 18 35,43 19,30 38 74,80 29,46 58 114,1
9,65 19 37,40 19,81 39 76,77 29,97 59 116,1
10,16 20 39,37 20,32 40 78,74 30,48 60 118,1
Appendix
96
SINUS motorglider
www.pipistrel.si
REV. 0
97
SINUS motorglider
www.pipistrel.si
REV. 0
ICAN (international comitee for air navigation)
temperatures, relative pressure, relative density and
CAS to TAS correction factors as related to altitude
Altitude Temperature Relative
pressure
Relative
density
Cor. factors
feet metres °C °F
-2.000 -610 18,96 66,13 1,074 1,059 0,971
-1 -305 16,98 62,56 1,036 1,029 0,985
0 0 15 59 1 1 1
1.000 305 13,01 55,43 0,964 0,971 1,014
2.000 610 11,03 51,86 0,929 0,942 1,029
3.000 914 9,056 48,30 0,896 0,915 1,045
4.000 1219 7,075 44,73 0,863 0,888 1,061
5.000 1524 5,094 41,16 0,832 0,861 1,077
6.000 1829 3,113 37,60 0,801 0,835 1,090
1.000 2134 1,132 34,03 0,771 0,810 1,110
8.000 2438 -0,850 30,47 0,742 0,785 1,128
9.000 2743 -2,831 26,90 0,714 0,761 1,145
10.000 3090 -4,812 23,33 0,687 0,738 1,163
11.000 3353 -6,793 19,77 0,661 0,715 1,182
12.000 3658 -8,774 16,20 0,635 0,693 1,201
13.000 3916 -10,75 12,64 0,611 0,671 1,220
14.000 4267 -12,73 9,074 0,587 0,649 1,240
15.000 4572 -14,71 5,507 0,564 0,629 1,260
16.000 4877 -16,69 1,941 0,541 0,608 1,281
17.000 5182 -18,68 -1,625 0,520 0,589 1,302
Appendix
97
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
metres (m) to feet (ft) conversion table
metres
(m)
feet
(ft)
metres
(m)
feet
(ft)
metres
(m)
feet
(ft)
0,304 1 3,280 10,36 34 111,5 20,42 67 219,81
0,609 2 6,562 10,66 35 114,8 20,72 68 223,09
0,914 3 9,843 10,97 36 118,1 21,03 69 226,37
1,219 4 13,12 11,27 37 121,3 21,33 70 229,65
1,524 5 16,40 11,58 38 124,6 21,64 71 232,94
1,828 6 19,68 11,88 39 127,9 21,91 72 236,22
2,133 7 22,96 12,19 40 131,2 22,25 73 239,50
2,438 8 26,24 12,49 41 134,5 22,55 74 242,78
2,743 9 29,52 12,80 42 137,7 22,86 75 246,06
3,048 10 32,80 13,10 43 141,1 23,16 76 249,34
3,352 11 36,08 13,41 44 144,3 23,46 77 252,62
3,657 12 39,37 13,71 45 147,6 23,77 78 255,90
3,962 13 42,65 14,02 46 150,9 24,07 79 259,18
4,267 14 45,93 14,32 47 154,1 24,38 80 262,46
4,572 15 49,21 14,63 48 157,4 24,68 81 265,74
4,876 16 52,49 14,93 49 160,7 24,99 82 269,02
5,181 17 55,77 15,24 50 164,1 25,29 83 272,31
5,48 18 59,05 15,54 51 167,3 25,60 84 275,59
5,791 19 62,33 15,84 52 170,6 25,90 85 278,87
6,096 20 65,61 16,15 53 173,8 26,21 86 282,15
6,400 21 68,89 16,45 54 177,1 26,51 87 285,43
6,705 22 72,17 16,76 55 180,4 26,82 88 288,71
7,010 23 75,45 17,06 56 183,7 27,12 89 291,99
7,310 24 78,74 17,37 57 187,0 27,43 90 295,27
7,620 25 82,02 17,67 58 190,2 27,73 91 298,55
7,948 26 85,30 17,98 59 193,5 28,04 92 301,83
8,220 27 88,58 18,28 60 196,8 28,34 93 305,11
8,530 28 91,86 18,59 61 200,1 28,65 94 308,39
8,830 29 95,14 18,89 62 203,4 28,90 95 311,68
9,144 30 98,42 19,20 63 206,6 29,26 96 314,96
9,448 31 101,7 19,50 64 209,9 29,56 97 318,24
9,750 32 104,9 19,81 65 213,2 29,87 98 321,52
10,05 33 108,2 20,12 66 216,5 30,17 99 324,80
98
SINUS motorglider
www.pipistrel.si
REV. 0
99
SINUS motorglider
www.pipistrel.si
REV. 0
Appendix
air pressure as related to altitude
altitude (m) pressure (hPa) pressure (inch
Hg)
altitude (m) pressure (hPa) pressure (inch
Hg)
-1000 1139,3 33,6 1300 866,5 25,6
-950 1132,8 33,5 1350 861,2 25,4
-900 1126,2 33,3 1400 855,9 25,3
-850 1119,7 33,1 1450 850,7 25,1
-800 1113,2 32,9 1500 845,5 25,0
-750 1106,7 32,7 1550 840,3 24,8
-700 1100,3 32,5 1600 835,2 24,7
-650 1093,8 32,3 1650 830 24,5
-600 1087,5 32,1 1700 824,9 24,4
-550 1081,1 31,9 1750 819,9 24,2
-500 1074,3 31,7 1800 814,8 24,1
-450 1068,5 31,6 1850 809,8 23,9
-400 1062,3 31,4 1900 804,8 23,8
-350 1056,0 31,2 1950 799,8 23,6
-300 1049,8 31,0 2000 794,9 23,5
-250 1043,7 30,8 2050 790,0 23,3
-200 1037,5 30,6 2100 785,1 23,2
-150 1031,4 30,5 2150 780,2 23,0
-100 1025,3 30,3 2200 775,3 22,9
-50 1019,3 30,1 2250 770,5 22,8
0 1013,3 29,9 2300 165,7 22,6
50 1007,3 29,7 2350 760,9 22,5
100 1001,3 29,6 2400 756,2 22,3
150 995,4 29,4 2450 751,4 22,2
200 989,4 29,2 2500 746,7 22,1
250 983,6 29,0 2550 742,1 21,9
300 977,7 28,9 2600 737,4 21,8
350 971,9 28,7 2650 732,8 21,6
400 966,1 28,5 2700 728,2 21,5
450 960,3 28,4 2750 723,6 21,4
500 954,6 28,2 2800 719 21,2
550 948,9 28,0 2850 714,5 21,1
600 943,2 27,9 2900 709,9 21,0
650 937,5 27,7 2950 705,5 20,8
700 931,9 27,5 3000 701,0 20,7
750 926,3 27,4 3050 696,5 20,6
800 920,0 27,2 3100 692,1 20,4
850 915,2 27,0 3150 687,7 20,3
900 909,0 26,9 3200 683,3 20,2
950 904,2 26,7 3250 679,0 20,1
1000 898,7 26,5 3300 674,6 19,9
1050 893,3 26,4 3350 670,3 19,8
99
SINUS motorglider
www.pipistrel.si
REV. 0
ICAO standard atmosphere
h
(m)
h
(ft)
T
(°C)
T
(°K)
T/T0
p
(mmHg)p(kg/m2)
p/p0
r
(kgs2/m4)
g
(kg/m4)
d 1/S d Vs
n*106
(m2/s)
-1000 -3281 21,5 294,5 1,022 854,6 11619 1,124 0,137 1,347 1,099 0,957 344,2 13,4
-900 -2953 20,8 293,8 1,020 844,7 11484 1,111 0,136 1,335 1,089 0,958 343,9 13,5
-800 -2625 20,2 293,2 1,018 835 11351 1,098 0,134 1,322 1,079 0,962 343,5 13,6
-700 -2297 19,5 292,5 1,015 825,3 11220 1,085 0,133 1,310 1,069 0,967 343,1 13,7
-600 -1969 18,9 291,9 1,013 815,7 11090 1,073 0,132 1,297 1,058 0,971 342,7 13,8
-500 -1640 18,2 291,2 1,011 806,2 10960 1,060 0,131 1,285 1,048 0,976 342,4 13,9
400 -1312 17,6 290,6 1,009 796,8 10832 1,048 0,129 1,273 1,039 0,981 342 14,0
300 -984 16,9 289,9 1,006 787,4 10705 1,036 0,128 1,261 1,029 0,985 341,6 14,1
200 -656 16,3 289,3 1,004 779,2 10580 1,024 0,127 1,249 1,019 0,990 341,2 14,3
100 -328 15,6 288,6 1,002 769,1 10455 1,011 0,126 1,237 1,009 0,995 340,9 14,4
0 0 15 288 1 760 10332 1 0,125 1,225 1 1 340,5 14,5
100 328 14,3 287,3 0,997 751,0 10210 0,988 0,123 1,213 0,990 1,004 340,1 14,6
200 656 13,7 286,7 0,995 742,2 10089 0,976 0,122 1,202 0,980 1,009 339,7 14,7
300 984 13,0 286,0 0,993 133,4 9970 0,964 0,121 -1,191 0,971 1,014 339,3 14,8
400 1312 12,4 285,4 0,991 724,6 9852 0,953 0,120 1,179 0,962 1,019 338,9 14,9
500 1640 11,1 284,7 0,988 716,0 9734 0,942 0,119 1,167 0,952 1,024 338,5 15,1
600 1969 11,1 284,1 0,986 707,4 9617 0,930 0,117 1,156 0,943 1,029 338,1 15,2
700 2297 10,4 283,4 0,984 699,0 9503 0,919 0,116 1,145 0,934 1,034 337,8 15,3
800 2625 9,8 282,8 0,981 690,6 9389 0,908 0,115 1,134 0,925 1,039 337,4 15,4
900 2953 9,1 282,1 0,979 682,3 9276 0,897 0,114 1,123 0,916 1,044 337 15,5
1000 3281 8,5 281,5 0,977 674,1 9165 0,887 0,113 1,112 0,907 1,049 336,6 15,7
1100 3609 7,8 280,8 0,975 665,9 9053 0,876 0,112 1,101 0,898 1,055 336,2 15,8
1200 3937 7,2 280,2 0,972 657,9 8944 0,865 0,111 1,090 0,889 1,060 335,8 15,9
1300 4265 6,5 279,5 0,970 649,9 8835 0,855 0,110 1,079 0,880 1,065 335,4 16,0
1400 4593 5,9 278,9 0,968 642,0 8728 0,844 0,109 1,069 0,872 1,070 335 16,2
1500 4921 5,2 278,2 0,966 634,2 8621 0,834 0,107 1,058 0,863 1,076 334,7 16,3
1600 5249 4,6 277,6 0,963 626,4 8516 0,824 0,106 1,048 0,855 1,081 334,3 16,4
1700 5577 3,9 276,9 0,961 618,7 8412 0,814 0,106 1,037 0,846 1,086 333,9 16,6
1800 5905 3,3 276,3 0,959 611,2 8309 0,804 0,104 1,027 0,838 1,092 333,5 16,7
1900 6234 2,6 275,6 0,957 603,7 8207 0,794 0,103 1,017 0,829 1,097 333,1 16,9
2000 6562 2 275 0,954 596,2 8106 0,784 0,102 1,006 0,821 1,103 332,7 17,0
2100 6890 1,3 274,3 0,952 588,8 8005 0,774 0,101 0,996 0,813 1,108 332,3 17,1
2200 7218 0,7 273,7 0,950 581,5 7906 0,765 0,100 0,986 0,805 1,114 331,9 17,3
2300 7546 0,0 273,0 0,948 574,3 7808 0,755 0,099 0,976 0,797 1,120 331,5 17,4
2400 7874 -0,6 272,4 0,945 576,2 7710 0,746 0,098 0,967 0,789 1,125 331,1 17,6
2500 8202 -1,2 271,7 0,943 560,1 7614 0,736 0,097 0,957 0,781 1,131 330,7 17,7
2600 8530 -1,9 271,1 0,941 553,1 7519 0,727 0,096 0,947 0,773 1,137 330,3 17,9
2700 8858 -2,5 270,4 0,939 546,1 7425 0,718 0,095 0,937 0,765 1,143 329,9 18,0
2800 9186 -3,2 269,8 0,936 539,3 7332 0,709 0,094 0,928 0,757 1,149 329,6 18,2
2900 9514 -3,8 269,1 0,934 532,5 7239 0,700 0,093 0,918 0,749 1,154 329,2 18,3
Appendix
100
SINUS motorglider
www.pipistrel.si
REV. 0
101
SINUS motorglider
www.pipistrel.si
REV. 0
Engine cover
1
2
Gascolator
Right wingtip - lights
7
8
Right wing - trailing edge
Undercarriage, RH wheel
5
6
Right wing - leading edge
Propeller, Spinner
3
5
Undercarriage
4
Preight check-up pictures
Loading...