Sirius Satellite Radio TL-3000 Pilot Operating Handbook

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Page 1

1 February 2011 / Change 4

Aircraft Serial No: ________

Author: Ing. M. Zahálka, TL-Ultralight, s.r.o.

This Pilot Operating Handbook must remain in the aircraft and be accessible to the pilot all times.

Page 2

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Page 3

Pilot Operating Handbook Section 0

TL3000 Sirius Introduction

Dear Sirius Owner:

Congratulations on the purchase of your TL-3000 Sirius which is the result of many years of development by our company. We strive to be the leading designer of quality aircraft worldwide. You will find your new Sirius aircraft very enjoyable, extremely economical, and easy to maintain.

The Sirius is the ideal Light Sport Airplane. It is fast, economical, pleasing to the eye, and user friendly. We at TL Aircraft are certain that your Sirius will give you hours and hours of leisure flying and enjoyment. With this Pilot Operating Handbook (POH), we hope to help inform you about the design and operation of your aircraft.

This Pilot Operating Handbook is to be used as a guide to assist the pilot to safely use the Sirius aircraft. The contents are not intended to be a final authority and although proofed extensively they are still not considered error free. Therefore, the pilot in command is the final authority for the safe operation of the aircraft. Should there be any questions or errors found in reading this handbook please contact us immediately and we will issue a clarification.

I believe that your airplane will be very satisfying and provide you with years of pure enjoyment. Please study and become familiar with this POH manual and the respective manuals for the propeller and rescue system.

Thank you again for your business. We look forward to a continuing satisfied customer relationship. Feel free to contact us if you have any questions or comments regarding your Sirius aircraft.

I wish you a lot of joy flying your new TL-3000 Sirius.

In Hradec Králové 1st January 2010.

TL Ultralight L.T.D. (sig) Jiri Tlusty

1 Feb 11 – Chg 4 i

Page 4

Pilot Operating Handbook Section 0

TL3000 Sirius Introduction

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

TL-ULTRALIGHT s.r.o.

Airport, building 84

503 41 Hradec Kralove

tel/fax 495213378

tel 495.218.910.521.1753

info@tl-ultralight.cz

www.tl-ultralight.cz

1 Feb 11 – Chg 4 ii

Page 5

Pilot Operating Handbook Section 0

TL3000 Sirius Introduction

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

SECTION INDEX

GENERAL INFORMATION .............................................. 1

OPERATING LIMITATIONS ............................................ 2

EMERGENCY PROCEDURES ........................................ 3

NORMAL PROCEDURES ............................................... 4

PERFORMANCE ............................................................. 5

WEIGHT & BALANCE INFORMATION ........................... 6

AIRPLANE and SYSTEMS DESCRIPTION ..................... 7

REQUIRED PLACARDS & MARKINGS .......................... 8

AIRCRAFT HANDLING, SERVICE & MAINTENANCE ... 9

SUPPLEMENTARY INFORMATION & APPENDIX A ..... 10

1 Feb 11 – Chg 4 iii

Page 6

Pilot Operating Handbook Section 0

NOTE

CAUTION

WARNING

TL3000 Sirius Introduction

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

NOTES, CAUTIONS, AND WARNINGS

Throughout this manual, small boxes are inserted referencing a Note, Caution, or Warning. These are items which require particularly close attention for special conditions or procedures.

This text box emphasizes specific operating conditions, steps in a procedure, helpful hints or useful advice.

This text box represents danger to equipment or operation. By not observing the cautions, the result could be the destruction of equipment and possibly personal danger and injury.

This text box represents a hazardous situation. Warnings are used to call attention to operating procedures or conditions which, if not strictly observed, may result in personal injury or death.

Every owner, pilot, operator, or user of the Sirius should become familiar with the entire contents of this Pilot Operating Handbook (POH). The text consists of flight and maintenance information combined with training instruction, Section 10, in accordance with ASTM 2245 and is required to be on board the plane and

available to the pilot during all flights. It also incorporates only partial information

about related systems from Rotax®, the engine manufacturer, Woodcomp® or DUC® ,the propeller suppliers, and Galaxy system. Please refer to the latest edition of those manufacturer manuals for specific and complete detailed operation of each aircraft system.

®,

the installed aircraft parachute

1 Feb 11 – Chg 4 iv

Page 7

Pilot Operating Handbook Section 0

CAUTION

TL3000 Sirius Introduction

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

This flight and operational manual produced by TL Ultralight is designed to introduce TL -3000 SIRIUS aircraft to its operator. It provides the basic usage information and operational procedures ensuring the most effective aircraft utilization by the operator.

Each holder of this flight and operational manual and/or its parts is obliged to maintain it in updated state by implementation of amendments, revisions and changes as published in the bulletin through the following web-page:

http:/sirius.aero/owners/downloads

Owners are encouraged to keep their address and contact information current in order to receive the latest continued airworthiness program information. See the contact information below to email, fax, call or mail your contact data so that you can be informed and kept current on the safe operation of your aircraft.

This flight and operational manual is divided by topics into several sections that are split into paragraphs according to the significance and importance of their subject matter. Page replacement, amendment or handwriting revision, must all be recorded on the ‗List of Changes‘ log page by recording the change or amendment serial number, number of the published change or page changed or amended, new page or change publishing date, and implementation date and signature.

This operational manual is established in such a way that any revision or amendment execution is only possible by replacing or adding the appropriate pages and discarding the obsolete pages. Therefore, it is necessary that all manual holders pay increased attention to recording all changes and amendments and their implementing instructions.

1 Feb 11 – Chg 4 v

The Sirius meets the standard specification Design and Performance (D&P) established by ASTM International, Inc, (ASTM) Document F 2245, and it is therefore restricted by that guideline. The aircraft does not comply with any FAA Part 22, or 23 certification processes. Compliance with regulations placed upon the airplane category should be strictly adhered to by the pilot in command (PIC)

Page 8

Pilot Operating Handbook Section 0

CAUTION

NOTE

TL3000 Sirius Introduction

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

The items discussed in each of the amplified procedures are intended to comply with ASTM airplane Flight Training Supplement (FTS) in lieu of a separate manual. Additional flight training information is available in Section 10 of this manual. None of these items or procedures is intended to replace properly qualified ground or in-flight instruction by an FAA certified flight instructor (CFI).

This POH manual is valid only if the PIC complies with any changes that may be issued at a later date. Any pages affected by a change should be removed and replaced with the current effective pages

immediately.

The aircraft manufacturer issues notices of information and mandatory bulletins to ensure continued airworthiness in accordance with ASTM 2295 for the TL-3000 Sirius Special Light Sport Aircraft (SLSA). The notices are provided to all known owners of the Sirius aircraft.

All bulletins may be downloaded from:

http://www.sirius.aero/owners/downloads

To receive updates and bulletins on the safe continued operation of your aircraft please contact us at the address below. If this manual is found not to be current, revisions missing, or pages removed contact our USA location in accordance with the ASTM / TL Continued Airworthiness Service program for replacements.

TL Ultralight, s.r.o. Continued Airworthiness Service 8222 Remount Road KORK Municipal Airport North Little Rock, AR 72118

Info1@sportair.aero www.sirius.aero

Phone: 501.228.7777 Fax: 501.227.8888

1 Feb 11 – Chg 4 vi

Page 9

Pilot Operating Handbook Section 0

TL3000 Sirius Introduction

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

LIST OF EFFECTIVE PAGES

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1 Feb 11 – Chg 4 vii

Page 10

Pilot Operating Handbook Section 0

Nr.

Date

Revised

Pages

Type of Revision

Posted

1 May 2009

None

Original Issue

N/A

31 Mar 2010

All

Re-issue

N/A

31 Aug 2010

All

Re-issue

N/A

31 Oct 2010

All

Re-issue

N/A

1 Feb 2011

All

Re-issue

TL3000 Sirius Introduction

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

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APPENDIX A

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List of changes

1 Feb 11 – Chg 4 viii

Page 11

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

SECTION 1

GENERAL INFORMATION

TABLE OF CONTENTS PAGE

INTRODUCTION ............................................................................................... 1-3

AIRCRAFT ......................................................................................................... 1-4

3D TRANSPARENT DRAWING ........................................................................ 1-3

TOP VIEW DRAWING ....................................................................................... 1-5

SIDE VIEW DRAWING ...................................................................................... 1-6

FRONT / REAR VIEW DRAWING ..................................................................... 1-5

BASIC DIMENSIONS ........................................................................................ 1-7

AIRPLANE WEIGHTS ....................................................................................... 1-8

CABIN / ENTRY DIMENSIONS ......................................................................... 1-8

BAGGAGE SPACE AND ENTRY DIMENSIONS .............................................. 1-8

PROPELLEORS ................................................................................................ 1-8

ENGINE ............................................................................................................. 1-8

PARACHUTE SYSTEM ..................................................................................... 1-9

FUEL .................................................................................................................. 1-9

OIL ................................................................................................................... 1-10

BAGGAGE ....................................................................................................... 1-10

SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY .................................... 1-11

GENERAL AIRSPEED TERMINOLOGY ......................................................... 1-11

METEOROLOGICAL TERMINOLOGY ............................................................ 1-12

AIRPLANE PERFORMANCE AND WEIGHT TERMINOLOGY ....................... 1-12

ABBREVIATIONS ............................................................................................ 1-16

V SPEED DEFINITIONS .................................................................................. 1-20

1 Feb 11 – Ch 4 1-1

Page 12

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

(THIS PAGE BLANK)

1 Feb 11 – Ch 4 1-2

Page 13

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

INTRODUCTION

This manual is organized to conform to the ASTM F2746 Standard Specification for

Pilot‘s Operating Handbook (POH). A copy of this POH is issued with each

aircraft and must remain in the aircraft and available to the pilot during flight.

All pilots of this aircraft must read and understand the operation and limitations of this aircraft design. As such, many items are added as narrative information to assist them in clearly understanding what is required and in most cases help in achieving the necessary performance. The POH does not intend to and cannot replace properly qualified ground or in-flight instruction by an FAA certified flight instructor. (CFI)

Maintenance and operation of major components, engine, and aircraft parachute system, propeller, avionics or other installed equipment is provided in the appropriate manufacturer manuals which are included with the aircraft. The appropriate manufacturer‘s manual takes precedence over any conflict in this POH.

The Sirius has a high cruising speed and may traverse very different weather conditions during a single flight. The pilot is responsible for the safe flight of the aircraft and should be prepared to avoid any meteorological conditions which will endanger the occupants, the aircraft or both.

Section 1 provides general information and descriptive figures relevant to the aircraft and the engine. It also contains certain definitions of aeronautical terms, ASTM Design and Performance standards and commonly used abbreviations.

1 Feb 11 – Ch 4 1-3

Page 14

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

AIRCRAFT

The TL3000 Sirius is a full three axis, high wing, two place, side-by-side seating, tricycle landing gear aircraft with a toe brake steerable nose wheel. The primary aircraft structure is carbon fiber and fiberglass UV resistant reinforced laminate with an inner foam core creating a ‗sandwich‘ layered construction between each ply.

Various options may also be installed; therefore your aircraft may vary from the descriptions in this manual. Please check with the TL Continuing Airworthiness Center if you have any specific questions not addressed here.

Front View

Fig. 1-1

1 Feb 11 – Ch 4 1-4

Page 15

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

Side View & Top View

Fig. 1-2

1 Feb 11 – Ch 4 1-5

Page 16

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

3D View

Fig. 1-3

1 Feb 11 – Ch 4 1-6

Page 17

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

BASIC DIMENSIONS

Length .......................................................................... 22.15 ft.

Height .......................................................................... 7.38 ft. (at tail)

Cabin width .................................................................. 45 in.

Nose to Main wheel base……………………………… .. 5.02 ft.

Main wheel spacing…………………………… .............. 7.12 ft.

Wings

Area ............................................................................. 121.23 ft

Span……………………………….................................. 30.84 ft.

Aspect Ratio……………………………………………… 7.92 Root Chord……………………………………………… .. 4.27 ft. Tip Chord………………………………………………… . 2.95 ft. Loading…………………………………………………… . 10.89 lb/sf.

Ailerons

Area ............................................................................. 10.98 ft2

Span…………………………………………………… ..... 12.28 ft.

Deflection up…………………………………………… ... 11.50 deg. Deflection down………………………………………… .. 7.60 deg.

Flaps

Area ............................................................................. 14.22 ft

Span……………………………………………… ............ 13.60 ft.

Deflection takeoff……………………………………… .... 10.00 deg.

Deflection half…………………………………………… . 28.00 deg. Deflection landing……………………………………… ... 45.00 deg.

Elevators

Area….………………………………………………… ..... 21.64 ft2

Span……………………………………………………… . 9.84 ft.

Deflection up………………………………………… ....... 16.70 deg.

Deflection down……………………………………… ...... 8.50 deg.

Rudder

Area…………………………………………………… ...... 12.81 ft2

Deflection left-right…………………………………… ..... 20-20 deg.

General

Glide ratio .................................................................... 13:1

Tire pressure…………………………………………… ... 30 psi

Brakes, left-right-park………………………………… .... Hydraulic disk, DOT 3 or 4

1 Feb 11 – Ch 4 1-7

Page 18

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

AIRPLANE WEIGHTS

Maximum Ramp Weight: 1326 Lbs Standard Empty Weight: 760 Lbs Maximum Useful Load: 540 Lbs Maximum Takeoff or Landing Weight: 1320 Lbs (1430 seaplane) Maximum Baggage Weight: 75 Lbs. (see limitations) Maximum Calculated Structural Weight: 1320/1430 Lbs

CABIN / ENTRY DIMENSIONS

Door width: 37― Door height: 30‖ Head room (from seat bottom to ceiling): 38.5‖ Leg room (from seat back to rudder pedals): 49.5‖ Cabin width: 45‖ Seat width: 19-22‖

Note: Cabin doors are trapezoid not rectangles and are measured at entry.

BAGGAGE SPACE AND ENTRY DIMENSIONS

Maximum Compartment Width: 41‖ Maximum Compartment Height: 32‖ Maximum Compartment Length: 20.5‖ Minimum Compartment Width: 36‖ Minimum Compartment Height: 21.5‖ Entry Width: 37.5‖ Entry Height: 18‖

Note: Baggage area narrows aft from a cube shape to above sizes. Aft baggage shelf is

sloped, and not included in the above area or dimensions.

PROPELLER

Propeller Manufacturer: Woodcomp®, DUC, Sensenich. (See Master Equipment List (MEL) latest date) Number of Blades: 2/3 Propeller Type: Fixed-pitch, ground-adjustable

ENGINE

Number of Engines: 1 Engine Manufacturer: Rotax® G.m.b.H. Aircraft Engines Engine Model Number: 900 Series, Standard Equipment (See Master Equipment List (MEL) latest date) Engine Type: Normally-aspirated, liquid/air-cooled, dry sump, gear-reduced drive, dual carburetor-equipped, four-cylinder, four-stroke, electronic dual ignition, horizontally-opposed engine.

1 Feb 11 – Ch 4 1-8

Page 19

Pilot Operating Handbook Section 1

NOTE

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

GALAXY ROCKET PARACHUTE SYSTEM (GRS)

The rocket deployed aircraft parachute system is standard equipment. It is activated inside the cockpit by pulling a red ―T‖ handle located on the lower right pilot side position. The system is secured by a brass safety pin attached to an embroidered red safety tag. Refer to the Galaxy operational manual included with the aircraft for detailed information.

FUEL

The use of Premium Grade automobile fuel is approved for Rotax 900 series engines. See the Rotax Operator‘s manual section 10 for more data.

An Antiknock Index (AKI) is the usual octane rating for the US. Rotax specifies a minimum AKI of 91 for the 912ULS engine. AKI is an average of the RON and the MON rating method where: AKI = (RON+MON) / 2.

RON is common in Europe and sometimes causes confusion for owners who operate European engines. 91 RON is approximately 87 AKI (US Regular auto fuel) and 95 RON is approximately 91 AK (US Premium auto fuel).

Rotax Service Instruction SI-912-016 (or revised latest revised edition) details all specifications for Rotax engine fluids. A current copy is available at the airworthiness center web site:

www.sirius.aero/owners/downloads.

Approved Fuel Grade:

91 AKI Unleaded Automobile Fuel, ―Auto gas‖ (Amber color).

Approved Alternate Fuel Grade:

100LL Aviation Fuel, ―Avgas‖ (Blue color).

Total Fuel Capacity:

34.2 US Gallons, in two wing tanks.

Total Unusable Fuel:

2 US Gallons, total fuel system

100LL Avgas is an acceptable alternate fuel if 91 octane unleaded auto fuel is not available. Due to the high lead content, the use of 100LL Avgas should be less than 30% of engine time without increased engine maintenance. See the latest Rotax engine operational supplement for more detailed fuel specifications and information.

1 Feb 11 – Ch 4 1-9

Page 20

Pilot Operating Handbook Section 1

NOTE

CAUTION

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

Total unusable fuel is the minimum amount of fuel an aircraft may have in its gas tanks before engine fuel starvation. Unusable fuel, as its name implies, cannot be consumed by the engine for power and thus cannot be relied upon for flight, but is included in the aircraft empty weight.

During refueling of the wing tanks, a fuel spill may cause crazing of the aircraft windows. Flush immediately with clear water but do not rub the surface to remove the fuel. If the tank is full to the brim it will eliminate all fuel expansion area. As fuel warms it expands and will be forced out of the fuel vent line, spill on to the parking area and cause a fire hazard.

OIL

Oil Capacity: 3.7 Quarts (Empty system) Oil Filter: Rotax part number 825 701, (or latest Rotax part number). Oil Specifications: Vary depending on the engine operation and may vary from one aircraft to another depending on the operation, environment and fuel type. Refer to Figure 1-5 below and the latest Rotax engine oil service, fluid specification and instructions.

Oil Grade and Temperature Conditions

1 Feb 11 – Ch 4 1-10

Page 21

Pilot Operating Handbook Section 1

CAUTION

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

Fig. 1-5

Oil level is checked immediately after engine shutdown for best indication. An oil change will not require 3.7 quarts as some oil remains in the system for pre oiling and is not drained. Do not over fill.

No substitutions allowed!

Normal Rotax 900 series engine oil pressure may force the oil to bypass the filter of non-OEM filters. Rotax Oil Filter: part number 825 701, or latest version must be used,

BAGGAGE

Baggage is stored behind the seats .The baggage compartment can hold a maximum of 75 Lbs and is further limited by the maximum aft CG and structural loading for the aircraft. No concentrated loads are allowed. A weight and balance calculation should be completed by the PIC prior to each flight.

SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY

Best Angle-of-Climb Speed (VX): The speed which results in the greatest gain of

altitude in a given horizontal distance.

Best Rate-of-Climb Speed (VY): The speed which results in the greatest gain in altitude in a given time.

Best Glide Speed (VG): The speed that will result in maximum glide distance.

Design Cruise Speed (VC): The optimal cruise speed.

Knots Calibrated Airspeed (KCAS): Indicated airspeed corrected for position and

instrument error and expressed in knots. KCAS is equal to KTAS in standard conditions at sea level.

Knots Indicated Airspeed (KIAS): The speed shown on the airspeed indicator and is expressed in knots. (Decreases approximately 2kt/1000‘ of ALT.)

Knots True Airspeed (KTAS): KCAS corrected for non-standard temperature and pressure and is expressed in knots.

1 Feb 11 – Ch 4 1-11

Page 22

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

Maneuvering Speed (VA): The maximum speed at which you may use abrupt full control travel without exceeding structural limitations of the aircraft or control systems.

Maximum Flap Extended Speed (VFE): The highest speed permissible with wing flaps in a prescribed extended position.

Maximum Structural Cruising Speed (VNO): The speed that should not be exceeded except in smooth air, and then only with caution.

Maximum Sustained Speed in Level Flight (VH): The highest speed that can be attained in level flight at sea level under standard conditions while the engine is operating at the manufacturer designated maximum continuous power setting.

Never Exceed Speed (VNE): The speed limit that may never be exceeded under any conditions at any time due to structural limitations of the airframe or control systems.

Stalling Speed (VS): The minimum steady flight speed at which the airplane is controllable without flaps.

Stalling Speed (VS0): The minimum steady flight speed with power off and full flaps.

METEOROLOGICAL TERMINOLOGY

Indicated Altitude: The altitude displayed on the altimeter.

Mean Sea Level (MSL): The average level of the ocean‘s surface – the level

halfway between mean high and low tides, used as a standard reference for expressing altitude.

Outside Air Temperature (OAT): The free air static temperature, expressed in either degrees Celsius (C) or degrees Fahrenheit (F).

Pressure Altitude: The altitude displayed on the altimeter on a standard day when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb).

Standard Temperature: 15°C (59°F) at sea level pressure altitude. (Decreases approximately 2°C (3.5°F) for each 1000 feet increase of altitude.)

True Altitude: The true height above mean sea level (MSL). True altitude is indicated altitude corrected for nonstandard atmospheric pressure.

1 Feb 11 – Ch 4 1-12

Page 23

Pilot Operating Handbook Section 1

NOTE

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

AIRPLANE PERFORMANCE AND WEIGHT TERMINOLOGY

Arm: The horizontal distance expressed in inches from the reference datum plane

to the center of gravity (CG) of an item or location.

Units of measurements and weights must be consistent for each set of calculations and in the same system of units, i.e., pounds and inches, or kilograms and centimeters.

Ballast: A specific amount of weight attached in a specific location, which can be temporarily or permanently installed in an aircraft, to help bring its CG within the required limits. If temporary ballast must be used for certain operations, the exact amount and its location must be placarded on the instrument panel within clear view of the pilot. The use of Ballast increases Empty Weight and reduces Useful Load.

Basic Empty Weight: The standard empty weight plus the weight of any additionally installed or optional equipment.

Empty Weight Center of Gravity: The CG of an aircraft in its basic empty weight condition, and is an essential part of the weight and balance record.

Brake Horsepower: The power developed by the engine expressed in horsepower and measured by an instrument resistant (brake) device.

Center of Gravity (CG): A point along an aircraft‘s longitudinal axis at which all the loads and forces are perfectly concentrated and balanced. It is computed by

dividing the total moment by the total weight of the airplane. Its distance from the

reference datum is found by dividing the total moment by the total weight of the airplane.

(Total Moment / Total Weight = Center of Gravity)

Center of Gravity Arm: The arm (distance) from data plane obtained by adding the airplane's individual moments and dividing the sum by the total weight.

Center of Gravity Limits are the extreme forward and aft CG locations (limits) within which the airplane must be operated at any given weight.

1 Feb 11 – Ch 4 1-13

Page 24

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

Center of Gravity Range: The horizontal distance, along an aircraft‘s longitudinal axis, within which an aircraft has been found to be fully maneuverable at all specified design speeds, weights and loading configurations.

Datum: (datum plane) A convenient vertical reference plane along the longitudinal axis of an aircraft from which all horizontal measurements are taken, the forward tip of the propeller spinner is the datum for the Sirius.

Demonstrated Crosswind Velocity: The velocity of the crosswind component at which adequate control of the airplane was demonstrated during takeoff and landing tests. The value is not considered to be a maximum limit.

Empty Weight Center of Gravity: The CG of an aircraft in its current empty weight condition, an essential part of the weight and balance record.

Gallons Per Hour: The amount of fuel (in US gallons) consumed in one hour.

Gear Box: The gears forward of the engine and aft of the propeller used to change

(reduce) the propeller RPM by a factor of 2.43 of the engine RPM.

Installed Equipment: All accessories and equipment permanently installed on an airframe or engine at the time of weighing included in the ―Installed Equipment List‖ resulting in the Basic aircraft weight. Additions and deletions must be noted in the list and new Weight and Balance calculations performed to determine the magnitude and effect of weight change

Manifold Pressure: The atmospheric pressure measured in the engine's induction system and is expressed in inches of mercury (Hg).

Maximum and Minimum Weights: Due to balance, structural, and aerodynamic considerations, maximum or minimum weights for certain locations on the aircraft are specified. For example, the pilot‘s minimum (100Lbs) and maximum (250Lbs) weight are specified for some CG calculations. The same is true for baggage, cargo, fuel, and any other disposable or variable load.

Maximum Forward and Maximum Aft CG Locations: A specified forward most and rear most CG location along the aircraft longitudinal axis. These CG location limits are expressed in inches from a convenient reference datum, the forward face of the engine propeller flange.

Maximum Design Weight: The maximum total weight, for which the aircraft‘s structure has been tested by the manufacturer for normal or seaplane operations.

1 Feb 11 – Ch 4 1-14

Page 25

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

Maximum Gross Weight: The maximum total weight, for which the aircraft‘s structure and performance have been tested by the manufacturer for normal operations.

Maximum Landing Weight: The maximum weight for the landing touchdown.

Maximum Ramp Weight: The maximum weight approved for ground maneuvers.

(It includes the weight of start, taxi and run-up fuel.)

Maximum Takeoff Weight: The maximum weight at which an airplane is approved for the start of its takeoff roll.

Mean Aerodynamic Chord: (MAC) The chord of a rectangular wing which has the same area, aerodynamic force and position of the center of pressure at a given angle of attack as a given wing. Simply stated, MAC is the width of an equivalent rectangular wing in given conditions. For simplification of the CG calculations the Sirius uses the length of arm limits and so does not require MAC calculations.

Moment: The product of the weight of an item multiplied by its arm (distance from datum plane). (Moment = Weight x Arm)

Nautical Miles per Gallon: The no-wind travel distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration.

Reference or Datum Plane: An imaginary vertical plane located on the forward face of the engine propeller hub from which all horizontal distances are measured for weight and balance purposes.

Revolutions per Minute: Expressed as engine ―speed‖, is the number of 360 degree rotations that the engine crankshaft completes in each minute of time. (The propeller, driven by the gear box, completes one revolution for each 2.43 engine revolutions.)

Standard Empty Weight: The weight of a standard airplane, including unusable fuel and full engine operating fluids.

Station: A vertical location along the airplane fuselage horizontal axis given in terms of the distance from the reference datum plane.

Tare: The weight of items used when weighing an airplane included in the scale readings. Tare is deducted from the readings to obtain the actual airplane weight.

Useful Load: The total amount of weight available for pilot, passengers, baggage, cargo and usable fuel. The difference between the maximum ramp weight and the

1 Feb 11 – Ch 4 1-15

Page 26

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

basic empty weight. The useful load will be reduced by the installation of additional equipment.

Usable Fuel: The amount of fuel available for engine use in flight.

Unusable Fuel: The quantity of fuel that cannot be safely used in flight.

Weight: Actual individual weight of each item such as airframe, crew, fuel,

baggage, cargo, expressed in pounds or kilograms

ABBREVIATIONS

100LL – 100 Octane Low Lead Aviation Fuel (Avgas)

A – Amps, Electrical Amperage

ADI _ attitude reference – Solid state gyro; Attitude Directional Indicator

AGL – Above ground level (in feet) AMP – Amps, Electrical Amperage AHARS – Attitude Heading and Reference System ALTN – Alternator (switch) AOI – Aircraft Operating Instructions (No longer used in LSA, AOI=POH) AOA – Angle of Attack, relative angle of the wind to an airfoil APPH, Approach, (Intermediate flap deflection) – 2nd extended flap Setting (28 degrees) ARTCC – Air Route Traffic Control Center (FAA) ASAP – As Soon As Possible

ASTM – ASTM International (Previously -American Society of Testing & Materials)

ATC – Air Traffic Control (Center) (FAA) AUX – Auxiliary (pump) Auto Gas – Automobile fuel, 91 Octane is min auto gas rating for Rotax engines Avgas – 100 Octane Low Lead Aviation Fuel (100LL)

Big Angle – Large AOA of the Propeller blade in relation to the air stream BHP – Brake Horse Power

CAS—Calibrated airspeed CB – Circuit Breaker CBLT – Cabin Light (switch) CBS – Circuit Breaker Switch CFIT – Controlled Flight Into Terrain Ch, Chg – Change CK – Check, Checked CM – Centimeter Code – Transponder Setting (Squawk Code) Com, Com1 – VHF radio CSP – Constant speed propeller, (not used in LSA)

1 Feb 11 – Ch 4 1-16

Page 27

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

CG – Center of Gravity CI – Cubic Inch(s)

D&P – Design and Performance (ASTM) Standards Datum – Location plane for base for measurement(s) along aircraft length DC – Direct Current DOT – (US) Department of Transportation

EIS – Engine Information System EFIS – Electronic Flight Information System EMS – Engine Monitoring System EMSB – Engine Monitoring System + Backup Instruments ETA – Estimated time of arrival EWCG – Empty weight center of gravity EXTRA – Extra, spare

FAA – (US) Federal Aviation Agency FLAP – (settings): Stage0/UP; Stage1/Takeoff; Stage2/Approach; Stage3/Landing FLSG - Fuel Level Sight Gauge (left or right wing root) FSDO – Flight Standards Service District Office (FAA) FPM – Feet per Minute Ft – (FT) Foot (Feet) FTS – Flight Training Supplement Full – (Landing flap deflection) – Stage 3; Max extended Flap Setting (45 degrees)

G – Acceleration due to gravity GAL– (US) Gallon(s) GEN – Generator GPH – (US) Gallons per hour GPS – Global Positioning System GMT – form of 24 hour time display, commonly known as ―Greenwich Mean Time‖ GRS – Galaxy Rescue System (aircraft rocket parachute system)

Half (Intermediate flap deflection) – Stage 2; 2nd extended Flap Setting (28 degrees) HOBBS – Engine hour meter Hp – Horse Power

IAW – In Accordance With IFR – Instrument Flight Rules (does not infer IMC) IGN1-2 – Ignition (switch) IMC – Instrument Meteorological Conditions (infers IFR) In – Inch(s) (IN) INST – Instrument, Avionics (switch)

Kg – Kilogram

1 Feb 11 – Ch 4 1-17

Page 28

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

KM – Kilometer KPH – Knots per hour Kt(s) (K) – Knot(s), nautical mile(s),

LAND, Landing – (Full flap deflection) – 3rd extended flap Setting (45 degrees) Lb(s) – Pound(s) (#) LL – Low Lead, as in 100LL avgas LSA – Light Sport Aircraft LSP – Light Sport Plane Ltr – Liter

M – Meter MAC – Mean Aerodynamic Chord MAG – Magnetic (slang=engine ignition system) MAIN – Master (switch) Max – Maximum MB – Milibar MC – Magnetic course MEL – Master Equipment List MIDO – Manufacturing Inspection District Office (FAA) Min – Minimum MODE C – Altitude data transmitted to ATC by the XPDR MODE S –Data transmitted to ATC by the XPDR, then rebroadcast by ATC to the XPDR

MoGas – Low octane ‗motor gas‘, not approved for Rotax engine operation

MPH – Miles per hour MPG – Miles per gallon MSL – Mean Sea Level (in feet)

NE – Never Exceed (as Vne) NM – Nautical Mile(s) NTSB – National Transportation Safety Board

OEM – Original equipment manufacturer OP – Oil Pressure OT – Oil Temperature

POH – Pilot Operating Handbook PIM – Pilot Information Manual (No longer used in LSA, PIM=POH) PITO – Pitot, heat (switch) PSI – Pounds per Square Inch

RPM – Revolutions per Minute

Small Angle – Small AOA of a Propeller blade in relation to the air stream Stage0 – (No flap deflection) – Flaps fully retracted, Flaps UP

1 Feb 11 – Ch 4 1-18

Page 29

Pilot Operating Handbook Section 1

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

Stage1 – (Intermediate flap deflection) – 1st extended flap Setting (10 degrees) Stage2 – (Intermediate flap deflection) – 2nd extended flap Setting (28 degrees) Stage3 – (Full flap deflection) – 3rd, Full extended flap Setting (45 degrees) STRB – Strobe (switch) STRT – Start (switch)

T&B – Turn and bank indicator Tach – Tachometer Takeoff – (Intermediate flap deflection) – 1st extended Flap Setting (10 degrees) TC – Turn Coordinator TDC – Top Dead Center, the highest position of the engine piston in the cylinder.

UP – (Minimum flap setting, Stage 0) – Retracted Flap Setting (0. Degrees) UBER – The ultimate, above all, the best, top, nothing is better, a superlative example of

its kind or class, Sirius, (included because there is only one abbreviation in U)

V – Volt(s) DC V(_) – Speeds, with subscript (see descriptions next page) VDC – Volts Direct Current VFR – Visual Flight Rules (infers VMC) VHF – Very High Frequency VMC – Visual Meteorological Conditions (may infer VFR or IFR) VSI – Vertical Speed Indicator VVI – Vertical Velocity Indicator

WgWg – Wig Wag recognition light flashing system

XPDR – Transponder XTRA – Extra, Spare (switch)

Z (Zulu) – form of 24 hour time display; an absolute time reference which is the same time around the world and doesn't change with the seasons. It is the same as Greenwich Mean Time (GMT). GMT was established in 1884 and placed the Prime Meridian at Greenwich, England. Zulu time is also known as Universal Time Co- ordinated (UT or UTC).

1 Feb 11 – Ch 4 1-19

Page 30

Pilot Operating Handbook Section 1

V-speed designator

Description

Maximum speed during takeoff at which a pilot can safely stop the aircraft without leaving the runway.

Design maneuvering speed, also known as the ―Speed for maximum control deflection.‖ This is the speed above which full application of any single flight control may generate a force greater than the aircraft‘s structural limitations.

Design cruising speed, also known as the optimum cruise speed, is the most efficient speed in terms of distance, speed and fuel usage.

Design diving speed.

VDF

Demonstrated flight diving speed.

VFE

Maximum flap extended speed.

Maximum speed in level flight at maximum continuous power.

LOF

Lift-off speed.

VNE

Never exceed speed.

VNO

Maximum structural cruising speed or speed for normal operations

Ref

Landing reference speed or threshold crossing speed.

Stall or minimum steady flight speed for which the aircraft is still controllable.

VS0

Stall speed or minimum flight speed in landing configuration.

Speed that will allow for best angle of climb.

Speed that will allow for the best rate of climb.

VBE

Best endurance speed – the speed that gives the greatest airborne time for fuel consumed.

Best glide speed maximum lift-to-drag ratio thus the greatest gliding distance available.

Vme

Max endurance

Vmp

Minimum power

Vmr

Max range

VPD

Maximum speed at which aircraft parachute deployment has been demonstrated

tmax

Max threshold speed

TL3000 Sirius General Information

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible authority for the safe operation of this aircraft.

“V” Speeds

V-speeds or Velocity-speeds are standard terms used to define airspeeds useful to the operation of aircraft The actual speeds represented by these designators are expressed in terms of the aircraft‘s indicated airspeed, so that they can be read without having to apply correction factors.

1 Feb 11 – Ch 4 1-20

Page 31

Pilot Operating Handbook Section 2

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

SECTION 2

OPERATING LIMITATIONS

TABLE OF CONTENTS Page

INTRODUCTION ............................................................................................... 2-3

AIRSPEED LIMITATIONS ................................................................................. 2-3

AIRSPEED INDICATOR MARKINGS ................................................................ 2-4

FLAP AIRSPEED LIMITATIONS ....................................................................... 2-4

MAXIMUM DEMONSTRATED CROSSWIND VELOCITY ................................. 2-5

AIRSPEED CONVERSION IAS TO CAS ........................................................... 2-4

SERVICE CEILING ............................................................................................ 2-6

ENGINE LIMITATIONS ...................................................................................... 2-7

ENGINE OPERATION LIMITS........................................................................... 2-7

ENGINE MONITOR SYSTEM ........................................................................... 2-7

ENGINE MONITOR COLOR INDICATIONS ..................................................... 2-7

ENGINE FUEL GRADE ..................................................................................... 2-7

ENGINE OIL SPECIFICATIONS........................................................................ 2-7

PROPELLER ................................................................................................... 2-11

OPERATIONAL WEIGHT LIMITS .................................................................... 2-11

CENTER OF GRAVITY LIMITS ....................................................................... 2-11

MANEUVER LIMITS ........................................................................................ 2-11

FLIGHT LOAD FACTOR LIMITS ..................................................................... 2-12

FLIGHT OPERATION LIMITATIONS ............................................................... 2-12

1 Feb 11 – Ch 4 2-1

Page 32

Pilot Operating Handbook Section 2

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

(THIS PAGE BLANK)

1 Feb 11 – Ch 4 2-2

Page 33

Pilot Operating Handbook Section 2

SPEED

KIAS

KCAS

REMARKS

VNE

Never Exceed Speed

138

135

Do not exceed this speed in any operation.

Maximum Sustained Speed in

Level Flight

119

116

Maximum speed with maximum continuous rated

engine power in horizontal flight at sea level in

standard conditions at full gross weight.

VNO

Maximum Structural Cruising

Speed

115

114

Do not exceed this speed except with caution

and in smooth air.

Maneuvering Speed

Do not make full control defection or abrupt

control movements above this speed.

VFE

Maximum Flap Extended Speeds:

Takeoff (Stage 1) Flaps

Approach (Stage 2) Flaps

Landing(Stage 3)(Full) Flaps:

75 65 55

74 64 56

Do not exceed these speeds with the given flap

settings. Damage to the flap mechanism may

occur due to excessive air loads.

Stall Speed (No Flaps)

Do not attempt to fly slower than this speed at full

gross weight when operating without flaps.

VS0

Stall Speed (Full Flaps)

Do not attempt to fly slower than this speed when

operating with full (Landing) flaps.

WARNING

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

INTRODUCTION

Section 2 includes specific operating limitations and airspeed instrument markings. The limitations provided in this section should be adhered to for safe operation of the airplane.

AIRSPEED LIMITATIONS

Speeds shown are for full gross weight at sea level, standard conditions.

VFR/VMC night operation is acceptable only when equipped with operational VFR/VMC night minimum equipment in accordance with the Aircraft Operating Limits (airworthiness certification) and FAA FAR 14 CFR 91.205.

IFR/VMC operation is acceptable only when equipped with operational IFR/VMC instrument minimum equipment in accordance with the Aircraft Operating Limits (airworthiness certification) and FAA FAR 14 CFR 91.205.

1 Feb 11 – Ch 4 2-3

Fig. 2-1

Page 34

Pilot Operating Handbook Section 2

MARKING

RANGE

KIAS

SIGNIFICANCE

White Arc

31 – 75

Flap Operating Range

Lower limit is maximum weight VS0 in landing configuration.

Upper limit is maximum speed permissible with flaps extended

to first stage 1. (Takeoff)

Green Arc

40 - 115

Normal Operating Range

Lower limit is maximum weight VS at most forward CG

with flaps retracted.

Upper limit is maximum structural cruising speed. Vno

Yellow Arc

116 - 137

Caution Range

Operations must be conducted with caution

and only in smooth air

Red Line

138

Never Exceed Speed. Maximum speed for all operations.

CAUTION

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

IFR/IMC operation must be approved by the manufacturer, included in the Aircraft Operating Limits (airworthiness certification). Flight in IMC conditions will contain aircraft serial number specific IFR/IMC restrictions on operations. These restrictions will be noted in the POH and referenced in a required placard on the instrument panel.

AIRSPEED INDICATOR MARKINGS

Speed indicator markings and colour code significance are shown in the table:

Fig. 2-2

Maximum speed for aircraft parachute deployment at gross weight: 138 Kts.

FLAP AIRSPEED LIMITATIONS

Flap speed limits do not contain additional load factors for higher than specified speeds. Adhere to the following maximum limits to prevent damage to the flap attachment hinges or drive system.

75 KIAS Maximum = Takeoff Flaps (Stage 1), 10 degrees

65 KIAS Maximum = Approach Flaps, (Stage 2), (Half), 28 degrees

55 KIAS Maximum = Landing Flaps, (Stage 3), (Full) 45 degrees

1 Feb 11 – Ch 4 2-4

Page 35

Pilot Operating Handbook Section 2

CAUTION

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Landing is acceptable with any or no extended flaps. Extreme side slips with full flaps may develop high sink rates. The disturbed airflow may impose negative loads on the inboard portion of the flap panels as well as create turbulence at the horizontal tail.

MAXIMUM DEMONSTRATED CROSSWIND VELOCITY: 17 Knots

1 Feb 11 – Ch 4 2-5

Crosswind Component Chart

Fig. 2-3

Flight operations should be stopped during gusty wind conditions in excess of 17Kts.

Page 36

Pilot Operating Handbook Section 2

Indicated Airspeed conversion to Calibrated Airspeed Chart

Speed in

IAS (kts)

Flaps 0,

Retracted

Speed in

CAS (kts)

Flaps 0,

Retracted

Speed in IAS (kts)

Flaps 10,

Takeoff

Speed in

CAS (kts)

Flaps 10,

Takeoff

Speed in IAS (kts)

Flaps 45,

Landing

Speed in

CAS (kts)

Flaps 45,

Landing

67 70

72 76

103

108

104

113

110

119

115

124

121

130

126

135

132

140

137

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

IAS TO CAS CONVERSION:

Fig. 2-4

Notes: Standard conditions; Shaded area in table 2-4 is outside aircraft limits

SERVICE CEILING:

Standard conditions, standard day: 16,500 Ft LSA altitude limits: 10,000 Ft MSL or 2,000 Ft AGL (above terrain)

1 Feb 11 – Ch 4 2-6

Page 37

Pilot Operating Handbook Section 2

CAUTION

NOTE

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

ENGINE LIMITATIONS

Engine Manufacturer: Rotax® G.m.b.H. Aircraft Engines Engine Model Number: 912ULS or 914UL Maximum Power: 100 BHP or 115 BHP

See the latest engine manufacturer‘s manual supplied with the aircraft for more detailed 900 series Rotax engine data.

Engine Operating Limits:

Maximum Engine RPM: 5501-5800 RPM (5 Minutes Maximum) Maximum Continuous Engine RPM: 5500 RPM or less (No time limit)

Minimum Engine Idle RPM: 1850 RPM (visually about 2000 rpm) Maximum Cylinder Head Temperature: 256°F (radiator cap marked ‗1.2 bar‘) Maximum Exhaust Gas Temperature: 1616°F (1742°F 914UL)

Oil Temperature, Maximum: 266°F

Normal: 180 – 230°F

Minimum: 120°F

Oil Pressure, Maximum: 102 psi

Normal: 29 – 73 psi

Minimum: 12 psi

Fuel Pressure, Maximum: 5.8 psi (914UL, Airbox pressure+5.08psi,)

Minimum: 2.2 psi (914UL, Airbox pressure+2.18psi.)

Exceeding the maximum fuel pressure may override the float valves of the carburetors and cause erratic engine operation. The 912ULS fuel pressure including the operation with the additional electrical aux pump must not exceed 5.8 psi. Therefore, takeoff with the electric aux pump ON is not recommended.

Operate both 914UL electric fuel pumps ON for takeoff and landing.

Engine Monitor System (EMS)

Various models of EMS equipment are installed. Generally these electronic monitors will provide the pilot with an increased awareness for the engine conditions that surpasses analog gauges. The following summaries of limit settings for the installed systems show the alert conditions and the situation significance for the alert color.

1 Feb 11 – Ch 4 2-7

Page 38

Pilot Operating Handbook Section 2

MARKING

RANGE

PSI

SIGNIFICANCE

Red Arc

0 - 1

Immediate action required to correct or land .

Yellow Arc

1 - 2

Too low for safe engine operation

Green Arc

2 - 5

Normal Operating Range – 2.2–5.8

Yellow Arc

5 - 6

Caution – Carburetor pressure limit.

Red Arc

Immediate action required to correct or land .

MARKING

RANGE

PSI

SIGNIFICANCE

Red Arc

0 - 12

Immediate action required to correct or land .

Yellow Arc

13 - 28

Too low for safe engine operation

Green Arc

29 - 73

Normal Operating Range – 29-73

Yellow Arc

74 - 92

Caution – cold start ops only.

Red Arc

93 - 102+

Immediate action required to correct or land .

MARKING

RANGE

˚F

SIGNIFICANCE

Red Arc

0 - 99

Immediate action required to correct or land .

Yellow Arc

100 - 119

Warm-up prior to high engine RPM

Green Arc

120 - 230

Normal Operating Range – +/- 180-230

Yellow Arc

231 - 248

Caution – Take action to correct.

Red Arc

249 - 266+

Immediate action required to correct or land .

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Engine Monitor Color Indication Settings

Fuel Pressure

Indicator markings and colour code significance are displayed in the EMS screen:

Fig. 2-5

Oil Pressure

Indicator markings and colour code significance are displayed in the EMS screen:

Fig. 2-6

Oil Temperature

Indicator markings and colour code significance are displayed in the EMS screen:

Fig. 2-7

1 Feb 11 – Ch 4 2-8

Page 39

Pilot Operating Handbook Section 2

MARKING

RANGE

˚F

SIGNIFICANCE

Red Arc

0 - 99

Immediate action required to correct or land .

Yellow Arc

100 - 119

Warm-up prior to high engine RPM

Green Arc

120 - 230

Normal Operating Range – +/- 180-230

Yellow Arc

231 - 248

Caution – Take action to correct.

Red Arc

249 - 256+

Immediate action required to correct or land .

MARKING

RANGE

˚F

SIGNIFICANCE

Red Arc

0 - 499

Immediate action required to correct or land .

Yellow Arc

500 - 999

Low limit for minimum operation

Green Arc

1000 - 1550

Normal Operating Range – +/- 1300-1550

Yellow Arc

1551 - 1616

Upper limit for maximum operation.

Red Arc

1617 - 1717+

Immediate action required to correct or land .

MARKING

RANGE

RPM

SIGNIFICANCE

Red Arc

0 - 1399

Action required to protect gearbox. .

Yellow Arc

1400 - 1849

Idle operation above 1850 recommended.

Green Arc

1850- 5500

Normal Operating Range – +/- 4800-5500

Yellow Arc

5501 - 5700

5 minute limit for RPM above 5500.

Red Arc

5701 - 5800+

Attention required to prevent RPM overrun.

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Cylinder Head Temperature

Indicator markings and colour code significance are displayed in the EMS screen:

Fig. 2-8

EGT Temperature

Indicator markings and colour code significance are displayed in the EMS screen:

Fig. 2-9

Engine RPM

Indicator markings and colour code significance are displayed in the EMS screen:

Fig. 2-10

1 Feb 11 – Ch 4 2-9

Page 40

Pilot Operating Handbook Section 2

NOTE

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Fuel Grade: 91 Octane Unleaded Auto Gas, maximum Ethanol limit of 10%; 100LL Avgas (alternate grade)

100LL Avgas is to be used as an alternate fuel type if 91 octane auto fuel is not available. Use of 100LL Avgas over 30% of engine operation time requires additional maintenance as recommended by the engine manufacturer. If 91 Octane Unleaded is not available during travel, adding 100LL Avgas in any proportion to partial tanks of 91 Unleaded is acceptable.

The aircraft manufacturer does not recommend the use of fuel additives such as TCP for leaded fuel (Avgas) operations. Ethanol maximum limit content of 10% is an acceptable additive.

Oil Specifications: Oil type is dependent on engine operating conditions IAW latest Rotax Service Instructions. Confirm the latest Rotax engine oil recommendations prior to selection. In general, the use of a semi-synthetic motor-cycle oil with gear additives is recommended.

Aviation type ‗ashless‘ detergent oils are not recommended with

Rotax 900 series engines.

PROPELLER

Several propellers have been approved for operation with this airframe and engine combination. See the latest TL Master Equipment List (MEL) for details. See Section 10 for more information. The current MEL version is posted on line

at: http://www.sirius.aero/owners/

Limitations

Each propeller manufacturer will provide the operation, limitations and maintenance requirements for their propellers and associated equipment. See the propeller operation manual and log book furnished with the aircraft.

1 Feb 11 – Ch 4 2-10

Page 41

Pilot Operating Handbook Section 2

WARNING

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Adjusting the propeller blades to high pitch (high propeller „angle of attack‟ AOA or „big angle‟) static blade setting, in an attempt to obtain a high cruise speed, may cause one of more of the following problems:

1. Low engine RPM ―bog-down‖ at full throttle

2. Inability to obtain a sufficient ground RPM,

3. May not allow a safe takeoff or climb out.

4. Detonation, engine damage, or failure,

5. Extended takeoff rolls and low climb rates.

6. High engine CHT & oil temperatures during climb

7. Vibration due to minor differences in the blade pitch.

OPERATIONAL WEIGHT LIMITS

Standard Empty Weight: 760 Lbs Maximum Ramp Weight: 1326 Lbs Maximum Takeoff Weight: 1320 Lbs (1430 seaplane) Maximum Landing Weight: 1320 Lbs (1430 seaplane) Maximum Pilot or Copilot seat load: 250 Lbs. Minimum Single Pilot operation load: 100 Lbs. Maximum Weight at Baggage Station location: 75 Lbs, limited by CG and loads.

CENTER OF GRAVITY LIMITS

Center of Gravity Range: (Using W&B method PF) Forward Limit: 74.1‖ Aft of Datum Plane or 22% MAC Aft Limit: 79.30‖ Aft of Datum Plane or 32.5% MAC

The use of weight/moment chart printed on rear of CG form allows 1.% error.

MANEUVER LIMITS

This airplane is certified as a Light Sport Aircraft and is not approved for aerobatic flight, including spins. All aerobatic maneuvers, including spins, are prohibited.

An aerobatic maneuver, as defined by FAA 14 CFR 91.303, is an intentional maneuver involving an abrupt change in an aircraft‘s attitude, an abnormal attitude, or abnormal acceleration not necessary for normal flight.

Additional flight attitude and maneuver limitations are specified by the engine manufacturer to assure appropriate flow of fuel, coolant, and lubrication. See the Rotax engine manuals included as a CD with the aircraft documents.

1 Feb 11 – Ch 4 2-11

Page 42

Pilot Operating Handbook Section 2

NOTE

TL3000 Sirius Operating Limitations

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

FLIGHT LOAD FACTOR LIMITS

Flight Load Factors: Flaps up: +4g, - 2g Flaps down +4g, - 2g

FLIGHT OPERATION LIMITATIONS:

The Sirius is certified for VFR/VMC flight conditions. Operation under IMC conditions is considered an emergency unless the aircraft is so approved.

IFR Flight operations do not designate IMC flight conditions.

IFR operations limited to VMC conditions must be in accordance with the appropriate Manufacturer, FAA and ASTM standards.

Approval for IMC operation by the manufacturer is aircraft specific. Each aircraft so approved will have specific IFR IMC restrictions in the POH appendix and a reference to these limitations will be displayed on the aircraft instrument panel.

1 Feb 11 – Ch 4 2-12

Page 43

Pilot Operating Handbook Section 3

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

SECTION 3

EMERGENCY PROCEDURES

TABLE OF CONTENTS

Page

INTRODUCTION ............................................................................................... 3-3

AIRCRAFT PARACHUTE SYSTEM .................................................................. 3-3

ENGINE FAILURES ........................................................................................... 3-6

ENGINE FAILURE DURING TAKEOFF (ABORT) ............................................ 3-6

ENGINE FAILURE (LANDING) IMMEDIATELY AFTER TAKEOFF .................. 3-6

ENGINE FAILURE DURING FLIGHT ................................................................ 3-7

FORCED LANDINGS ........................................................................................ 3-8

EMERGENCY LANDING WITHOUT ENGINE POWER .................................... 3-8

PRECAUTIONARY LANDING WITH ENGINE POWER .................................... 3-9

DITCHING-FORCED WATER LANDING ........................................................ 3-10

FIRES .............................................................................................................. 3-12

ENGINE FIRE DURING START ...................................................................... 3-12

ENGINE FIRE IN FLIGHT ................................................................................ 3-13

ELECTRICAL FIRE IN FLIGHT ....................................................................... 3-14

CABIN FIRE ..................................................................................................... 3-15

LANDING GEAR FAILURE .............................................................................. 3-16

SPIRAL DIVE RECOVERY .............................................................................. 3-17

SPIN RECOVERY ........................................................................................... 3-18

ROUGH ENGINE OPERATION OR LOSS OF POWER ................................. 3-19

CARBURETOR ICING ..................................................................................... 3-19

SPARK PLUG FOULING ................................................................................. 3-19

LOW FUEL PRESSURE OR LOSS OF FUEL PRESSURE ............................ 3-20

LOW OIL PRESSURE OR LOSS OF OIL PRESSURE ................................... 3-20

LOW ENGINE COOLANT OR LOSS OF ENGINE COOLANT ........................ 3-20

IGNITION MODULE MALFUNCTION .............................................................. 3-21

EXCEEDING MAXIMUM AIRSPEED .............................................................. 3-19

FLUTTER ......................................................................................................... 3-19

1 Feb 11, Ch 4 3-1

Page 44

Pilot Operating Handbook Section 3

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

(THIS PAGE BLANK)

1 Feb 11, Ch 4 3-2

Page 45

Pilot Operating Handbook Section 3

NOTE

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

INTRODUCTION

Section 3 provides checklists and amplified information in the event of an emergency. Abbreviated checklists for use in the aircraft are included in Section

10. Proper preflight inspections and maintenance practices can help eliminate emergencies caused by airplane or engine malfunctions. Emergencies caused by poor weather conditions can be minimized or reduced by proper flight planning and using good judgment when unexpected weather is encountered.

Should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Due to the fact that emergencies can occur at any altitude or any moment, procedures to follow may have to be suitably altered by the pilot in command in order to best cope with the real time situation.

The items discussed in each amplified procedure are integrated throughout the POH. Information is provided in response to the requirement of a training supplement within the POH. None of these items or procedures are intended to replace properly qualified ground or in-flight instruction by an FAA certified flight instructor (CFI).

AIRCRAFT PARACHUTE SYSTEM

All Sirius airframes are equipped with an aircraft parachute system as standard equipment. The system is designed and manufactured by the Galaxy® High Technology (GRS) Corporation specifically for the Sirius.

The parachute system may be deployed at any time by the crew. If time permits it should generally be employed after all other efforts to recover the aircraft have been exhausted. If deployment of the system is necessary, consider deployment at the end of the checklist applicable to the situation.

The parachute system is activated by pulling on the red handle right side of the pilot lower panel. The rocket will deploy aft and up from the right side of the aft fuselage. The aircraft support cables are imbedded in the upper

1 Feb 11, Ch 4 3-3

Page 46

Pilot Operating Handbook Section 3

WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

surface of the cabin outer skin. Deployment forces will tear the cables through the surface and the aircraft will descend slightly nose low after stabilizing under the parachute canopy. It is imperative that the pilot/operator of this airplane read and understand the system operating manual provided by Galaxy®.

In most emergency scenarios, the use of the system is not necessary. The parachute system will increase the chance of occupant survival yet with possible substantial damage to the aircraft. If the system is used, certain steps should at least be attempted prior to activation:

The aircraft parachute system should be considered as the primary method of choice of recovery when the aircraft has departed controlled flight (out of control).

Turn off the ignition to stop the engine propeller. If the aircraft has departed controlled flight and the prop is stopped there is less risk of damaging or hindering the parachute deployment.

Chute Activation:

1. Slow the Aircraft, If Possible

2. Ignitions -- OFF

3. Harnesses -- TIGHTEN

4. ELT -- ACTIVATE (Use the panel mounted remote switch!)

5. Parachute Activation Handle -- PULL FIRMLY

6. Radio -- SET TO 121.5, TRANSMIT “MAYDAY, MAYDAY, MAYDAY!”

with AIRCRAFT ID and CURRENT POSITION

7. Transponder -- SET TO 7700

8. Impact Position -- PULL LIMBS CLOSE TO BODY and COVER FACE

Tighten the seat belts and shoulder harnesses before activating the system. As much as 5Gs may be experienced during the chute inflation process, depending on the flight parameters.

Firmly pull the parachute activation handle out 12 inches with about 25 pounds of force. The system should complete inflation in approximately 3.8 seconds.

1 Feb 11, Ch 4 3-4

Page 47

Pilot Operating Handbook Section 3

WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Maximum speed for aircraft parachute deployment at gross weight: 138 Kts.

If time permits, activate the 406 mh emergency locator transmitter from the instrument panel mounted remote switch, make the proper emergency transmissions on the VHF radio, and set the transponder emergency code. The airplane should descend at approximately 1260 FPM depending on weight, pressure altitude, temperature, and any deployment damage.

In some situations, the aircraft may be controllable to an extent after the system has been deployed. If in a nose-low attitude and sufficient airflow over the control surfaces exists, limited control in flight may be accomplished. If this is possible, make every effort to guide the airplane toward an isolated landing zone, but do not attempt a ―drop-in‖ landing into a confined or congested area.

Do not attempt to use the engine to control the direction of decent or travel. The chute may collapse along the forward leading edge at speeds of less than 20 KIAS, a low speed which may not register on the aircraft airspeed indicator.

As the airplane nears the ground, assume impact position to decrease the risk of injury. Limbs should be pulled in close to the body, and the face should be covered for protection from possible flying debris. The airplane should reach the ground as if it had been dropped from a height of about eight feet.

This manual does not account for all aspects involved in deploying the aircraft parachute system. It is the responsibility of the aircraft pilot to fully understand this system by consulting the latest Galaxy® High Technology sro, operating manual provided with the aircraft.

1 Feb 11, Ch 4 3-5

Page 48

Pilot Operating Handbook Section 3

CAUTION

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF ROLL (ABORT)

1. Throttle -- IDLE

2. Brakes -- APPLY

3. Wing Flaps -- RETRACT

Only the most time-critical items are on the checklist. These items are to be carried out quickly, in order to stop as soon as possible. The key item to note when an engine failure occurs is to respond early in the takeoff process during the ground roll in order to stop on the remaining runway. Closing the throttle and applying the brakes will minimize the ground roll. Retracting the wing flaps will decrease the amount of lift being produced so that the aircraft will be less likely to become airborne and place more weight on the wheels for braking.

ENGINE FAILURE (LANDING) IMMEDIATELY AFTER TAKEOFF

1. Airspeed -- 70 KIAS

2. Wing Flaps -- Takeoff, 1st stage

3. Fuel Valve -- OFF

4. Main Switch -- OFF

The aircraft is capable of very high takeoff climb deck angles (AOA) at low speeds. Loss of engine power will result in loss of airspeed very quickly due to the nose high attitude. Be prepared to immediately push the nose down (lower the nose) to change the AOA and establish 70 KIAS, VG.

If an engine failure occurs immediately after liftoff, promptly lower the nose to prevent a stall, and establish a VG of 70 KIAS to maximize the glide distance. The sooner VG is established, the further the airplane will be able to glide. In most cases it is more dangerous to turn back to the runway rather than continuing straight ahead. Turning back will result in a substantial loss of lift and altitude and may result in a possible low altitude spin entry.

Therefore, identify a landing zone located in front of the airplane. Lower the flaps to stage 1 to increase lift at slower speeds. Close the fuel valve to cutoff fuel to the engine, and turn off the Main switch to

1 Feb 11, Ch 4 3-6

Page 49

Pilot Operating Handbook Section 3

NOTE

WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

minimize electrical problems during an off airport landing. Open both cabin doors to prevent them from being blocked. Do not attempt to restart the engine as that may detract from basic flight operations.

ENGINE FAILURE DURING FLIGHT

The propeller will NOT windmill during engine out conditions even at high (Vne) airspeeds due to the engine gearbox ratio. When engine-out procedures are simulated, aircraft glide performance will not completely reflect true engine-out conditions.

A completely stopped or wind-milling propeller will increase drag on the airplane more than a propeller with the engine running at idle. This will result in a higher sink rate and a shortened glide distance.

Engine Restart:

1. Airspeed -- 70 KIAS

2. Fuel Valve -- ON

3. Aux. Fuel Pump -- ON

4. Ignition Switches -- ON

5. Starter -- ENGAGE

If restart fails, execute a forced landing.

If an engine failure occurs while in flight, immediately establish VG, and glide toward a chosen landing zone. Do this without delay to allow for a minimal loss in altitude, which results in a longer glide distance. When inbound to the landing zone, try to identify the problem.

Only if time permits, attempt an engine restart. The pilot‘s first and

major responsibility is to fly the aircraft. Ensure the fuel valve is open so the engine can receive fuel from the main tank. In case the engine-driven fuel pump has malfunctioned, turn on the auxiliary fuel pump. Ensure that both ignition switches are on, and then engage the starter button. If the engine still will not start, complete the forced landing procedures detailed below.

1 Feb 11, Ch 4 3-7

Page 50

Pilot Operating Handbook Section 3

NOTE

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

FORCED LANDINGS

EMERGENCY LANDING WITHOUT ENGINE POWER

1. Airspeed -- 70 KIAS

2. Landing Zone -- DETERMINE and FLY TOWARDS

Engine Shutdown:

3. Aux. Fuel Pump -- OFF

4. Fuel Valve -- OFF

5. Radio -- SET TO 121.5; TRANSMIT “MAYDAY, MAYDAY, MAYDAY!” and AIRCRAFT ID with CURRENT POSITION

6. Transponder -- SET TO 7700

7. Landing Zone -- CIRCLE OVER (if necessary)

BEFORE LANDING

8. Harnesses -- TIGHTEN

9. Loose Items -- SECURE

10. Flaps -- FULL (after landing is assured)

11. All Switches -- OFF

12. Cabin doors -- UNLOCK

13. Touchdown -- PREFERABLY INTO WIND, NOSE HIGH

14. Brakes -- APPLY AS REQUIRED

15. Control yoke -- Full AFT

If engine failure occurs at a high cruise speed, maintain the current attitude and altitude until slowing to V

Do NOT

attempt a ―zoom‖ maneuver to gain altitude. The low mass of the aircraft does not result in significant altitude gain when compared to the high drag condition of the zoom maneuver. Practice this maneuver with the engine at idle thrust to determine the best energy conservation.

Leave the main and instrument switches on for as long as possible. Tune the VHF radio to 121.5 MHz. This is the VHF emergency frequency and is monitored by air traffic control (ATC) and other aircraft. Transmit, ―Mayday, Mayday, Mayday,‖ followed by the airplane‘s ID number, current position, and altitude. Reset the transponder code to Squawk 7700.

1 Feb 11, Ch 4 3-8

Page 51

Pilot Operating Handbook Section 3

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

While performing the engine restart/shutdown checklist, maintain 70 KIAS and keep in mind where the landing zone is located. Circle over the landing zone if needed until sufficient altitude has been lost to setup for a landing. Do not dive toward the landing zone if at too high an altitude in order to attempt a safe landing. Doing so will result in a high energy, high speed approach that is not likely to allow the aircraft to touch down and stop within the intended area.

To setup for landing, make any last radio call, adjust the flaps to the final position, turn off all switches, and tighten the shoulder harnesses. If possible, land into the wind to ensure adequate airspeed at the slowest possible ground speed. Always use Full flaps for landings. Do NOT attempt to stall the aircraft just above the ground.

Unlock both cabin doors to prevent them from being blocked after the landing. Expect turbulence from the open doors and do not allow the increased downward view to distract you from the normal landing attitude.

Touchdown with the main gear first, and try not to allow the nose to touch the surface. Allowing the nose to touch too hard could cause it to dig into the ground possibly flipping the airplane. Apply the brakes as necessary to stop the airplane in the available distance. Keep the control yoke full aft (back) to lessen the unprepared surface load on the nose gear system.

Be mindful of the landing zone surface. If it is soft, the landing gear may plow into it. If the surface is wet or grassy, the airplane may be difficult to control, and the wheels may hydroplane if hard braking is attempted.

PRECAUTIONARY LANDING WITH ENGINE POWER (OFF AIRPORT)

1. Airspeed -- 70 KIAS

2. Flaps -- APPROACH

3. Harnesses -- TIGHTEN

4. Selected Field -- EXECUTE LOW PASS (if practical)

5. Flaps -- FULL (on final)

6. Main Switch -- OFF (IGNITIONS remain ON!)

7. Loose Items -- SECURE

8. Cabin Doors -- UNLOCK

9. Airspeed -- 55 KIAS

10. Touchdown -- PREFERRABLY INTO WIND, NOSE HIGH

11. Brakes -- APPLY AS REQUIRED

12. Control yoke -- Full AFT

1 Feb 11, Ch 4 3-9

Page 52

Pilot Operating Handbook Section 3

CAUTION

WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

The cabin doors may fully open and depart the airframe at high speeds (above 55kts) if they are unlatched in flight.

On rare occasions, the engine may have only a partial loss of power, the engine can still produce a small amount of thrust. Even though it may be possible to obtain a higher speed than VG, do not fly the airplane faster. This procedure will provide the maximum glide distance.

If the engine can produce sufficient thrust, make a low pass over the designated landing zone. That way, the surface and any obstructions can be noted before a final approach is established. When setting up for landing on final approach, set full flaps when on final and fly at 55 KIAS. Turn off all electrical equipment.

Leave the ignition switches ON while landing.

Touchdown nose high to reduce the risk of burrowing the nose wheel into soft surfaces or unseen depressions. Apply the brakes only as necessary to stop in the remaining distance. Maintain full aft on the control yoke.

DITCHING – WATER FORCED LANDING

The aircraft parachute system should be considered as the primary method of choice for landing with an engine failure over water.

If the water landing is inevitable the parachute system should be deployed as high as possible to allow for the aircraft to stabilize.

Attempting to fly the aircraft onto the water is very dangerous and may result in pilot incapacitation, an inverted underwater attitude or airframe damage due to water impact.

1 Feb 11, Ch 4 3-10

Page 53

Pilot Operating Handbook Section 3

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

After or If the parachute system is not deployed:

1. Airspeed -- 55 KIAS Minimum (without chute deployment)

2. ELT -- ACTIVATE (Use the panel mounted remote switch!)

3. Radio -- SET TO 121.5; TRANSMIT “MAYDAY, MAYDAY, MAYDAY! and AIRCRAFT ID with CURRENT POSITION

4. Transponder -- SET TO 7700

5. Loose Items -- SECURE

6. Harnesses -- TIGHTEN

7. Flaps -- FULL

8. Power -- ESTABLISH MINIMUM DESCENT RATE AT MINIMUM SPEED

9. Approach -- High winds - INTO WIND

Light winds - PARALLEL TO SWELLS

10. Cabin Doors -- UNLOCK

11. Touchdown -- NOSE HIGH WITH MINIMUM DESCENT RATE,

AVOID STALLING THE AIRCRAFT ONTO THE WATER SURFACE!

12. Airplane -- EVACUATE

13. Expect the aircraft to be inverted in the water.

In the event that a forced landing needs to be executed over water, follow the normal restart/shutdown procedures. As soon as practical active the 406Mh ELT by using the instrument mounted remote switch. This will aid rescue since the use in the water may not be possible. Add Full flaps and establish a steady descent rate at an airspeed of 55 KIAS. This is done to allow for a slow airspeed with a slow descent rate to touch the water surface.

If winds are high and white-cap waves are present, try to land in the direction of the swells and as much into the wind as possible. If winds are calm, try to land parallel to the swells and as much into the wind as possible. Unlatch the cabin doors when nearing touchdown. This will help you to exit the airplane as quickly as possible before possibly submerging.

Do NOT attempt to flare over smooth, calm water because height above the water‘s surface is optically very difficult to judge. Rather, look to the horizon and touchdown level with as slow a descent rate as possible without entering a stall. As soon as the airplane stops, evacuate the airplane.

1 Feb 11, Ch 4 3-11

Page 54

Pilot Operating Handbook Section 3

NOTE

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

For flight over-water with distances greater than gliding distance, all occupants should wear an inflatable life vest. A US Coast Guard approved model that does NOT inflate automatically should be used since an unintended inflation would hinder aircraft evacuation.

FIRES

ENGINE FIRE DURING START

1. Starter -- CONTINUE CRANKING

If engine starts:

2. Power -- 2000 RPM for a few seconds

3. Fuel Valve -- OFF

4. Engine -- SHUTDOWN and INSPECT FOR DAMAGE

If engine fails to start:

5. Throttle -- FULL OPEN

6. Starter -- CONTINUE CRANKING

7. Ignition Switches -- OFF

8. Fuel Valve -- OFF

9. Main Switch -- OFF

10. Fire Extinguisher -- OBTAIN

11. Airplane -- EVACUATE

12. Fire Extinguisher -- USE AS REQUIRED

13. Airplane -- INSPECT FOR DAMAGE

If a fire occurs while starting the engine, continue to crank the engine to attempt to draw the fire back into the combustion chamber. If the engine starts, let it run for a few seconds, shut it down, and then evacuate the airplane. Use the radio to call for fire assistance if available.

If the engine does not start, continue to crank the engine with the starter. Turn off all switches except the Main Switch, to keep power to the starter, until ready to evacuate. Open the throttle completely, and close the fuel valve. Be prepared to reduce the throttle if the engine starts.

1 Feb 11, Ch 4 3-12

Page 55

Pilot Operating Handbook Section 3

WARNING

NOTE

WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Obtain the fire extinguisher and evacuate the airplane. Use the fire extinguisher only as a method to gain a clear path for evacuation. Allow fire assistance personnel to extinguish any blaze and inspect for damage.

ENGINE FIRE IN FLIGHT

During an in-flight fire do not deploy the aircraft parachute system at high altitude. If the decision is made to use the parachute system and conditions permit, attempt to fly (DIVE) the aircraft to a lower altitude to minimize the time for the fire to spread within the cockpit.

1. Fuel Valve -- OFF

2. Throttle -- FULL OPEN

3. Aux. Fuel Pump -- OFF

4. Ignition Switches -- OFF

5. Cabin Heat -- OFF

6. Air Vents -- AS REQUIRED

7. Cabin doors -- AS REQIORED

The side air vents may be aimed forward and/or aft to assist in cabin ventilation. In an emergency they may be removed and discarded. Also, a controlled side-slip may assist in clearing the cockpit of smoke and fumes.

1 Feb 11, Ch 4 3-13

Maintain approach speed, a low speed side-slip may cause

the aircraft to stall and may enter a spin.

8. Radio -- SET TO 121.5. TRANSMIT “MAYDAY, MAYDAY, MAYDAY!” with AIRCRAFT ID and CURRENT POSITION

Page 56

Pilot Operating Handbook Section 3

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

9. FLAPS - FULL

10. All Non-Essential Switches -- OFF

11. Airspeed -- 55 KIAS

12. Execute a Forced Landing

In the event of an in-flight engine fire, an engine restart should not be attempted. This could aggravate the emergency even further by providing more fuel for the fire. Adjust the aircraft pitch attitude to obtain 55 KIAS and setup for a forced landing. Close the fuel valve, open the throttle full, and turn off the auxiliary fuel pump.

Turn OFF both ignition switches, but leave the main switch on in order to make distress calls. Turn off cabin heat, in order to prevent smoke and fumes from entering the cockpit. Also, open the canopy air vents to allow fresh air to enter the cockpit. The doors may be unlatched for opening if needed.

ELECTRICAL FIRE IN FLIGHT

1. Main Switch -- OFF

2. All Switches Except Ignition Switches -- OFF

3. Cabin Heat -- OFF

4. Air Vents -- AS REQUIRED

5. Fire Extinguisher -- USE (if practical)

6. Execute an immediate forced landing if fire continues

7. Land ASAP

If fire appears out and electrical power is necessary for extended flight:

8. Main Switch -- OFF

9. All Switches Except Ignition Switches -- OFF

10. Circuit Breakers -- CHECK for faulty circuit (do not reset)

11. Main Switch -- ON

12. Instrument Switch -- ON

13. Avionic/Electrical Switches -- ON, ONE AT A TIME to locate

14. Land ASAP

An electrical fire can be identified by the pungent odor of burning insulation. Turn off the main switch and all other electrical equipment. Be sure to leave the ignition switches on. On occasion, the fire can be stopped by turning off the power to the electrical equipment.

(See Electrical System for circuit locations)

fault

1 Feb 11, Ch 4 3-14

Page 57

Pilot Operating Handbook Section 3

WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Close off cabin heat and open the air vents for adequate cockpit ventilation. If the fire does not appear to be out and the location of the fire can be determined, use the fire extinguisher to attempt to control the fire. When it appears the fire is out and electrical equipment is needed to complete the flight, ensure that all electrical switches are still off, and check the circuit breakers. A ―popped‖ circuit breaker is key to identifying the faulty system, but do not reset any beaker that has ―popped‖ (Either a CB or SCB) because this could restart the electrical fire.

Do not focus all attention on fixing the problem, which is

post-flight maintenance. If you choose to troubleshoot any

problem when airborne, remember that the main priority in any airborne situation is to fly the airplane.

If you must attempt to troubleshoot the problem, first turn off all electrical equipment and all switches. Next, turn on the main switch and instrument switch. Then proceed to turn on each electrical system one by one. This will help to identify the faulty system if the electrical fire restarts. If the fire does restart, turn off the last switch that was turned on. Be prepared for an emergency landing, and land as soon as possible.

CABIN FIRE

1. Main Switch -- OFF

2. Cabin Heat -- OFF

3. Air Vents -- AS REQUIRED

4. Fire Extinguisher -- USE AS REQUIRED

5. Execute a forced landing if fire continues

6. Land ASAP

The most important thing to remember in a cabin fire is to fly the airplane and do not allow the situation to create a distraction from the

primary activity of aircraft control. Turn off the main switch to cut electrical power supply in case faulty electrical systems were the cause of the fire. Close the cabin heat in case the fire came from the engine compartment. Open the air vents as required to allow for ventilation, but be cautious not to feed the flames with fresh air. Use the fire extinguisher to fight the fire, and land as soon as possible.

1 Feb 11, Ch 4 3-15

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NOTE

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Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

The first use of cabin heat in the winter season may produce some cockpit smoke or fumes from fluids that may have accumulated on or in the hot air supply hose.

LANDING GEAR FAILURE

A hard landing can result in damage to the landing gear, axles, tires, or the gear sockets. Landing gear failure may be suspected if, during a hard landing, a shock comparable to that of a blown tire is experienced. This does not necessarily mean a tire has blown, but possibly the landing gear may have fractured. The trailing surface of the landing gear strut may separate and the gear will appear to ‗bow outboard‘. However, this may not be apparent from ground observers on an inspection ―fly-by.‖

In the event that a main landing gear strut or wheel has been damaged, consider using a smooth sod runway, if available. Touchdown on the undamaged gear first. This can be accomplished by using aileron to bank into the good gear and using opposite rudder to keep the nose aligned down the runway. After the undamaged gear has touched down, keep the weight off of the damaged gear for as long as possible while still maintaining positive directional control of the airplane.

If the nose wheel has been damaged, touchdown on the main landing gear first without using any brakes, and initially do not allow the nose wheel to touch the surface. Do not lose elevator authority at low speed, as the nose will then drop hard to the ground. Keep full back pressure on the control yoke for as long as possible, and allow the nose wheel to gently settle to the surface

1 Feb 11, Ch 4 3-16

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Pilot Operating Handbook Section 3

WARNING

CAUTION

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

SPIRAL DIVE RECOVERY

If a spiral dive is encountered at night with no horizon reference or in an inadvertent cloud penetration (IMC conditions), proceed as follows:

If installed, the Straight / Level (blue) button can be used to level the wings, hold altitude and heading until the pilot can become oriented. Be prepared to disconnect the autopilot if necessary for continued hand flying by the pilot.

A spiral dive at night or in instrument meteorological conditions (IMC) is a serious, life threatening emergency. The use of the aircraft parachute system is the primary recovery technique if you become disoriented.

IF the aircraft parachute system is not deployed:

1. Airspeed Check, if airspeed is increasing:

2. Throttle - IDLE.

3. Airspeed Check, if the airspeed is decreasing:

4. Throttle - FULL OPEN

5. Level the wings using coordinated aileron and rudder until the wings of the attitude reference or turn coordinator are level. Do not attempt to change the nose pitch attitude until the bank indication is level.

6. Apply elevator pressure using the attitude reference to maintain wings level until 70 KIAS is established on the airspeed indicator and the altimeter stops moving.

Close the throttle to prevent any further increase in airspeed produced by the engine. Because it presents less data to a confused pilot, if it is installed, consider the turn coordinator as the primary reference for bank even though

1 Feb 11, Ch 4 3-17

When recovering from a nose-low attitude, do not over-stress the airframe by pulling back too abruptly on the control yoke.

7. Trim the aircraft to maintain 70 KIAS.

8. Upon re-entering VFR/VMC conditions, resume normal cruise operation.

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WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

an attitude indicator is installed on the airplane. Although no pitch information is displayed, the solid state gyro of the turn coordinator is not gimbaled and should not tumble at steep aircraft pitch attitudes or bank angles. Establish aircraft control then use the attitude reference as the primary aircraft control reference.

Level the airplane wings using the turn coordinator and the attitude reference. Then bring the attitude reference into your cross check as the primary instrument.

If airspeed is increasing (diving), then steadily pull back on the control yoke until the airspeed reaches 70 KIAS. If airspeed is decreasing (climbing), then steadily push forward on the control yoke until the airspeed reaches 70 KIAS. Place the throttle in the center (standup) of the throttle quadrant. Hold this airspeed until the altimeter shows neither a climb nor a descent. Straight and level flight has now been regained. Then, adjust pitch attitude to maintain 70 KIAS and use the trim to prevent further abrupt control movement.

Continue to monitor the attitude reference, airspeed, turn coordinator, altimeter, and the VSI descent rate. Establish a descent at 70 KIAS until positive, visual outside references can be maintained.

Controlled flight into terrain (CFIT) is a common occurrence during night flight or following inadvertent IMC conditions. Cross reference the descent rate of the VSI with the altimeter to ensure that the airplane is not too low above AGL before reaching an altitude in which positive, visual outside references can be maintained.

SPIN RECOVERY

Intentional spins in this airplane are prohibited.

Should an inadvertent spin occur in this airplane, the following recovery procedure should be used:

1 Feb 11, Ch 4 3-18

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CAUTION

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

1. Throttle -- IDLE

2. Ailerons -- NEUTRALIZE

3. Rudder -- APPLY FULL (in opposite direction of rotation)

4. Control yoke -- FORWARD (to break stall)

When rotation stops:

5. Rudder -- NEUTRALIZE

6. Elevator -- RECOVER SMOOTHLY FROM NOSE-LOW ATTITUDE

7. If recovery is not successful: Deploy the Parachute!

Close the throttle to prevent an unnecessary increase in airspeed. During a spin, one wing is in a stalled condition resulting in ineffective aileron inputs to control the rotation. Neutralize the ailerons, and apply full rudder in the opposite direction of rotation. The aircraft will appear to be almost in a vertical turning decent during the spin. The nose may move up and down on the horizon depending on the CG of the aircraft. Because an airfoil can stall at any airspeed, altitude or attitude in any relation to the horizon, push forward on the yoke to break the stall.

When the rotation stops the aircraft nose will be low. Neutralize the rudder to prevent entry into a spin in the opposite direction. Firmly, but cautiously pull back on the control yoke in order to minimize loss in altitude. Be sure not to pull back on the yoke too quickly because this could result in a secondary stall/spin or it could overstress the airplane.

ROUGH ENGINE OPERATION OR LOSS OF POWER

CARBURETOR ICING

SPARK PLUG FOULING

1 Feb 11, Ch 4 3-19

Although the aircraft engine has a full time carburetor heating system, an unexplained drop in manifold pressure and eventual engine roughness may result from the formation of carburetor ice. Use both the throttle and the choke to maintain engine RPM.

A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits resulting from excessive operation with 100LL. This may be verified by momentarily turning each ignition switch OFF and then back ON, one at a time. An

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Pilot Operating Handbook Section 3

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

obvious power loss in single ignition operation is evidence of spark plug or ignition module trouble. If the problem persists, proceed to the nearest airport for repairs using both ignition switches unless extreme roughness dictates the use of a single ignition.

LOW FUEL PRESSURE OR LOSS OF FUEL PRESSURE

Immediately select the electrical aux fuel pump ―ON‖. Reduce engine power and select a suitable field for a forced landing. Use only the minimum power required to reach the desired landing zone.

Low or loss of fuel pressure will result in initial rough engine operation. Added throttle will usually result in more rough operation or engine stoppage due to high air to fuel ratio. The engine may continue to operate at some power level with ―0‖ fuel pressure indications. This condition is the result of all fuel available being used by the engine resulting in no pressure indication since the flow will not be measured as pressure.

Low fuel pressure may also indicate a major fuel leak. Therefore an immediate landing is the only way to determine whether the aircraft is safe to operate even with the electrical pump providing additional fuel pressure.

LOW OIL PRESSURE OR LOSS OF OIL PRESSURE

If a loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure may occur. Reduce engine power and select a suitable field for a forced landing. Use only the minimum power required to reach the desired landing zone.

LOW ENGINE COOLANT OR LOSS OF ENGINE COOLANT

A rise in cylinder head temperatures accompanied by a rise in oil temperature could result if there is a loss of engine coolant. This is also a situation when there is good reason to suspect an engine failure may occur. Reduce engine power and select a suitable field for a forced landing. Use only the minimum power required to reach the desired touchdown spot. See the latest Rotax publications on engine operation without coolant for further details.

1 Feb 11, Ch 4 3-20

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NOTE

WARNING

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

If an excessive engine limit is indicated in any of the EMS data fields, verify the other data indications before acting on an individual EMS alert. An erratic or intermittent temperature rise could be the result of a faulty sensor, and in this case, an emergency condition may not exist. However, this circumstance may not hold true in all situations, and appropriate precautions should always be taken.

IGNITION MODULE MALFUNCTION

A sudden engine roughness or misfiring may be evidence of ignition problems. By turning off an ignition switch and then turning it back on, the malfunctioning module may be determined. Select different power settings to determine if continued operation on both ignitions is practicable. If not, switch off the bad module and proceed to the nearest airport for repairs.

EXCEEDING MAXIUM AIRSPEED (VNE)

If the aircraft exceeds VNE, reduce power and speed immediately. Do not attempt abrupt control movement or unusual attitudes. Continue flight using minimum safe speed and control pressures to land as soon as possible. After landing, have the aircraft airworthiness confirmed by a qualified mechanic to return it to service.

FLUTTER

1 Feb 11, Ch 4 3-21

Flutter may cause immediate structural damage, control failure and or the inability to control the aircraft. Activate the aircraft recovery system if control is lost. Expect possible damage to the parachute system if airspeed is near Vne.

Flutter is a serious structural vibration and/or oscillation of the control surfaces, usually caused by excessive airspeed. It may also be caused by abrupt control deflection at speeds near or above VNE. When it occurs, the ailerons, elevator, rudder or possibly the entire aircraft will start to shake in an

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NOTE

TL3000 Sirius Emergency Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

intense high frequency vibration very violently. Flutter can destroy the aircraft in seconds if ignored.

Should flutter occur, reduce power immediately and slow the aircraft to minimum safe speed. Avoid large control deflections and attitude changes. Land as soon as possible and have the aircraft structure and controls inspected by a qualified mechanic prior to return to service.

At speeds above 100kts or well below Vne the nose or main wheel may begin to rotate and if out of balance may result in noticeable airframe vibrations. Reduce power and if the vibration changes and dissipates, have the nose wheel snubber inspected. Activating the main wheel brakes one at a time will also determine if the vibration is caused by a spinning left or right main wheel.

Abbreviated emergency checklists for use in the airplane are available in Section 10, Appendix A.

1 Feb 11, Ch 4 3-22

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Pilot Operating Handbook Section 4

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

SECTION 4

NORMAL PROCEDURES

TABLE OF CONTENTS Page

INTRODUCTION ............................................................................................... 4-3

PREFLIGHT INSPECTION ................................................................................ 4-3

COCKPIT ........................................................................................................... 4-3

EXTERIOR CHECKLIST ................................................................................... 4-5

NOSE AREA ...................................................................................................... 4-6

RIGHT WING ..................................................................................................... 4-8

AFT FUSELAGE ................................................................................................ 4-9

LEFT WING ..................................................................................................... 4-10

OPERATING CHECKLIST ............................................................................... 4-11

ENGINE START .............................................................................................. 4-11

PRE-TAXI ........................................................................................................ 4-14

TAXI ................................................................................................................. 4-15

ENGINE RUN-UP ............................................................................................ 4-15

BEFORE TAKEOFF ......................................................................................... 4-16

AIRSPEEDS FOR NORMAL OPERATION ..................................................... 4-18

TAKEOFF ........................................................................................................ 4-18

CROSSWIND TAKEOFF ................................................................................. 4-19

SOFT FIELD TAKEOFF ................................................................................... 4-19

CLIMB .............................................................................................................. 4-20

CRUISE ........................................................................................................... 4-20

UNUSABLE FUEL ........................................................................................... 4-20

TURBULENCE IN FLIGHT .............................................................................. 4-21

BEFORE LANDING ......................................................................................... 4-23

LANDING ......................................................................................................... 4-23

CROSSWIND LANDING .................................................................................. 4-25

SOFT FIELD LANDING ................................................................................... 4-26

SHORT FIELD LANDING ................................................................................ 4-26

BALKED (GO-AROUND) LANDING ................................................................ 4-26

AFTER LANDING ............................................................................................ 4-27

SHUTDOWN .................................................................................................... 4-28

SECURING THE PLANE ................................................................................. 4-29

1 Feb 11, Ch 4 4-1

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Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

(THIS PAGE BLANK)

1 Feb 11, Ch 4 4-2

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NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

INTRODUCTION

Section 4 provides checklists and amplified procedures for conducting normal operations.

PREFLIGHT INSPECTION

COCKPIT

1. All Switches -- OFF

2. Fuel Valve -- LEFT

3. Fuel Quantity Sight Gauges -- CHECK Left-Right

4. ELT Control Panel Indicator -- CHECK STATUS

5. Flight Controls -- PROPER OPERATION

6. Main Switch -- ON

7. Flaps -- PROPER OPERATION, SET TAKEOFF

The use of flaps without engine operation will cause large amperage loads on the battery. Therefore do not check full flap travel limits until electrical power is available.

8. Lighting -- ON – Check, then-OFF

9. Main Switch -- OFF

10. Trim -- CENTERED

11. Required Documentation -- ON BOARD

See section 9 for required aircraft documentation.

12. Baggage -- SECURED

13. Seats -- SECURE

14. Proceed to Exterior Checklist

The entire preflight inspection of the cockpit can be accomplished while standing outside of the airplane door and turning to accomplish overhead items. When inspecting the cockpit ensure that all of the required documents are on board or the airplane is not airworthy.

1 Feb 11, Ch 4 4-3

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Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Momentarily turn on the strobe and aircraft lights. Check them for proper operation then turn all of them OFF.

Leave the flaps set for takeoff during the exterior inspection. Check travel and alignment is correct for the position selected.

Check the ELT control panel indicator located on the instrument panel to determine the ELT‘s status.

To cross check this status with the actual ELT switch setting, tilt the passenger seat back forward. Remove the small panel to view the ELT switch. Ensure the ON-ARMED-OFF switch is set to ARMED and agrees with the control panel indicator.

1 Feb 11, Ch 4 4-4

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Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

EXTERIOR CHECKLIST

Fig. 4-1

Note: Figure 4-1 represents the pattern for the pilot to follow during the exterior preflight.

1 Feb 11, Ch 4 4-5

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NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

NOSE AREA - 1-2

1. Windshield -- CLEAN

2. Cowling -- Remove as required then SECURE

3. Prop/Spinner -- CHECK

4. Air Inlets -- CLEAR

5. Hydrostatic Check -- Turn Prop through 4 piston TDS.

6. Oil -- CHECK QUANTITY

7. Coolant – CHECK QUANTITY

8. Nose Strut Assembly -- CHECK

9. Nose Tire -- CHECK INFLATION and WEAR

10. Chock -- REMOVE

11. Firewall Fuel Gascolator – Drain and CHECK for debris

12. Oil Tank Vent -- CLEAR

13. Transponder Antennae -- Secure

Make certain the cockpit windows are clean. Bug debris or streaks can impair vision. Review Section 9 for proper procedures for cleaning the window surfaces. The engine cowling should be securely fastened by quick release cam locks that run along its seams. Ensure that all cam locks are present and tight. Clear all air inlets of debris that could hinder engine cooling

Inspect the propeller and spinner for cracks or chips. Even a small defect in the propeller can eventually lead to catastrophic failure of the blades. Check the ends of the blades for chips or delamination caused by gravel or debris.

Check the oil for sufficient capacity by referencing Section 9 of the POH. The engine should only use a small amount of oil during normal operation. For longer flights away from your normal base, it may be advisable to add oil until it reaches its maximum limit on the dipstick to allow for some oil consumption in-flight.

Due to the high location of the oil reservoir, the oil level can best be checked correctly by the dipstick within a few minutes after engine shutdown.

Checking the oil system quantity by multiple rotations of the propeller (burping) is not recommended. The engine uses only a small quantity of oil during normal operation. Establish a technique that allows continual monitoring of the oil quantity for your operation. However it is good

1 Feb 11, Ch 4 4-6

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CAUTION

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

practice to rotate the propeller through four TDC piston positions prior to start to prevent engine damage due to hydrostatic lock with the electric starter engaged.

Contact with hot engine oil may cause scalds or severe burns. Take great care when dealing with hot engine oil or the oil level indicator dipstick.

Do not remove the coolant cap when the engine is hot. The coolant will be dangerously hot and is under pressure. Relief of that pressure will cause the coolant to reach a boiling point, expand and spray out of the cap area. Severe burns may occur from hot coolant at normal engine operating temperatures.

Inspect the nose strut for freedom of vertical movement and damage from nose impact on misjudged landings. The strut compresses during taxi and landing operations and has an internal rubber ‗snubber‘ to cushion extreme limit movement.

Check the nose strut suspension system for evidence of ‗nose first‘ wheel impact which can occur on high speed landings where initial runway contact is not on main landing gear.

The fuel sumps located underneath the wing roots should be drained to ensure the correct fuel is onboard and no water or debris has accumulated inside the fuel tank. Water inside the fuel lines can come out of suspension by vibration or freeze thus interfering with fuel flow to the engine.

1 Feb 11, Ch 4 4-7

Do not use the nose wheel pant to move the nose wheel left and right. The wheel pant is not designed to have large torsional loads placed on the front and aft in an attempt to point the nose wheel in either direction.

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NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Comply with proper environmental fuel disposal regulations and do not dump fuel onto the ground. When draining the fuel sump, always use a clean clear fuel sampler. Pour clean fuel back into the fuel tank.

RIGHT WING - 3-4

1. Gear Leg and Brake Line -- CHECK

2. Wheel Pant -- SECURE

3. Brakes -- CHECK CONDITION

4. Tire -- CHECK INFLATION and WEAR

5. Chock -- REMOVE

6. Fuel – CHECK FOR WATER, CONTAMINATION AND TYPE

7. Wing Strut - CHECK

8. Wing Leading Edge -- CHECK

9. Wing Inspection Ports – SECURE / CHECK CONTROL CONTINUITY

10. Right Wing Fuel Tank -- CHECK QUANTITY / CORRECT FUEL TYPE

11. Right Wing Fuel Cap -- SECURE

12. Tie Down Strap -- REMOVE

13. Fuel Vent - CLEAR

14. Wing Tip and Enclosed Lights -- CHECK

15. Aileron, Tab, and Hinges -- CHECK

16. Flap and Hinges -- CHECK

After checking the fuel quantity and that the correct fuel type (color) is on board, ensure the fuel caps are securely in place by inserting the cap back into the filler neck so that it lies flush with the rim and then press the small locking tab back into place. Be sure that the tab is aimed aft.

Examine the landing gear leg for cracks or splits, and make sure the brake line is firmly fastened to the strut. The brake disk should not have any cracks or warps in it, and the brake pads should have ample pad material remaining.

Confirm that the grounding wire attached inboard to the right gear assembly is securely fastened. It should make sufficient contact with the ground and should be tightly woven without any fraying. For wear protection, the end of the wire has a solid crimp-on attachment.

1 Feb 11, Ch 4 4-8

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NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

If the grounding wire is worn, additional length of wire is available by simply extending it from inside the fuselage. If the tip is missing cover the end of the wire with a short length of a small aluminum tube and crimp the tube securely to act as a wear surface.

Inspect the wing‘s leading edge for flaws or dents. These can impede smooth airflow over the wing. Inspect the primary control connections to the ailerons which can be inspected via the under-wing inspection ports. These connections assure aileron continuity and are vital for aircraft control. Inspect the clear wing tip light cover for cracks, and ensure the screws that attach it to the wing tip are all present and tight.

Gently move the aileron up and down to ensure freedom of motion, and examine the hinges for cracks. Small hairline cracks on either side of the aileron or flap hinge are not structural and pose no problems. They may be filled with GE Silicone II to protect from dirt. The other aileron should defect in the opposite direction.

Examine the flap slot located underneath the wing to ensure no debris and proper clearance for the retracted flaps. Inspect the flap surface for cracks in the composite surface at the hinges caused by over-stress from air loads occurring above the extension airspeed limits. The flap mechanism may have a slight amount of play. Both flaps should be at the same setting.

AFT FUSELAGE - 5-6-7

1 Feb 11, Ch 4 4-9

1. Rear Cabin Window - CLEAR

2. Chute Closure Panel – SECURE & FREE FROM INTERFERENCE

3. VHF Antenna -- SECURE

4. Static Port - CLEAR

5. Aft Tie Down -- REMOVE

6. Right Horizontal Stabilizer -- CHECK

7. Rudder and Tab -- CHECK

8. Aft Position Light -- CHECK

9. Tail Trim Tab Assembly -- SECURE / FREE to MOVE

10. Tail Cone – SECURE

11. Left Horizontal Stabilizer -- CHECK

12. Aft Tail Inspection Cover -- SECURE

13. Static Port - CLEAR

14. Rear Cabin Window - CLEAR

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Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Inspect the rudder and vertical stabilizer for cracks. Do not apply force in an attempt to move the rudder. The horizontal stabilizer and trim tab should also be free of cracks and punctures. Inspect the trim tab mechanical linkages, bolts, hinges and cables. Do not lift the stabilizer by the trim tab. The nuts and bolts should be snug and the linkages should be free from any obstructions. The marking paint on the nuts and screws should not be broken. Make sure the tail cone is firmly in place and its screws are present and tight. The aft tail inspection cover located on the pilot‘s side of the empennage should be securely in place with screws tightly fastened. Static ports on both sides of the aft fuselage should be clear and clean of debris.

LEFT WING - 8

1. Flap and Hinges -- CHECK

2. Aileron and Hinges -- CHECK

3. Wing Tip Cover and Enclosed Lights -- CHECK

4. Tie Down Strap -- REMOVE

5. Fuel Vent - CLEAR

6. Wing Lead Edge -- CHECK

7. Pitot Tube -- CLEAR - CHECK PITOT OPENING

8. Under wing Inspection Panels – SECURE

9. Wing Tank – CHECK QUANTITIY / FUEL TYPE

10. Wing Tank Cap -- SECURE

11. Wing Strut – CHECK

12. Fuel – CHECK FOR WATER, CONTAMINATION AND TYPE

13. Gear Leg and Brake Line -- CHECK

14. Wheel Pant -- SECURE

15. Brake -- CHECK CONDITION

16. Tire -- CHECK INFLATION and WEAR

17. Chock -- REMOVE

Examine the flap slot located underneath the wing to ensure proper clearance for retracted flaps. Inspect the flap surface for cracks, and it may have a slight amount of play at the hinges. Gently move the aileron up and down to ensure freedom of motion, and examine the hinge area for surface cracks. Inspect the clear wingtip light cover for cracks, and ensure the screws that attach it to the wing tip are all present and tight. Check the landing light, strobe and position lights are operational.

Inspect the wing‘s leading edge for flaws or damage. These can impede smooth airflow over the wing. Ensure the pitot tube is

1 Feb 11, Ch 4 4-10

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NOTE

CAUTION

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

secure and clear of obstructions. The wheel pant attachment to the gear assembly should be tight without movement. Examine the landing gear leg for cracks or splits, and make sure the brake line is firmly fastened to the strut. The brake disk should not have any cracks or warps in it, and the brake pads should have ample wear surface material available.

OPERATING CHECKLIST - 9

Board the aircraft

Minor variations of the following checklist may occur due to the many avionic options available. Each aircraft will have a ‗FLOW‖ checklist reference guide which reflects installed equipment.

ENGINE START

1. Harnesses -- ADJUST and FASTEN

2. Headsets -- ON and ADJUST

3. All Switches -- OFF

4. Fuel Valve -- LEFT

5. Throttle -- IDLE

6. Main Switch -- ON (Fuel Pump 1 will activate ON for 914 engines)

7. Aux Fuel Pump -- MOMENTARILY ON

8. Aux Fuel Pump -- OFF

9. Ignition Switches -- ON

10. Check area visually and Call Out -- ―CLEAR PROP!‖

1 Feb 11, Ch 4 4-11

This step is intentionally some steps ahead of the starter engagement to allow time for the Pilot and nearby personnel to clear the propeller movement area. Call out ―CLEAR PROP!‖ through the open cabin door. Also use a visual signal by rotating your hand vertically with an index finger up to indicate propeller movement.

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CAUTION

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

11. Brakes -- HOLD

12. Choke -- AS REQUIRED

13. Starter -- ENGAGE

14. Throttle -- 2000 RPM

15. Oil Pressure -- CHECK

16. Choke -- CLOSED as engine warms

17. Instrument Switch -- ON

18. Strobe Lights – ON

19. Nav Lights -- ON

20. Intercom -- CHECK, headset volume adjust

21. Cabin Doors -- CLOSED

Check that the safety harness belts or headset wires are not outside the cockpit when closing the cabin doors.

The door hinge mechanism may be damaged by over extension if the door remains unattended, unlocked, and open in gusty wind or during high engine power settings.

Pull the cabin doors down smoothly to close and check the bottom latch is engaged. The door is closed but not locked. To lock the door, move the red lever forward to the locked position. This should not require high effort if the lock pins on the forward and aft door channels are correctly aligned. Establish a sequence for securing the cabin doors, and continue using it. Making your procedure standard practice will help prevent takeoff with the doors unlocked.

Do not push hard on the red locking lever. If the pins in the forward and aft center of the door frame are not aligned, added pressure on the red lever may shear the friction screw in the lever and make locking or unlocking the door difficult.

The throttle should be at IDLE before starting to prevent immediate engine run-up and airplane acceleration upon ignition. The ―choke‖ starting carburetor is by-passed and will not be activated at high RPM throttle positions.

1 Feb 11, Ch 4 4-12

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Pilot Operating Handbook Section 4

CAUTION

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Confirm that the fuel shutoff valve is LEFT and momentarily turn on the auxiliary fuel pump to pressurize fuel to the engine carburetors‘. The fuel pump will initially make a loud and fast clicking noise. Within a few seconds it should quiet down to muffled knocking sound. This indicates the pump has pulled fuel from the tank and pressurized the fuel lines to the carburetors. When the auxiliary fuel pump makes the muffled knocking sound, verify fuel pressure on the EMS and turn the auxiliary pump OFF.

The 914 fuel pump 1 will come on and pressurize the system when the MAIN switch is activated. There is no need to use the pump 2 for start. It should be activated prior to any takeoff or landing.

Visually ensure that the prop area is clear before engine start. Turn on the ignition switches, and loudly call out, ―Clear prop,‖ to again warn the surrounding area that the engine is about to start. Make a last minute visual check of the engine area to assure that no personnel are nearby. Hold the brakes to prevent airplane movement during start up.

The choke will be necessary, during cold starts. Pull out and hold the choke knob. Then press and hold the starter button. Do not hold the starter button on for longer than 10 seconds because this could overheat the starter. If engine does not start, allow for a cool down of two minutes after continuous, lengthy starter operation.

When the engine fires, ensure the oil pressure rises within 10 seconds. Use the choke as an ‗aux-throttle‘ to maintain acceptable RPM levels until the engine will idle about 2000 RPM smoothly. Slowly close the choke, while at the same time slowly adjusting the throttle as required to keep the RPMs stable. If the engine begins to run rough, move both the choke and throttle back to their previous positions, wait a few seconds for the engine to warm up, and then try closing the choke again.

1 Feb 11, Ch 4 4-13

Always be observant of the oil pressure/temperature and cylinder head temperatures on the EMS data display during engine operation.

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Pilot Operating Handbook Section 4

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

PRE-TAXI

1. Oil Pressure -- CHECK

2. Transponder -- STANDBY

3. VHF – ON

4. GPS -- ON

5. Other Avionics -- ON

6. Attitude Reference / Turn Coordinator -- LEVEL

Various ‗glass cockpit‘ avionics may be installed which may require additional time for GPS acquisition/guidance or AHARS initial reference. See the avionic manufacturer‘s operation instructions.

7. Altimeter -- SET (note any field elevation variance)

8. Warm-up -- AS REQUIRED

Rotax® advises that a two minute engine warm-up time is required before takeoff. This two minute warm-up includes taxi time.

Check the EMS to ensure at least 12 psi oil pressure after start. If no oil pressure indication exists, shut down the engine and troubleshoot the problem. Lack of oil pressure can cause serious engine damage. Turn on the strobe lights to warn the surrounding area of aircraft movement. Turn the transponder to standby and set the proper radar code for departure. Turn on the VHF radio and tune to the desired frequencies. Also turn on the GPS and enter the desired information while the aircraft is NOT moving.

Enter the proper barometric pressure in the Kollsman window of the altimeter to obtain the correct true altitude. If pressure is not known, enter the field elevation of the airport on the altimeter.

Allow a minimum of two minutes for the engine to warm up sufficiently prior to engine run-up in order to stabilize internal engine temperatures. This can include time during taxi operations. Allow oil temperature to read 120°F min. before the 4000 RPM engine ignition check.

1 Feb 11, Ch 4 4-14

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Pilot Operating Handbook Section 4

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

TAXI

1. Area -- CLEAR

2. Brakes -- CHECK and APPLY AS NEEDED

3. Steering -- CHECK

4. Compass -- CHECK

5. Attitude reference / Track Display -- CHECK

6. Turn Coordinator -- CHECK (in turns)

Before releasing the brakes for taxi, ensure the area in front of and behind the airplane is clear of obstructions. If taxiing over loose gravel, pavement pebbles, or soft surfaces, use lowest engine RPM possible in order to minimize pulling debris into the propeller.

As much as five minutes may elapse prior to correct digital track indications in some GPS attitude reference avionics.

When taxiing, use minimal braking to slow the aircraft. However, the aircraft gains speed even while idling. To prevent a fast taxi, smoothly apply the brakes to slow the airplane‘s speed to approximately that of a brisk walk, and then release them. Do not, at any time ―ride‖ the brakes. Doing so (even if you don‘t think you are pushing on the brake pedals) will cause the brake pads to glaze and the brake caliper to chatter with each brake application. Be sure to maintain positive control of the control yoke while taxiing. This will prevent the elevator from jolting up and down when taxiing over bumps or dips. Ensure the compass heading is swinging and in the proper direction. When in taxi turns, observe the turn coordinator. The display should indicate the direction of the turn and the slip ball should be free to move in the race. The heading display on any GPS will not be correct until the GPS system is able to track the movement of the aircraft. GPS heading may not be accurate after a turn if no forward movement occurs.

ENGINE RUN-UP

1 Feb 11, Ch 4 4-15

1. Brakes -- HOLD

2. Oil Temperature -- 120°F min.

3. Oil Pressure -- 29 – 73 PSI

4. Cylinder Head Temperature -- 120º F min.

5. Throttle -- 4000 RPM

6. Ignition Switches -- 300 RPM DROP (max), 120 RPM DIFF (max)

7. Throttle -- IDLE

8. Fuel Pressure -- CHECK

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Pilot Operating Handbook Section 4

NOTE

WARNING

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Hold the brakes before beginning the engine run-up. Ensure that the oil temperature, oil pressure, and cylinder head temperatures are within their respective tolerances. The following process should be accomplished quickly yet fluidly to avoid overheating the engine or possibly pulling debris into the propeller.

The brakes may not hold the aircraft during high power settings. Therefore do not taxi up to the runway hold line marker prior to ignition check. Remain clear of the runway environment during the time that attention is diverted into the cockpit for engine observations.

Smoothly apply adequate throttle to stabilize at 4000 RPM. Turn off the first ignition switch and note the RPM on the EMS. Turn the first ignition back on, and allow the RPM to return to the higher setting. Immediately turn off the second ignition switch and note the RPM on the EMS. Then turn the second ignition switch back on. Smoothly throttle back down to Idle RPM. The single ignition RPM drop should not have exceeded 300 RPM on either ignition nor indicate more than a 120 RPM difference between the two.

If you inadvertently switch off both ignitions at high

RPM, do not turn the switches back on. Allow the engine to come to a stop and restart the engine.

In the event that there is no indication of an RPM drop during ignition checks, it may be caused by faulty grounding of one of the ignition modules. Whatever the cause, the aircraft should not be flown and the engine malfunction should be determined.

BEFORE TAKEOFF

1 Feb 11, Ch 4 4-16

1. Pitot Heat - AS REQUIRED

2. Lights - AS REQUIRED

3. Circuit Breakers - Check

4. Harnesses -- SECURE

5. Loose Items -- SECURE

6. Instruments -- CHECK and SET

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Pilot Operating Handbook Section 4

WARNING

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

7. EMS Data -- CHECK

8. VHF Radio -- SET

9. Transponder -- ON/ALT

10. Trim -- AFT of center

11. Flaps -- TAKEOFF (Stage 1)

12. Controls -- FREE and CORRECT MOVEMENT

13. Cockpit Doors -- LATCHED & LOCKED

14. GRS Safety Pin -- REMOVE & STOW

15. Aux Fuel Pump -- AS REQUIRED (Pump 2 ON for 914)

Operation of the 912UL or 912ULS engine driven fuel pump combined with operation of the auxiliary electrical fuel pump during take-off and landing is not recommended. The combined pump output pressure has been observed to overcome the carburetor float valve fuel cutoff during turbulence, flooding the carburetor, preventing full power engine operation or may cause engine failure.

The 914 fuel pump #2 should be ON for all takeoff or landings.

Ensure that any loose items are secure before takeoff because these items may become a distraction or interference during acceleration if they are not stowed. Make a quick glance over the instrument panel to verify the correct readings: Compass- proper heading, Airspeed-0; attitude reference horizon-level; Altimeter-field elevation; Turn coordinator-erect; VSI-steady. Also ensure that the engine data values displayed on the EMS are within their respective tolerance ranges.

Set the correct ‗squawk‘ code display and switch the transponder from ON to ALT. Move the trim control aft of center to aid in takeoff, and ensure the flaps are set at Takeoff (Stage 1). Ensure the flight controls are free and correct by systematically moving the control yoke to all positions. Hesitate at each position while verifying by observation that the flight surfaces on each sided of the airplane are responding correctly.

Carefully remove the safety pin from the GRS activation handle. Stow it in a place where it can be easily reached after landing for securing it back into place.

1 Feb 11, Ch 4 4-17

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Pilot Operating Handbook Section 4

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Ensure the cabin doors are latched and locked. The red locking lever should be moved forward in an arc and stop at the forward position blocking the door release handle. Do NOT push down on the locking lever when it stops. The internal cam screw may shear and make the door difficult to reopen. Confirm the GRS safety pin has been removed so the system is armed.

AIRSPEEDS FOR NORMAL OPERATION

Maximum Demonstrated Crosswind Velocity: .............. 17 Knots

Rotation…………………………………………………………….40 KIAS Takeoff (V Climb:

Normal (Increase as required for cooling): ................. ………75 KIAS

Best Angle of Climb (VX): .................................. ………50 KIAS

Best Rate of Climb (VY): .................................... ………55 KIAS

Landing and Approach Speeds:

Flaps: Full (Normal when landing is assured) ............ 50 KIAS

Flaps: Full (V Flaps: Approach (Normal for all approaches)…………………. 60 KIAS

Flaps: Takeoff (Normal for all approaches)…………..... 65 KIAS

Flaps: Up (Non-standard for approach or landing) ...... 70 KIAS

Balked Landing / Go Around:

Maximum Power, (Set Flaps during climbout): . 65 KIAS

(Transition to normal climb speed of 75 KIAS)

Design Cruise Speed (VC):........................................... 95-108 KIAS

Maximum Structural Cruising Speed (VNO): ................. 108 KIAS

Maximum Horizontal Flight Speed (VH): ....................... 119 KIAS

Maximum (Never Exceed) Speed (VNE): ...................... 138 KIAS

) .............................................................. ………45 KIAS

LOF

) (Normal for all approaches) .......... 55 KIAS

REF

TAKEOFF

1. Flaps -- CHECK (Takeoff)

2. Throttle -- FULL

3. Rotate -- 45 KIAS

4. Throttle -- MONITOR (5800 RPM maximum)

5. Climb -- 75 KIAS

6. Flaps -- UP, AT 500 AGL

When aligned with the runway heading and cleared for takeoff, smoothly apply full throttle and make a quick observation of the EMS system to ensure the engine data is normal. Abort the takeoff if the engine shows any sign of a malfunction or does not perform

1 Feb 11, Ch 4 4-18

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Pilot Operating Handbook Section 4

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

as expected. As the airspeed reaches 45 KIAS, apply a small amount of back pressure to the control yoke. Do not attempt to ―pull‖ the airplane off the ground by over-rotating or allow the airspeed to increase, which will cause the aircraft to ‗wheelbarrow‘. The aircraft will rotate quickly and depart the runway. Then monitor a positive climb rate and allow the airspeed to increase to a normal climb speed of 75 KIAS. If necessary, climb at higher speeds to assure engine cooling. Do not exceed the flap airspeed limits.

When clear of obstructions and above 500 Ft AGL, raise the flaps. If the flaps are extended more than the Takeoff setting (go around or missed approach) they may be moved to full up or down without hesitation from any setting as long as the flap airspeed limits are observed.

Monitor the throttle at small angle propeller blade pitch settings to avoid an engine RPM over-speed. (max 5800 RPM for 5 min).

CROSSWIND TAKEOFF

Set crosswind controls while on the runway. When taking off in a strong crosswind, it is still advisable to use Takeoff flaps. Accelerate the airplane for takeoff as normal. The rudder is primarily for direction control; however, use the ailerons to assist in maintaining directional control by using full aileron deflection into the crosswind. As the aircraft accelerates, apply less and less aileron deflection. Accelerate slightly above normal takeoff speed and rotate the aircraft off the ground smoothly. As soon as a stabilized climb has been accomplished, the aircraft should be turned into the wind and a ―crab‖ established to ensure a runway heading track for the climb-out flight path.

SOFT FIELD TAKEOFF

When taxiing over soft ground, keep constant back pressure on the control yoke to relieve stress on the nose strut. Set Approach flaps (Stage 2) before entering the runway. Maintain elevator back pressure, and when cleared for takeoff, add enough power to just get the airplane moving. As the airplane accelerates, smoothly add full power and aft control pressure. When elevator authority is established, raise the nose wheel off the ground. The intent is to become airborne at minimum speed but do not attempt to climb out yet. When the airplane becomes airborne, level the nose to remain airborne in ground effect and accelerate to Vx then move the flaps

1 Feb 11, Ch 4 4-19

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Pilot Operating Handbook Section 4

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

to Stage 1 and climb accelerate to Vy if obstacle clearance is not required. At Vy continue normal climb-out procedures.

CLIMB

1. Throttle -- SET TO FULL or 5500 RPM Maximum

2. Climb -- 75 KIAS

3. Trim -- ADJUST AS NEEDED

4. EMS Data - CHECK

5. Aux Fuel Pump -- OFF (if used)

After the flaps have been retracted, ease the throttle back to 5500 RPM when clear of obstacles and continue the climb out at 75 KIAS. Utilize the airplane‘s elevator trim to assist in maintaining proper climb attitude. Make a quick observation of the EMS data. The EMS system will illuminate to alert you by changing color if a preset limit has been exceeded.

CRUISE

At high deck angles during the climb the fuel vents may become lower than the fuel level. If this occurs fuel will vent from either of the wing tip vents. Lower the nose and increase the climb speed or burn fuel from the venting tank. Maintain coordinated flight with the rudder to prevent yaw induced fuel venting.

During operation in high ambient air temperatures or extended climb periods, the climb airspeed should be increased to allow ample cooling air to enter the engine which will prevent overheating and coolant loss.

1. Throttle -- As Required

2. Trim -- LEVEL FLIGHT

3. Fuel Status -- MONITOR

4. EMS Data -- CHECK

1 Feb 11, Ch 4 4-20

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Pilot Operating Handbook Section 4

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Upon reaching the desired cruise altitude and airspeed, throttle back to 5000-5200 RPM, (about 75% power). Trim the airplane for level flight and note the EMS data readings.

Monitor the wing tanks during climb and cruise. During fuel tank changes operate the AUX fuel pump and monitor the fuel pressure to assure a safe change from one fuel source to the other. Turn the AUX pump off after a successful tank change. Select LEFT to supply the engine from the left wing tank and RIGHT to feed from the right tank. The fuel from either tank will gravity feed to either of the engine fuel pumps. Fuel management requires the source of the fuel in use be changed every 30 minutes during flight. Monitor the fuel conditions more often during traffic pattern operations or if a fuel Imbalance occurs.

Rotax® engine fuel mixtures will automatically lean during climb and enrich during descent.

As a flight planning estimate for the 912ULS engine, assume 5 GPH fuel flow and 100Kts ground speed. Typical start to shutdown fuel flow should normally be less. Use about 75% power (50005200 RPM) as a cruise power setting. (Fuel flow at idle RPM will be less than 1GPH.) For detailed engine data specific to your installation refer to the CD included with the aircraft which contains the Rotax Operator Manual.

Due to wing dihedral, the fuel gauges will remain at 8 gallons ‗full‘

until the fuel tanks are about half quantity. At that time the tank will indicate an amount that is appropriate with the gauge graduations. The fuel gauges are accurate at the lower indications as long as the aircraft attitude is stable and without left or right yaw.

A false indication of more fuel than actually on board will occur during climbs or if the wing (tank) is raised during a yaw. A false indication of less fuel than actually on board will occur during a descent or if the wing (tank) is lowered during a yaw.

The gauge graduations are intentionally marked with a decreasing amount that is half the previous quantity but each mark is the same physical distance apart. So the fuel indication will be a non-linear change in the same period of time. The distance displaying 8 to 4 gallons is approximately one-half inch (4 gallons difference), the

1 Feb 11, Ch 4 4-21

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Pilot Operating Handbook Section 4

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

distance to display 4 to 2 gallons is also one-half inch (2 gallons difference), and the gauge display from 2 to 1 gallon is the same one-half inch (1 gallon difference). Therefore the RED marked area at the bottom ―LAND ASAP‖ fuel indication should be considered an emergency situation that allows very little time for action to get the aircraft on the ground before fuel exhaustion.

During a fuel emergency it will be beneficial to slow the aircraft to best glide speed to obtain all possible useable fuel. Additional fuel MAY be available by placing the aircraft in a slight (DO NOT STALL OR SPIN THE AIRCRAFT!) yaw in order to elevate the feeding tank.

UNUSEABLE FUEL

Unusable fuel during cruise conditions has been tested during normal operations. The first indication of fuel starvation is a slight loss of fuel pressure. For example, if the pressure is normally

3.4psi, it may drop to 3.3psi, and then momentarily return to 3.4. Next the pressure will slowly drop from 3.4, descending slowly through .3, .2, .1 down to zero at about .1psi/second (depending on power setting). Tests have shown that operation at zero fuel pressure, although unlikely, is possible if the engine is consuming all fuel provided by the pump(s) but not enough additional fuel for the return system to allow pressure indications.

The EMS system will alert yellow and then red; changing colors of the figures on the fuel pressure display as it descends through these limits. It will not indicate an alert during change in pressure within the normal, green, psi limits. Refer to this section and section 2 for the EMS settings for all engine parameters.

If installed, the fuel flow system may be the first noticed indication of pressure loss. Fuel flow will become erratic and slowly descend into the appropriate color (yellow then red) for alert. Finally the fuel flow will start to increase and greatly accelerate to extreme high flow(s) as foamed fuel and air go through the sensor. The red alert for high fuel flow will also be displayed; possibly before the fuel pressure has reached the lower green limits.

1 Feb 11, Ch 4 4-22

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Pilot Operating Handbook Section 4

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

TURBULENCE IN FLIGHT

If turbulent air is encountered while in flight, slow the aircraft to below 86 KIAS, VA (maneuver speed) in order to ensure that the airplane‘s structural integrity is not compromised. When slowed to below VA, high G forces from turbulence or gusts will cause the airplane to stall before its structure is damaged.

Flight in light turbulent air may subject fuel in the wing tanks to yaw moments that will move the fuel outboard away from the quantity indicator tubes causing lower than normal readings and may also result in fuel venting.

BEFORE LANDING

Prior to entering traffic pattern:

1. Harnesses -- SECURE

2. Airspeed -- 75 KIAS

3. Fuel -- CHECK QUANTITY

4. Secure Loose Items

5. Aux Fuel Pump – AS REQUIRED

Prior to entering the traffic pattern, ensure that the seat belts and shoulder harnesses are secure, and verify the strobes lights are on. Slow the airplane to 75 KIAS by reducing the throttle and maintaining altitude. Verify that there is still ample fuel remaining in each wing tank.

LANDING

On downwind leg:

1. Throttle -- SMOOTHLY TO IDLE

2. Airspeed -- 75 KIAS

3. Flaps -- Stage 1

4. Airspeed - 65 KIAS

5. Flaps - APPROACH (Stage 2)

When established on downwind, maintain proper side offset distance from the runway by visually placing it on the airplane‘s wingtip. Reduce the throttle to IDLE when the aircraft is abeam the desired touchdown point. Continue to maintain pattern altitude until reaching 75 KIAS. Select Takeoff, Stage 1, flaps and establish a

1 Feb 11, Ch 4 4-23

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Pilot Operating Handbook Section 4

NOTE

WARNING

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

steady heading and level attitude. As the airspeed reaches 65KTS set the flaps to Approach, Stage 2, and begin the base turn. .

On base leg:

6. Airspeed -- 65 KIAS

7. Trim -- ADJUST TO AFT

Maintain coordinated rudder during the turn. An extended or uncoordinated turn may cause the fuel pickup in the low wing (if selected as the fuel source) to become exposed or un-ported which may result in loss of fuel pressure and/or fuel flow.

When turning onto the base leg, at idle power, trim the airplane to maintain a steady descent at 65 KIAS. Use pitch to keep the airspeed stable. Observe the decent angle and make any required changes in pitch to maintain 65 KIAS in the decent. Half way through the base turn, the aircraft should be half way between the pattern altitude and the field elevation.

On final approach:

8. Airspeed -- 55 KIAS

9. Flaps -- FULL (Stage 3) if required

10. Trim -- AFT AS REQUIRED

11. Throttle – IDLE (or as required)

12. Airspeed -- 55 KIAS (on short final)

13. Touchdown -- MAIN WHEELS FIRST, NOSE HIGH

14. Braking -- MINIMUM

1 Feb 11, Ch 4 4-24

All approach speeds assume correct air speed indication and do not allow for cross-wind or gust correction. Apply gust correction of half the gust factor to the selected approach speed.

Once established on final approach, maintain 55 KIAS and set full flaps when the landing is assured with no increase in power. Adjust the trim as required; usually it will be in the full aft position. Very small adjustments of the throttle will result in larger changes to airspeed and descent rate. Us as little power changes as possible.

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Pilot Operating Handbook Section 4

WARNING

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

When on short final, maintain 55 KIAS. Over use of the ailerons may increase the pilot workload. Try to minimize the aileron deflection and use more rudder control at low speeds. This will reduce the initial tendency to ‗wing-rock‘ on final.

Decrease the descent rate as you enter ground effect. Continue to raise the nose throughout ground effect as the airspeed decreases. Do not over rotate but touchdown at the lowest possible airspeed. Touchdown on the main wheels first. Continue to fly the elevator to keep the nose wheel off the runway as long as possible. At some forward CG settings, full flaps may hinder the nose from being held off the surface during the roll out.

The nose wheel will then gently drop to the runway as the aircraft slows even more. Apply only as much braking as needed to stop in the remaining runway or the exit taxiway turn.

If the AOA is not high enough (nose low) as the main wheels contact the runway, the nose wheel may drop to the runway due to the main wheels suddenly slowing the aircraft.

For more information on landing pattern procedures, see Section 10.

Heavy breaking may cause increased tire or brake pad wear and may result in a tire or brake line failure due to heat. Extended use of the brakes, even during long taxi operations may heat the brake system and result in loss of brakes due to overheating the system.

CROSSWIND LANDING

1 Feb 11, Ch 4 4-25

If a strong crosswind exists during landing, it is practical to use the minimum flap setting required for available runway. Maintaining runway centerline on final approach can be accomplished by the crab method, the wing-low slip method, or a combination of the two. However, when executing the flare, the best method is the wing-low slip method. After touchdown, maintain directional control with the rudder and aileron, and as the aircraft decelerates, gradually apply full aileron deflection into the wind.

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Pilot Operating Handbook Section 4

NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

SOFT FIELD LANDING

This procedure is not intended for short field operations.

The only difference between a normal landing and a soft field landing is keeping the nose wheel off the runway surface for as long as possible. To do this, float down the runway in ground effect rather than flaring to bleed off airspeed. This will decrease the sink rate to help prevent a hard landing. As the airspeed slows, flare just slightly enough to raise the nose wheel, but do not establish a high sink rate. Allow the airplane to settle to the runway. Do not allow the nose wheel to touch down on landing. This could result in the nose wheel digging into the soft runway and loss of aircraft control. Continue the landing roll, and as the airplane decelerates, allow the nose wheel to gently settle to the ground. Keep the elevator full aft during all operations. Use as little braking as necessary throughout the entire landing and taxi. If surface conditions are soft keep an ample amount of power to prevent the wheels from settling into the surface and bringing the aircraft to an early stop.

SHORT FIELD LANDING

This procedure is not intended for soft field operations.

A short field landing is intended to reduce the landing roll to the minimum distance. Planning for the approach will begin prior to the final turn. The intent is to arrive at the touchdown point with as little energy as possible. To do this the aircraft speed must be reduced to the lowest practical approach speed for the existing aircraft weight and balance conditions.

Contrary to some theories the aircraft should be flown at a slightly higher than normal approach angle not ―dragged-in‖ at a low angle with a high power setting. On final establish the minimum safe approach speed and use the aircraft energy during the descent to maintain the approach speed. Attempt to control the approach angle and airspeed primarily with pitch, using only sufficient power to maintain a stable approach.

This approach will result in a higher than normal descent rate and the descent must be absorbed with an increase in the AOA pitch angle at touchdown. The

1 Feb 11, Ch 4 4-26

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NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

intent is to transfer the additional aircraft energy from the forward motion to a vertical lift component and touchdown with as little momentum as practicable.

As the aircraft touches down, place the nose wheel on the runway and apply maximum braking. The flaps may be retracted during the roll out to place the maximum weight on the wheels. Keep the elevator full aft during all operations. Use maximum braking for the runway surface as necessary throughout the entire landing roll.

BALKED (GO-AROUND) LANDING

1. Throttle -- FULL

2. Flaps -- SET TO TAKEOFF (Stage 1)

3. Airspeed -- 50 KTS, VX

4. Flaps -- RETRACT WHEN CLEAR OF OBSTACLES

5. Airspeed -- 55 KTS, VY

If a go-around is executed, immediate full power should be applied, to establish a climb at VX with Stage 1 flaps. Completely retract the flaps after any obstacles are cleared and maintain a climb at V until re-establishing normal climb procedures.

Establish full throttle prior to flap change. The aircraft will accelerate and climb at any flap setting until Takeoff flaps can be set and the drag from the flaps is reduced.

Do NOT use runway ahead to roll-out while resetting the flaps. There are no checklist items to accomplish during takeoff or touch-and-go operations. Immediately establish full power to begin aircraft acceleration and then set Takeoff flaps during the stabilized climb out.

AFTER LANDING

1. Flaps -- UP

2. Aux Fuel Pump -- OFF (if used)

3. Transponder -- STANDBY

4. Pitot Heat - OFF

When exiting the runway, clear the entire aircraft beyond the runway hold line. After the aircraft is stopped or at a safe, slow taxi

1 Feb 11, Ch 4 4-27

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NOTE

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

speed, retract the flaps and turn the transponder back to STANDBY. The transponder may be turned off if not required for ground operations. Turn off the pitot heat to prevent overheating.

SHUTDOWN

1. Throttle – IDLE

2. Transponder – OFF

3. VHF Radio - OFF

4. GPS – OFF

5. Other Avionics -- OFF

6. Strobes – OFF

7. Instrument Switch -- OFF

8. Main Switch -- OFF

9. Ignition Switches – OFF (one at a time)

10. Fuel Valve -- OFF

11. GRS Safety Pin -- INSERT

12. Cabin Doors -- OPEN

When ready to shut the engine down, turn off the GPS, the VHF radio, transponder and any other avionics. Turn the strobe lights OFF, and then the instrument switch OFF. Finally turn the main switch OFF. This process will prevent any unnecessary drain on the battery after the engine has stopped as well as avoid possible damage from ―electrical spikes.‖

The process of shutting down the engine should be fluid and prompt. Confirm that the throttle is at IDLE, turn off the first ignition, and then the second in a 1-2-3 step process. Now that the engine has stopped turning, turn the fuel valve to OFF

1 Feb 11, Ch 4 4-28

A secondary check of the ignition system can be noted on alternate flights. This can be done by turning the 1 then 2 ignition switch off, alternating on the next shutdown with the 2 then 1 ignition switch off. A slight hesitation between each switch will allow the engine to stabilize at a lower RPM and confirm the ignition system. Do not remain at idle RPM on one ignition system for an extended time.

Before moving about the cockpit and stowing the headsets, reinsert the GRS safety pin into the activation handle. When opening the cabin doors, reverse your method of the closing sequence.

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WARNING

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

It is imperative that the GRS safety pin be reinserted into its respective locking position before the crew and passenger disembark the airplane in order to prevent an accidental firing of the rocket system.

SECURING THE PLANE

1. All Switches - OFF

2. Flaps -- UP

3. Vents – CLOSED and TURNED DOWN

4. Cabin doors -- CLOSED and LOCKED

5. Wheels -- CHOCK

6. Tie Downs -- SECURE

7. Pitot Cover -- ON if required

8. Aircraft Cover -- AS REQUIRED

Ensure the flaps are fully retracted before exiting the plane. Chock the wheels and tie down the aircraft as needed. If the plane is stored outside, be sure to cover the pitot tube to prevent any foreign objects or insects from clogging the openings. If necessary, place an airplane cover around the cabin for added protection.

1 Feb 11, Ch 4 4-29

Page 94

Pilot Operating Handbook Section 4

TL3000 Sirius Normal Procedures

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

(THIS PAGE BLANK)

1 Feb 11, Ch 4 4-30

Page 95

Pilot Operating Handbook Section 5

TL3000 Sirius Performance

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

SECTION 5

PERFORMANCE

TABLE OF CONTENTS Page

INTRODUCTION ............................................................................................... 5-3

TAKEOFF DISTANCES ..................................................................................... 5-3

RATE OF CLIMB ............................................................................................... 5-3

CRUISE SPEED ................................................................................................ 5-3

FUEL CONSUMPTION / ENDURANCE ............................................................ 5-3

CRUISE POWER / CRUISE FUEL FLOW ......................................................... 5-4

WEIGHT / RANGE ............................................................................................. 5-4

WEIGHT / ENDURANCE ................................................................................... 5-4

POWER / SPEED / FUEL / RANGE .................................................................. 5-4

CRUISE FLIGHT SPEED .................................................................................. 5-4

STALL SPEED ................................................................................................... 5-4

TAKEOFF WEIGHT / RANGE ........................................................................... 5-5

TAKEOFF WEIGHT / ENDURANCE ................................................................. 5-6

MAXIMUM RANGE ............................................................................................ 5-7

ALTITUDE CONVERSION TABLE .................................................................... 5-7

DENSITY ALTITUDE CHART ............................................................................ 5-8

DENSITY ALTITUDE 50% RELATIVE HUMIDITY ............................................ 5-9

DENSITY ALTITUDE NUMERIC TABLE ......................................................... 5-10

FLIGHT ENVELOPE ........................................................................................ 5-11

LANDING DISTANCES ................................................................................... 5-11

1 Feb 11, Ch 4 5-1

Page 96

Pilot Operating Handbook Section 5

TL3000 Sirius Performance

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

(THIS PAGE BLANK)

1 Feb 11, Ch 4 5-2

Page 97

Pilot Operating Handbook Section 5

TL3000 Sirius Performance

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

INTRODUCTION

This section contains performance information pertinent to the intended use of the airplane. The information presented was based on sea level, standard conditions with the standard 912ULS engine. Operation at higher altitudes and temperatures will reduce all performance parameters. Performance data with the optional 914ULS engine will increase approximately 10%. See the Rotax CD for specific performance data.

TAKEOFF DISTANCES (Sea Level)

Takeoff Roll: 370 Ft. Takeoff Distance over a 50ft Obstacle: 1400 Ft. Take off performance figures are based on maximum power, Takeoff flaps, a dry hard surface runway and zero wind speed at standard conditions.

Density altitude will increase ground roll, takeoff distance and ground speed in relationship to IAS. See attached charts, this section, for more detail. Distances on non-paved surfaces will increase about 10%;

Other runway surfaces require the following correction factors: Increase time/distance by: On hard grass: +10% On short grass: +15% On high grass: +25% Wind influence: Headwind: Reduce distance by 10% with 5kt headwind Tailwind: Increase distance by 25% with 5 kt rear wind

RATE OF CLIMB

Rate of Climb: 910 FPM at 55Kts, VY, Max power, Takeoff flaps

CRUISE SPEED

Design Cruise Speed: 95-108 KIAS Maximum Cruise Speed: 119 KIAS (VH, max continuous power)

FUEL CONSUMPTION / ENDURANCE (Sea Level)

Sea Level:

Maximum Power: 6.3 GPH (Fuel flow at cruise altitude will be less) Maximum Continuous Power: 5.9 GPH (Fuel flow at cruise altitude will be less) 75% Continuous Power: 5.1 GPH (Fuel flow at cruise altitude will be less)

1 Feb 11, Ch 4 5-3

Page 98

Pilot Operating Handbook Section 5

Power

RPM

Fuel consumption

50 % @ 5000‘ msl

4500

3.4 Gph

75% @ 5000‘ msl

5000-5200

4.7 Gph

Max Continuous @ 5000‘ msl

5500

5.6 Gph

TO Weight

50% Power

75% Power

Max Continuous

1320, (no reserve)

825

703

640

TO Weight

50% Power

75% Power

Max Continuous

1320 (no reserve)

10.1

7.1

5.9

Conditions

Economy

Max Continuous

Engine power

(rpm)

4500

5500

Airspeed IAS

(Kts)

109

Consumption

(Gph)

3.4

5.6

Range, (30 min reserve)

(Nm)

790

588

Regime

Economy Cruise

Maximum

Continuous

Maximum

Take-off

Time limitation

unlimited

5 minutes max.

Engine RPM

4500

5500

5800

Flight altitude (ft)

IAS (Kts)

1000

111

119

2000

109

117

4000

105

114

6000

101

111

8000

107

Condition

Flaps

Engine

power

Stall Speed

Min Approach Speed

IAS

(Kts)

CAS

(Kts)

IAS (Kts)

CAS

(Kts)

Horizontal flight

Idle

Take-off(10°)

Idle

Approach(28°)

Idle

Landing(45°)

Idle

TL3000 Sirius Performance

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Cruise Power / Cruise Fuel Flow

Weight / Range (NM)

Fig. 5-1

Fig. 5-2

Weight / Endurance (Hrs)

Power / Speed / Fuel / Range

Fig. 5-3

Fig. 5-4

Cruise Speed

NOTE: Conditions: Standard day and conditions, decreasing speed at 1 kt /sec into approach to stall. Onset of the stall will occur faster with drag from added flap extensions. The stall is indicated by aircraft nose pitching down; with minimised aileron defection the aircraft remains fully under control. Horizontal flight can be resumed without a significant altitude loss by an immediate application of full power.

1 Feb 11, Ch 4 5-4

Fig. 5-5

Stall speed

Fig. 5-6

Page 99

Pilot Operating Handbook Section 5

TOW vs Range

500

1000

1500

2000

2500

400 450 500 550 600 650

TOW (kg)

Range (km

Power Ratio 60%

Power Ratio 75%

Power Ratio 100%

TL3000 Sirius Performance

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Fig. 5-7

NOTE: Conditions: Standard day and conditions,

1 Feb 11, Ch 4 5-5

Page 100

400 450 500 550 600 650

Endurance (h)

TOW (kg)

TOW vs Endurance

Power Ratio 60%

Power Ratio 75%

Power Ratio 100%

Pilot Operating Handbook Section 5

TL3000 Sirius Performance

Notice! The information contained in this document is for reference and information only.

The pilot is the final and only responsible party for the safe operation of this aircraft.

Fig. 5-8

NOTE: Conditions: Standard day and conditions,

1 Feb 11, Ch 4 5-6

Sirius Satellite Radio TL-3000 Pilot Operating Handbook

Specifications and Main Features

Frequently Asked Questions

User Manual

TL3000 Sirius Introduction

SECTION INDEX

GENERAL INFORMATION

OPERATING LIMITATIONS

EMERGENCY PROCEDURES

NORMAL PROCEDURES

PERFORMANCE