Apis/Bee Flight manual and Maintenance manual

Transcription

Flight manual and
Maintenance manual
applies to Apis/Bee, all models equipped with Hirth F33 BS engine
REV. a0
(17 April, 2009)
This is the original manual of Pipistrel d.o.o. Ajdovščina
Should third-party translations to other languages contain any discrepancies,
Pipistrel d.o.o. Ajdovščina denies all responsibility.
WARNING!
This booklet MUST be present inside the cockpit at all times!
Should you be selling the aircraft make sure this manual is handed over to the new owner.
2 Apis/Bee self-launching glider
REV. 0
Bee model:
Factory serial number:
Date of manufacture:
Aircraft empty weight (kg):
Available crew weight:
Available luggage weight:
List of equipment included in aircraft empty weight:
Date and place of issue: Ajdovščina,
www.pipistrel.si
Apis/Bee self-launching glider 3
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REV. 0
Pipistrel d.o.o. Ajdovščina, Goriška cesta 50a, SI- 5270 Ajdovščina, Slovenija
tel: +386 (0)5 3663 873, fax: +386 (0)5 3661 263, e-mail: info@pipistrel.si
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Flight manual and
Maintenance manual for
Apis/Bee
(all models)
Model: Apis/Bee 15 (Hirth F33 BS)
Data Sheet:
Factory serial number:
Registration number:
Date of Issue: April, 2009
Pages signed under “Approval” in section Index of revisions and List of valid pages
(pages 4 and 5 of this manual) are approved by:
Authority:
Signature:
Stamp:
Original date of Approval:
This aircraft is to be operated in compliance with information and limitations contained herein.
The original English Language edition of this manual has been approved as operating instruction
according to “Pravilnik o ultralahkih letalnih napravah” of Republic of Slovenia.
Approval of translation has been done by best knowledge and judgement.
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REV. 0
Index of revisions
Enter and sign the list of revised pages in the manual into the spaces provided below. All revised pages
should be clearly designated in the upper right corner of the page, also, any changes in page content
should be clearly visible (e.g. marked with a bold black vertical line).
Name of
revision
Original
Reason for Revision no.,
Description:
Revision: date:
/
Rev. 0
10 April, 2009
First original release.
Affected Approval,
pages:
signature:
/
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REV. 0
List of valid pages
This manual contains 92 original and revised pages listed below.
Pages
Cover
Page numbering
Authority approval sheet
Index of revisions
List of valid pages
Table of contents
General
Limitations
Emergency procedures
Normal procedures
Performance
Weight and balance
Aircraft and systems on board
Handling and maintenance
Appendix
State
(Revision)
Approval:
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REV. 0
3
REV. 0
4
REV. 0
5
REV. 0
7
REV. 0
9 - 12
REV. 0
13 - 20
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21 - 26
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27 - 42
REV. 0
43 - 52
REV. 0
53 - 60
REV. 0
61 - 77
REV. 0
75 - 84
REV. 0
85 - 95
REV. 0
CAUTION!
This manual is valid only if it contains all of the original and revised pages listed above.
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This page is intentionally left blank.
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REV. 0
Table of contents
General
Limitations
Normal procedures
Performance
Weight and balance
Appendix
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REV. 0
General REV. 0
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General
Introduction
Certification basis
Notes and remarks
Technical data
3-view drawing
10 Apis/Bee light powered glider
REV. 1
General
Introduction
This manual contains all information needed
for appropriate and safe use of the Bee 15 selflaunching glider
IT IS MANDATORY TO CAREFULLY
STUDY THIS MANUAL PRIOR TO USE
OF AIRCRAFT
In case of aircraft damage or people injury
resulting form disobeying instructions in the
manual PIPISTREL d.o.o. Ajdovščina denies all
responsibility.
All text, design, layout and graphics are
owned by PIPISTREL d.o.o. Ajdovščina
Therefore this manual and any of its contents
may not be copied or distributed in any manner (electronic, web or printed) without the
prior consent of PIPISTREL d.o.o. Ajdovščina.
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Certification basis
The “Bee” self-launching glider has been
approved by the Responsible Aviation
Authority, which in Slovenia is the Civil
Aviation Authority of the Republic of Slovenia
(SI-CAA). Certification basis conforms with
the Slovenian airworthiness requirements for
light aircraft/ULA
“Regulation of the Ultra Light Devices
– Official Gazette of RS No. 02/96”
as well as German “LTF-UL2003” and sections
of EASA CS-22, current release.
Category of Airworthiness: Utility
Notes and remarks
Safety definitions used in the manual:
WARNING! DISREGARDING THE FOLLOWING INSTRUCTIONS WILL LEAD TO SEVERE
DETERIORATION OF FLIGHT SAFETY AND HAZARDOUS SITUATIONS, INCLUDING SUCH
RESULTING IN INJURY AND LOSS OF LIFE.
CAUTION! DISREGARDING THE FOLLOWING INSTRUCTIONS WILL LEAD TO SERIOUS
DETERIORATION OF FLIGHT SAFETY.
Technical data
PROPORTIONS
Model 503
wing span
length
14.97 m
6.22 m
height (cockpit)
0.87 m
height (propeller extended)
1.34 m
wing area
aspect ratio
12.24 m2
18.35
positive flap deflection (down)
0°, 5°, 10 °
negative flap deflection (up)
Mean aerodynamic chord (MAC)
centre of gravity (mm aft of datum)
-5°, -7°
0.868 m
328 mm - 437mm
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3-view drawing
General REV. 0
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REV. 0
Limitarions REV. 0
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Limitations
Introduction
Operational velocities
Engine, fuel, oil
Weight limits
Centre of gravity limits
Manoeuvre limits
G-load factors
Cockpit crew
Types of operations
Minimum equipment list
Other restrictions
Warning placards
REV. 1
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Limitations
Introduction
This chapter provides information about operational restrictions, instrument markings and basic
knowledge on safe operation of aircraft, engine and on-board appliances.
Operational velocities
Speed limits
Velocity
IAS
[km/h (kts)]
VNE
Velocity never to be
exceeded
VPE
110 (59)
VRA
Max. speed with
powerplant extended
Max. speed to extend
or retract powerplant
Maximum safe velocity
in rough air
VA
Manoeuvering velocity
144 (78)
Max. velocity flaps
extended
Max. velocity of
airbrake extention
117 (63)
VPO
VFE
VAE
VT
VW
Max. air-towing speed
Max winch launch
speed
220 (119)
95 (51)
144 (78)
220 (119)
131 (71)
120 (65)
Remarks
Never exceed this speed. Should the VNE be
exceeded, land as soon as possible and have
the aircraft verified for airworthiness by authorised service personnel.
Do not exceed this speed with powerplant
extended.
Do not extend or retract powerplant above
this speed.
Also known as Vb. Turbulence penetration
speed.
Do not use rough or full stick and
rudder deflecions above this speed.
Do not exceed this speed with +5° flaps
(VFE for +10 flaps is 100 km/h (54 kts)
Do not extend spoilers above this
speed. Once fully extended, VNE is the limit.
Do not exceed this speed during an air tow
Do not exceed this speed during
winch towing
Airspeed indicator markings
MARKING
IAS [km/h (kts)]
white arc
63 - 117
green arc
66 - 144
yellow arc
144 - 220
red line
220
Maximum speed allowed.
85 (46)
Best climb rate speed (VY )
blue line
(33 - 63)
(36 - 78)
(78 - 119)
(119)
Definition
Bottom of white arc is 110% of VS0, top of whit arc is VFE for
+5° flaps
Normal operating range (lower limit is 110% of VS1, upper
limit is rough air speed)
Manouvre the aircraft with great caution in calm air only.
WARNING! ABOVE PRESSURE ALTITUDE OF 4000 METERS 13100 FT ALL SPEED
LIMITS MUST BE TREATED AS TRUE AIRSPEED TAS.
INDICATED AIRSPEED IAS MUST BE REDUCED ACCORDINGLY!
Limitations REV. 0
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VNE at altitude (standard ICAO atmosphere)
The tables below indicate IAS to TAS relation for an altitude span of 0 - 5000m (0 - FL165) in different
atmospheres (variable is temperature). TAS is a constant of 225 km/h (122 kts) - VNE for the entire tables.
ISA-20 (-5°C at sea level):
Altitude (meters)
Altitude (flight level)
VNE IAS (km/h)
VNE IAS (kts)
0
500
1000 1500 2000 2500 3000 3500 4000 4500 5000
220
218
0
FL16
118
118
220
FL33
FL50
FL66
FL82
FL98
FL115
FL131
117
115
112
110
107
104
102
213
208
204
198
193
189
FL148 FL165
184
99
180
97
ISA-10 (5°C at sea level):
Altitude (meters)
VNE IAS (km/h)
VNE IAS (kts)
0
500
1000 1500 2000 2500 3000 3500 4000 4500 5000
219
214
0
FL16
118
118
220
FL33
FL50
FL66
FL82
FL98
FL115
FL131
1115
113
110
108
105
102
100
209
204
200
194
190
186
FL148 FL165
181
97
177
95
ISA (15°C at sea level):
Altitude (meters)
VNE IAS (km/h)
VNE IAS (kts)
0
500
1000 1500 2000 2500 3000 3500 4000 4500 5000
215
210
0
FL16
118
116
220
FL33
FL50
FL66
FL82
113
110
108
106
205
200
196
FL98 FL115 FL131 FL148 FL165
191
103
186
100
182
98
177
95
173
93
ISA+10 (25°C at sea level):
Altitude (meters)
VNE IAS (km/h)
VNE IAS (kts)
0
500
1000 1500 2000 2500 3000 3500 4000 4500 5000
210
206
0
FL16
116
113
215
FL33
FL50
FL66
FL82
FL98
FL115
FL131
111
108
106
103
101
99
96
201
197
192
187
183
179
FL148 FL165
174
94
170
91
ISA+20 (35°C at sea level) :
Altitude (meters)
VNE IAS (km/h)
VNE IAS (kts)
0
500
1000 1500 2000 2500 3000 3500 4000 4500 5000
206
202
0
FL16
114
111
211
FL33
FL50
FL66
FL82
FL98
FL115
FL131
109
106
103
101
99
96
94
197
192
188
184
179
175
FL148 FL165
170
91
166
89
Note how VNE decreases at higher altitudes!
WARNING! RESPECT THE LISTED VALUES AT ALL TIMES, NOT TO REACH FLUTTER CRITICAL
SPEED.
REV. 0
Limitations
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Engine, fuel, oil
Engine manufacturer: Gobler Hirth
Engine types: F33 BS
The engine is not certified for aviation use, therefore, there is no assurance it cannot fail in its operation
at any given moment, without prior notice to the user.
The engine
TEMPERATURE °C / Hirth
cylinder head temp. (CHT); highest
exhaust gas temp. (EGT); max.
Max. air intake temp. (AIR)
Min. air intake temp. (AIR)
RPM
Maximum rpm
Maximum static rpm
Maximum continuous power at rpm
Idle rpm
F33 BS
230
680
50
-25
F33 BS
6500
5800
6200
2000
Fuel and oil
HIRTH ENGINE
recommended fuel
fuel to be discouraged from using
recommended oil
F33 BS
leaded or
unleaded super
(unleaded
preferred)
everything
under AKI 87
super 2-stroke
API-TC
IMPORTANT!
Two-stroke engines should be powered only by fuel complying with MON 83 (or higher) or RON 90
(or higher) classification. As for mixing fuel and oil manually, it is best to use recommended oil (see
above). Dedicated lead additives should not be used (see detailed instructions in the engine manual).
MIXING RATIO: 50 UNITS of FUEL and 1 UNIT of OIL (e.g. 2 dl of oil every 10 litres of fuel)
Provided you are unable to use unleaded fuel on a regular basis, make sure the engine parts (pistons,
cylinder heads) are decarbonised more often.
Limitations REV. 0
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Propeller
Bee
two-blade fixed pitch (wooden or
composite)
PIPISTREL
1600 mm
Engine instrument markings
WARNING! USER IS TO VERIFY ENGINE SPECIFIC VALUES.
Instrument
Tachometer (RPM)
Red line
(minimum)
Green arc
(normal)
Yellow arc
(caution)
Red line
(maximum)
2000
2000 - 6200
6200 - 6500
6500
Cylinder head temp.
230
Fuel quantity
Weight limits
Bee ultralight motorglider basic model weights
WEIGHT
empty aircraft weight including basic equipment
single wing mass
max. takeoff weight (MTOW/MTOM)
Bee
215 kg
40 kg
322.5 kg
fuel capacity
1 x 20 l
max. fuel weight allowable
15.2 kg
minimum pilot weight (depends on C.G. of empty aircraft)
typical 75 kg,
see page 51 for
calculation
maximum pilot weight (depends on C.G. of empty aircraft)
typical 110 kg,
see page 51 for
calculation
WARNING! SHOULD ONE OF THE ABOVELISTED VALUES BE EXCEEDED, OTHERS MUST BE
REDUCED IN ORDER TO KEEP MTOM BELOW 322.5 KG. MAKE SURE MAXIMUM AND MINIMUM
PILOT WEIGHT ARE ALWAYS KEPT WITHIN ALLOWABLE LIMITS. FAILING TO COMPLY WITH ANY
OF THE WEIGHT LIMITATIONS MAY RESULT IN AIRCRAFT BEING UNCONTROLLABLE ON GROUND
AND/OR IN FLIGHT DUE TO EXTREME CENTRE OF GRAVITY POSITION.
WARNING! CHECK AND VERIFY PILOT’S WEIGHT BEFORE EVERY FLIGHT AS IT MAY INFLU
ENCE THE CENTRE OF GRAVITY OF AIRCRAFT TO THE POINT WHERE IT IS NO LONGER CONTROL
LABLE!
REV. 1
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Limitations
Centre of gravity limits
• Aircraft's safe centre of gravity position ranges between 29% and 42% of MAC (Mean
Aerodynamic Chord)
• C.G. point ranges between 328 mm and 437 mm aft of datum, datum is a vertical
line through the wing leading edge at the root rib (slope is 1000/34 measured on the
fuselage tube in front of the vertical stabilizer).
Manoeuvre limits
Bee light powered glider is certified as an Ultralight aircraft. Therefore, no aerobatic manoeuvres are permitted.
WARNING! FLYING IN CONSIDERABLE SIDESLIP WHEN THE ENGINE IS EXTENDED AND RUN
NING MAY DAMAGE THE ENGINEPROPELLER ASSEMBLY. YOU ARE STRONGLY DISCOURAGED
FROM SIDESLIPPING WHEN ENGINE IS EXTENDED AND RUNNING!
G-load factors
max. positive wing load:
max. negative wing load:
at VA
at VNE
+ 5.3 G
– 2.65 G
+ 4.0 G
– 1.5 G
Cockpit crew
• The Bee is a single-seater.
• The procedure for determining the min. and max. pilot weight can be found on page
51 of this manual. Inside the cockpit, there must be a clearly visible placard stating
the minimum and maximum combined weight of the crew for the parictular aircraft.
• Maximum takeoff weight (MTOW) MUST NOT, under any circumstances, exceed 322.5
kg, which includes the rescue system.
Types of operations
Bee light powered glider is built to fly under day visual flight rules
(day VFR). Flight into known icing conditions is prohibited.
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Limitations REV. 0
WARNING! SHOULD YOU FIND WATER DROPS ON THE AIRFRAME DURING PREFLIGHT
CHECKUP AT TEMPERATURES CLOSE TO FREEZING, YOU MAY EXPECT ICING TO APPEAR IN
FLIGHT. AIRBRAKES ARE ESPECIALLY PRONE TO ICING UNDER SUCH CIRCUMSTANCES. AS WA
TER MAY ACCUMULATE UNDERNEATH THE TOP PLATES, SPOILERS MAY FREEZE TO THE WING
SURFACE. SHOULD THIS OCCUR, YOU WILL MOST DEFINITELY BE UNABLE TO EXTEND SPOILERS
BEFORE THE ICE MELTS. THEREFORE, FLYING UNDER CIRCUMSTANCES MENTIONED ABOVE, IT IS
RECOMMENDED TO EXTEND AND RETRACT THE SPOILERS IN FLIGHT FREQUENTLY TO PREVENT
ITS SURFACE FREEZING TO THE AIRFRAME.
Minimum equipment list
• Airspeed indicator (functional) , top limit 250 km/h (135 kts), with colour marks as
described on page 14
• Altimeter (functional)
• Compass (functional)
• RPM indicator (functional)
• Engine operating hours meter (functional)
• Fuel indicator (functional)
• Ballistic rescue system (where legally required)
Other restrictions
Due to flight safety reasons it is forbidden to:
• fly in heavy rainfalls;
• fly during thunderstorm activity;
• fly in a blizzard;
• fly according to instrumental flight rules (IFR) or attempt to fly in zero visibility conditions
(IMC);
• fly when outside air temperature (OAT) reaches 40°C or higher;
• perform any form of aerobatic flying;
• take off and land with flaps set to any of the negative positions;
• take off with spoilers extended.
Warning placards
Depending on the area, a placard stating that the aircraft is not certified
to FAA or EASA standards and is therefore flown completely at pilot’s own
risk, is to be installed.
REV. 0
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Limitations
Placards
PIPISTREL d.o.o. Ajdovščina
type
Bee
kg
lb
300
662
Maximum Airspeeds
km/h
kts
winch tow
aero-tow
manoeuvring, VA
rough air
max. flap extended speed +5
maximum speed, VNA
max. flap extended speed L
powerplant extenstion-retraction
120
131
131
131
131
200
120
95
59
71
71
71
71
108
59
51
Weights and Masses
maximum cockpit load
(parachute included)
minimum cockpit load
(parachute included)
maximum mass
Aerobatic monoeuvres are not approved !!!!!!!!
Apis/Bee light powered glider 21
Emergency procedures REV. 1
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Introduction
Canopy jettison
Bailing out
Stall recovery
Spin recovery
Engine failure
Engine fire
Smoke in cockpit
Electrical system failure
Carburettor icing
Flutter
Exceeding VNE
Other emergencies
Parachute rescue system
REV. 0
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Introduction
This chapter provides information on how to react when confronted with typical flight hazards.
Canopy jettison
The canopy should be jettisoned as follows:
First open both left and right canopy opening handles, by pulling them firmly towards yourself. Then pull
on the red ball on the right hand side of the canopy frame. The canopy will be opened by a spring and
blown away by the oncoming air. To improve the canopy blowing away push upwards with both hands
on the plexy glass of the canopy.
Bailing out
First jettison the canopy, then unlock the safety harness and bail out. The low walls of the cockpit allow
for a quick push-off exit.
WARNING! IN CASE OF RUNNING ENGINE, IT IS STRONGLY RECOMMENDED TO SWITCH OFF
AND STOP THE RUNNING ENGINE BEFORE BAILING OUT. FIRST SWITCH OFF THE IGNITION AND
THEN RETRACT THE ENGINE WITH THE MANUAL RETRACTING BUTTON, EVEN IF THE PROPELLER IS
STILL RUNNING. THIS WILL RESULT IN THE PROPELLER STOPPING QUICKER. THE NORMAL ENGINE
RETRACTING METHOD TAKES MORE TIME TO ENSURE SAFE BAILING.
Stall recovery
Before stalling, tail buffeting will be experienced by the “Bee”, irrespective of the c.g. posi-tion. The
buffeting is not strong especially when the engine is running and some vibration also comes from
the power plant.
For stall recovery the following measures should be undertaken:
Push the pilot stick forward in order to gain speed. If necessary, reduce angle of bank using the ailerons and the rudder or pick up a dropping wing with sufficient opposite rudder.
For stalling characteristics see the section Performance of this manual.
If the angle of attack or the angle of bank increases during a stall, the powered glider can wing over
and, depending on the c.g. position, go into a spin.
WARNING! DURING STALL RECOVERY WITH THE AIRCRAFT BANKED, A LOSS OF ALTITUDE
OF APPROXIMATELY 50 M 150 FT CAN OCCUR.
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Spin recovery
The “Bee” can be successfully recovered from a spin within operating limitations by applying the
“standard methods”:
1.
2.
3.
4.
5.
6.
7.
Apply full rudder opposite to the direction of spin,
Apply stick forward until rotation ceases,
The ailerons should be kept neutral during recovery,
If the engine is running - when appropriate, throttle to idle position,
Wait until the spinning stops,
Rudder in neutral position,
Centralize the controls and carefully pull out of the dive.
When the aircraft is straight and level resume normal flight.
WARNING! IF THE ELEVATOR IS PULLED BACK BEFORE THE SPINNING STOPS, THIS COULD
RESULT IN THE BEE GOING INTO A SPIN IN THE OTHER DIRECTION WITH UNFAVOURABLE CENTER
OF GRAVITY POSITIONS!
WARNING! AFTER HAVING STOPPED SPINNING, RECOVERING FROM THE DIVE MUST BE
PERFORMED USING GENTLE STICK MOVEMENTS PULL, RATHER THAN OVERSTRESSING THE AIR
CRAFT. HOWEVER, VNE MUST NOT BE EXCEEDED DURING THIS MANOEUVRE.
CAUTION! FLY WITH ENOUGH SPEED RESERVE ESPECIALLY IN GUSTY CONDITIONS AND IN THE
LANDING PATTERN TO PREVENT UNINTENTIONAL SPINNING . HEIGHT LOST DURING RECOVERY
IS APPROX. 40120M 131394FT AND THE SPEED DRUING RECOVERY IS MAX. 131 KM/H 71 KT.
Engine failure
Engine failure during takeoff or initial climb
If the engine fails or there is a power loss during takeoff or the initial climb, push the control stick forwards immediately, watch the airspeed indicator!
If there is sufficient runway:
1. Land normally straight ahead with engine extended
2. Flaps full (+10°)
3. Airbrakes as desired
If there is insufficient runway:
1. Decision based on position, terrain and height. Flying the aircraft is your first priority!
2. Switch off ignition
3. Power plant extended reduces L/D to approx. 15!
WARNING! DO NOT CHANGE COURSE OR MAKE TURNS IF THIS IS NOT OF VITAL NECESSITY!
AFTER HAVING LANDED SAFELY, ENSURE PROTECTION OF AIRCRAFT AND VACATE THE RUNWAY
TO KEEP THE RUNWAY CLEAR FOR ARRIVING AND DEPARTING TRAFFIC.
DO THIS CALMLY AND CAREFULLY NOT TO CAUSE DAMAGE TO YOURSELF AND EQUIPMENT.
REV. 0
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Engine failure in flight
If the engine fails in flight and you have sufficient altitude, the following procedure should be undertaken to attempt restarting of the engine:
1. Push control stick forward and immediately check airspeed
2. Check the amount of fuel
3. The main switch should be on
4. The engine ignition switch should be on
5. The throttle should be in idle
6. The avionics master should be off
7. Press the starter
Once the engine has re-started:
1. Put the throttle to full power
2. Turn the avionics on
If the engine does not re-start
1. Set the throttle to idle
2. Turn the ignition off
3. Turn the avionics on
4. Retract the engine or land with extended engine
6. Prepare for a forced landing if necessary
CAUTION! THE POWER PLANT BATTERY WILL NOT BE RECHARGED IF THE ENGINE IS NOT
RUNNING. BATTERY VOLTAGE IS, HOWEVER, REQUIRED FOR THE EXTENSION AND RETRACTION
OF THE POWER PLANT. IN THE CASE OF THE ENGINE FAILURE, ALL NONESSENTIAL ELECTRICAL
EQUIPMENT SHOULD BE SWITCHED OFF.
WARNING! IN THE CASE OF ENGINE FAILURE AT LOW ALTITUDES E.G. IMMEDIATELY AFTER
TAKEOFF, DO NOT ATTEMPT TO RESTART THE ENGINE. LAND THE GLIDER WHERE THE TERRAIN
PERMITS. IF THE POWERED GLIDER HAS REACHED SUFFICIENT ALTITUDE, ATTEMPT A REVERSE
TURN OR AN ABBREVIATED TRAFFIC CIRCUIT.
Engine fire
If smoke is detected or burning smelt, the following procedure should be carried out, whenever possible:
Fire on the ground while the engine is running
1. Apply the brakes
2. Turn off the main switch
3. Wait 10-15 seconds
5. Turn the ignition off
6. Keep the power plant extended
7. Evacuate the aircraft
8. Extinguish the fire
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Fire during take off
1. Terminate take-off. If the aircraft has already reached sufficient altitude, do a reverse turn or a
short traffic circuit and land. Otherwise carry out a forced landing where the terrain permits. Land as
soon as possible.
3. Set the throttle to full
4. Wait 10-15 seconds
6. Keep the power plant extended
7. Evacuate the aircraft
8. Extinguish the fire
Fire in flight
2. Set the throttle to full
3. Wait 10-15 seconds, check the fire
8. Descend
9. If smoke prevents flying, open the fresh air ventilation
10. If appropriate, land as soon as possible on an airfield or make a forced landing on a suitable terrain (if neither is possible, bail out or activate the parachtue rescue system)
Smoke in cockpit
Smoke in cockpit is usually a consequence of electrical wiring malfunction, since the engine compartment is fully enclosed and seperated from the cockpit. As there is most definitely a short circuit
somewhere it is required from the pilot to react as follows:
1. Leave the engine extended and set main switch to OFF.
2. Open all slide windows and set front ventilation to OFF.
3. Land as soon as possible.
Electrical system failure
With the engine retracted: Continue flying and land as a sailplane.
With the engine extended and not running: Look for a landing field to do a safe outlanding.
Landing with the engine extended and stopped is not a potential risk. However due to the high drag
from the extended power plant, the approach is steeper. Do not use the airbrakes fully extended.
Fully extended airbrakes may result in a heavy and uncomfortable landing. It is recommended to approach somewhat faster than usual.
With the engine extended and running: Do not stop the engine. Fly to the next airfield and land.
The fuel pump will receive electric power directly from the generator to allow engine operation
without battery power.
REV. 0
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Carburetor icing
First noticable signs of carburator icing are loud engine noises and gradual loss of power.
Carburator icing may occur even at temperatures as high as 10°C, provided the air humidity is
increased.
Running the engine at full power under cloud base, where humidity is increased may lead to carburetor icing even in the summer. Be aware that the engine will not provide 100% power in that case
and plan your flying accordingly.
Should you suspect carburator icing is taking place, descent immediately! In the case of power
loss, perform emergency landing procedure.
Flutter
Flutter is described as the oscillation of control surfaces. In most cases it is caused by abrupt control
deflections at speeds close or in excess of VNE. As it occurs, the ailerons, elevator or even the whole
aircraft start to vibrate violently.
Should flutter occur, pull on the stick!
WARNING! FLUTTERING OF AILERONS OR TAIL SURFACES MAY CAUSE PERMANENT STRUC
TURAL DAMAGE AND/OR INABILITY TO CONTROL THE AIRCRAFT.
AFTER A SAFE LANDING, THE AIRCRAFT MUST UNDERGO A SERIES OF CHECKUPS PERFORMED
BY AUTHORISED SERVICE PERSONNEL TO VERIFY AIRWORTHINESS.
Exceeding VNE
Should the VNE be exceeded, reduce airspeed slowly and continue flying using gentle control deflections. Land safely as soon as possible and have the aircraft verified for airworthiness by
authorised service personnel.
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Other emergencies
Recovery after unintentionally flying in clouds
Spins are not to be used to loose altitude. In an emergency, pull out the dive brakes slowly
and fully before exceeding a speed of 160 km/h (86 kt).
At higher speeds up to VNE, pull out the dive brakes very carefully because of high
aerodynamic and g-loads.
Emergency landing (forced landing)
If a forced landing is necessary due to technical problems or for reasons of flight safety, particular
attention should be paid to the nature of the terrain and surface conditions when choosing the
landing area.
If there is the risk of overshooting the landing strip you have to decide at least 40 m (130 ft) before
the end of the field to execute a controlled ground loop. If possible turn into the wind, lift the tail by
pushing the stick forward.
Emergency landing on water
Forced landings on water are high-risk landings and should only be undertaken as a last resort when
there is no other suitable terrain to land on.
CAUTION! EXPERIENCE HAS SHOWN THAT GLIDERS TEND TO UNDERCUT RATHER THAN TO
GLIDE ON THE SURFACE OF WATER. THE COCKPIT CAN BECOME COMPLETELY SUBMERSED,
MAKING OPENING THE CANOPY EXTREMELY DIFFICULT. MAKE SURE YOU UNLOCK PULL LEFT
AND RIGHT HANDLES THE CANOPY BEFORE ACTUALLY LANDING ON WATER.
Loss of airbrake control
If air brake control is lost, the air brakes should remain retracted whenever possible.
The angle of approach can be controlled by either engine power or by side-slipping.
WARNING! IF THE AIR BRAKES BLOCK WHEN THEY ARE PARTIALLY OR COMPLETELY EX
TENDED, THE GLIDER SHOULD NOT BE SLIPPED. WHEN SLIPPING THE “BEE”WITH THE AIR BRAKES
EXTENDED, SPEED WILL INCREASE CONSIDERABLY AND ELEVATOR EFFECTIVENESS DOES NOT
SUFFICE TO RETAIN LOW AIRSPEEDS. IF THE AIR BRAKE BLOCKS EXTENDED IN ONE SIDE ONLY,
THE POWERED GLIDER WILL ROLL ABOUT ITS LONGITUDINAL AXIS AND THESE MOVEMENTS ARE
GENERALLY UNCONTROLLABLE. THE PILOT MUST BAIL OUT OR ACTIVATE THE PARACHUTE RES
CUE SYSTEM
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Electrical power system defects
The entire electrical power system can only fail if the generator fails and the battery is completely
empty.
If an individual instrument fails, the circuit breaker should first be checked. If a circuit breaker trips,
all instruments and the main and engine switches should be switched off before reactivating the
circuit breaker. The main switch is switched on first followed by the individual instruments. If the
circuit breaker trips again after a specific instrument has be switched on, this instrument should be
switched off and the circuit breaker then reacti-vated. After this instruments check procedure also
power plant system to be checked when engine switch on. Depending upon the importance of the
affected instrument or power plant, the powered glider should be landed as soon as possible at the
next appropriate airfield.
Maximum permissible RPM Exceeded
If the maximum permissible RPM is exceeded, engine power must be reduced immediately. After
landing, the engine must be checked thoroughly. This may easily happen when you fly to fast.
Reduce the speed in such the situation.
Parachute rescue system
System description
Depending on the canopy size, the main canopy system is open and fully inflated above the aircraft
between 1.5 - 6.0 seconds after being fired with regard to the flight speed. This means that a rescue
can be successful from as little as 80 m to 150 m over the ground, depending on the installation,
position of the aircraft, its speed and trajectory. The necessary height needed for a rescue is deduced
from measured figures in horizontal flight up to the stated VNE of aircraft in its MTOW. These figures
are stated in the technical parameters of the system. It is possible to aim the rocket in any direction
but, the best direction is vertical to the lengthwise axis of the plane in an upward or slightly oblique
aft direction. The rocket system has been designed with sufficient power reserve so that it can pull
out the chute even under extreme conditions ranging in temperatures from -40°C up to +60°C.
WARNING! ACTIVATION HANDLE SAFETY PIN SHOULD BE INSERTED WHEN THE AIRCRAFT IS
PARKED OR HANGARED TO PREVENT ACCIDENTAL DEPLOYMENT.
HOWEVER, AS SOON AS THE PILOT BOARDS THE AIRCRAFT, SAFETY PIN MUST BE REMOVED!
Use of parachute rescue system
In situations such as:
• structural failure
• mid-air collision
• loss of control over aircraft
• engine failure over hostile terrain
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• pilot incapacitation (incl. heart attack, stroke, temp. blindness, disorientation...)
the parachute SHOULD be deployed.
Prior to firing the system:
• shut down the engine and set master switch to OFF (key in full left position)
• shut both fuel valves
• fasten safety harnesses tightly
• protect your face and body.
To deploy the parachute pull the activation handle (located on the instrument panel) hard for a length of at least 30 cm towards yourself.
Once you have pulled the handle and the rocked is deployed, it will be less than two seconds before
you feel the impact produced by two forces. The first force is produced by stretching of all the system. The force follows after the inflation of the canopy from opening impact and it will seem to you
that the aircraft is pulled backwards briefly. The airspeed is reduced instantly and the aircraft now
starts do descent to the ground underneath the parachute.
As a pilot you should know that the phase following parachute deployment may be a great unknown and a great adventure for the crew. You will be getting into situation for the first time, where
a proper landing and the determination of the landing site are out of your control.
CAUTION! SHOULD YOU END UP IN POWER LINES CARRYING ELECTRICAL CURRENT, DO
NOT UNDER ANY CIRCUMSTANCES TOUCH ANY METAL PARTS INSIDE OR OUTSIDE THE COCKPIT.
THIS ALSO APPLIES TO ANYONE ATTEMPTING TO HELP OR RESCUE YOU. BE AWARE THAT ANYONE
TOUCHING A METAL PART WHILE STANDING ON THE GROUND WILL PROBABLY SUFFER MAJOR
INJURY OR DIE OF ELECTROCUTION. THEREFORE, YOU ARE STRONGLY ENCOURAGED TO CONFINE
YOUR MOVEMENTS UNTIL QUALIFIED PERSONAL ARRIVE AT THE SITE TO ASSIST YOU.
After the parachute rescue system has been used or if you suspect any possible damage to the system, do not hesitate and immediately contact the manufacturer!
Handling and maintenance of Parachute rescue system
Prior to every flight all visible parts of the system must be checked for proper condition. Special attention should be paid to eventual corrosion on the activation handle inside the cockpit. Also, main
fastening straps on the inside of the fuselage must remain undamaged at all times.
Furthermore, neither the system, nor any of its parts should be exposed to moisture, vibration and
UV radiation for long periods of time to ensure proper system operation and life.
CAUTION!
IT IS STRONGLY RECOMMENCED TO THOROUGHLY INSPECT AND GREASE THE AC
TIVATION HANDLE, PREFERABLY USING SILICON OIL SPRAY, EVERY 50 FLIGHT HOURS.
All major repairs and damage repairs MUST be done by the
manufacturer or authorised service personnel.
For all details concerning the rescue system, please see the Rescue System Manual for Assembly
and Use.
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Normal procedures
Introduction
Assembling and
disassembling the
aircraft
Daily check-up
Preflight check-up
Normal procedures and
recommended speeds
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Normal procedures
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Introduction
This chapter provides information on everything needed to fly Bee light powered glider safely.
Assembling and disassembling the aircraft
CAUTION! PRIOR TO EACH ASSEMBLING OR DISASSEMBLING ACTION ,THE BEE POWERED
GLIDER SHOULD NOT BE PLACED UNDER STRONG SUNSHINE, AS COMPOSITE PARTS EXPAND
AND CONTRACT AND YOU MAY NOT BE ABLE TO ASSEMBLE OR DISASSEMBLE THE AIRFRAME. DO
NOT, UNDER NO CIRCUMSTANCES, ATTEMPT TO ASSEMBLE OR DISASSEMBLE ANY PARTS OF THE
AIRCRAFT FORCEFULLY!
Assembling the wings
The “Bee” can be assembled by two persons (one person assembly equipment is optional) as follows.
Height adjustable wing support is necessary.
Prepare the fuselage and open the canopy.
Clean and lube the pins, bushings and the control connections.
With the helper on the wingtip, push the right wing in to the place, put the wing support under the
right wing then push the left wing in to place. All controls will hook up automatically. The flaperons
should be held at neutral for rigging, airbrakes locked.
You shall look through the wings main pin bushings to determine alignment and adjust the left
wing up or down accordingly. Optional eccentric pin for wing assembly can be of important help.
Push the main pins in as far as possible. Fasten the main pin bolts with washers from the cockpit side
and from back side special washers, washers and self-locking nuts and tight them to the end with
special tool set (supplied with your glider).
NOTE: CONNECT AUTOMATIC FUEL CONNECTORS TO THE FUEL TANK INSIDE THE WING.
Assembling the stabilizer
Set the trim from middle position to position nose down.
Set the horizontal stabilizer on top of the vertical fin, so that the elevator is first inserted in to composite holder; than turn the horizontal tail in the direction to locate two pins in to the bushings.
When the horizontal stabilizer is set down and it is lying on the fin, push it in the opposite direction
of flight and the elevator will fit inside the control composite holder.
With the special 14 mm wrench (supplied with your glider) tighten the front mounting bolt firmly
(the brass securing sleeve shall be pushed down by the wrench). Than rotate the bolt right pressing
the wrench down in the same time. When end rotate the bolt head a little back and forth so that the
securing sleeve engages.
The securing sleeve should move up so far, that its upper surface is even with the upper surface of
the bolt head.
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NOTE: ONCE ASSEMBLY HAS BEEN COMPLETED, THE FUNCTIONS OF ALL THE CONTROLL SUR
FACES AND THE AIR BRAKE LOCKS MUST BE POSITIVE CHECKED
NOTE: IT IS RECOMMENDED THAT THE WINGFUSELAGE CONNECTION JUNCTIONS AND ELEVA
TOR FIN CONNECTION JUNCTIONS BE TAPED TO ENSURE BETTER PERFORMANCES AND LOW
NOISE LEVELS IN FLIGHT
NOTE: SPECIAL WING ASSEMBLY TROLLEYS AND SUPPORTS CAN REPLACE HELPING HANDS
Disassembling the wings
After removing the tapes, the “Bee” is de-rigged follows the reverse of rigging.
Make sure the fuel tank is empty, then disconnect the connector from the wing fuel tank. The airbrakes must be locked.
WARNING! DO NOT REMOVE SPAR PINS YET!
Once the fuel tanks are empty, disconnect the fuel hoses inside the cockpit as well.
Make sure you tape the end attached to the wing not to spill any eventual leftover fuel over the fuselage or glass surfaces as substantial damage may occur.
Two people must now lift the wingtips (one wingtip each) and the person in the cockpit remove the
main spar pins, one by one, smoothly.
Forcing pins out of their position may result in structural damage, therefore the wingtip holders
must hold the wing-halfs precisely at certain height!
Using slight circular movement at the wingtip, the wing-halfs must now be pulled out of the fuselage slowly. On pulling, each wing-half must be held by two, one at the wingtip and one near the
spar.
As the wing-halfs have been pulled out, place them onto a soft surface to prevent their
damage.
Filling and refuelling the fuel tanks
Approved fuel types: mixture gasoline & two stroke oil regular Gasoline, octane number not below
MON 83 or RON 90 (unleaded preferred), Super 2-stroke oil (for high performance air cooled 2-cycle
engines, proposed ASTM/CEC standard API-TC (e.g. Castrol TTS). Engine producer recommended
mixing ratio 1 : 50 (2 %).
NOTE: FOR THE FIRST FLIGHTS WITH THE NEW ENGINE, A MIXING RATION OF 3% 1:33 IS REC
OMMENDED AND THEN FROM 22.5% APPROX. 1:40. THIS IS BASED ON THE EXPERIENCES OF
HIRTH ENGINE USERS.
The fuel and the oil shall be premixed before filling in to the fuel tanks. For this reason use a clean
approved container of known volume. To help mixing the oil, pour a bit fuel into the container,
then fill a known amount of oil into the container. Then add gasoline to obtain desired mixture
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Normal procedures
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(use fine mesh screen). Replace container cap and shake the container thoroughly before the
refuelling in to powered glider fuel tanks using a fine screen mesh.
WARNING! BE SURE TO USE ONLY METAL CONTAINERS FOR REFUELLING AND TO GROUND
THE AIRCRAFT ACCORDING TO THE GROUNDING SPECIFICATIONS. THIS IS DONE TO AVOID ELEC
TROSTATIC CHARGING! IN ADDITION GROUND THE AIRCRAFT EVERYTIME BEFORE REFUELLING.
The wing fuel tank filler connector is at the wing root ribs or are above the tanks on the upper side
of the wing exterior surfaces.
Refuelling with the electric pump system (option) is possible via the filler neck opening on the wing
The filler caps are opened by turning them left. They can then be removed. The filler caps are placed
after filling the tank by turning them to the right till end.
The wing tank indicator (visual hose on the root ribs of the wings show how much fuel is currently in
the wing fuel tank) is located behind the cockpit when the aircraft is assembled.
CAUTION!
EMPTY THE WING FUEL TANKS PRIOR TO DISASSEMBLING THE GLIDER. DO NOT
PARK THE ASSEMBLED GLIDER WITH FULL WING FUEL TANKS FOR LONG PERIODS!
Refuelling with the electrical pump system (optional):
1. Couple coupling of the pump to the fuel tank coupling (or put the proper fuel tube into the fuel
neck) and put the other fuel line in to the outside fuel container.
2. Insert voltage plug in to the socket Soc. 12 V which is fixed in on the right back rest side.
3. Switch glider main switch ON.
4. Monitor the fuel tank capacity as indications defined above.
5. Switch the main switch OFF and disconnect the 12 V socket when the fuel tank is refuelled.
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Daily check-up
WARNING! EVERY SINGLE CHECKUP MENTIONED IN THIS CHAPTER MUST BE PERFORMED
PRIOR TO EVERY FLIGHT, REGARDLESS OF WHEN THE PREVIOUS FLIGHT TOOK PLACE!
THE PERSON RESPONSIBLE FOR THE PREFLIGHT CHECKUP IS THE PILOT FROM
WHOM IT IS REQUIRED TO PERFORM THE CHECKUP IN THE UTMOST THOROUGH
AND PRECISE MANNER.
PROVIDED THE STATUS OF ANY OF THE PARTS AND/OR OPERATIONS DOES NOT COMPLY WITH
CONDITIONS STATED IN THIS CHAPTER, THE DAMAGE MUST BE REPAIRED PRIOR TO ENGINE
STARTUP. DISOBEYING THIS INSTRUCTIONS MAY RESULT IN SERIOUS FURTHER DAMAGE TO THE
PLANE AND CREW, INCLUDING INJURY AND LOSS OF LIFE!
Schematic of preflight check-up
1 All parts of the airframe
5 Left wing
9 Horizontal tail
2 Cockpit
6 Powerplant
10 Right wing
3 Tow hooks (nose, C.G.)
7 Tail wheel
11 Fuselage nose
4 Main landing wheel
8 Rear end of fuselage
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Normal procedures
Check all parts of the airframe
1
1. Check for any flaws such as bubbles, holes, bumps and cracks in the surface
2. Check the leading and trailing edges of the wings, as well as all control surfaces for cracks
Cockpit area check
2
1. Check the canopy locking mechanism
2. Check the canopy emergency release (not each day, but min. every three months)
3. Check the main bolts securing
4. Check all controls for wear and function, including positive control check
5. Check the tow release system (If installed) for wear and function including cable release check
6. Check for foreign objects
7. Check elevator, flaperon, rudder and air brake controls for freedom of movement, function and security; do this by moving all controls to the limit while observing the relevant con-trol surface. Hold
control surfaces in position to check play
8. Check the instrumentation and transceiver for wear and function
9. Switch ON the engine switch, check the engine controls and operation
10. Check the circuit breakers including ones from the options
11. Check the extension-retraction mechanism by operating it in both directions; the extension time
should not exceed the time achieved the times by previous the same tests
11. Extend the engine, then switch OFF the engine switch and ignition
12. Check the fuel level
Tow hooks (nose, C.G. ) check (if installed)
3
1. Check the ring muzzle of the hooks for wear and function
2. Check hook-s (optional installed) for cleanliness and corrosion
Main landing wheel check
4
1. Check the canopy locking mechanism
2. Check the canopy emergency release (not each day, but min. every three months)
3. Check the main bolts securing
Left wing check
5
1. Check locking of the wing tip (when installed); safety pin must be properly fastened
2. Check flaperon for the excessive free play
3. Check drives and hinges on the flaperon for tight screwed connections and free play
4. Check airbrake, airbrake box and control rods for wear and free play; check air brake compartment
for dampness, water inside and foreign objects; if there is any water in the airbrake box this has to be
removed
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Powerplant check
6
This check is to be performed when the powerplant is extended.
1. Check all screwed connections to their fastenings and their securing
2. Check function of throttle and choke including wires for their tight fit
3. Check ignition system including wires and the spark plug connectors for their tight fit
4. Check toothed belt for wear and correct tension; sudden loss of the tension indicates damage of
the engine assembly
5. Check propeller position “locking” mechanism including wire for their tight fit without free play
6. Check engine retaining cables, their connections and leading wheel, in the engine compartment
and in the engine
7. Check fuel lines, electrical wires, “bowden” cables and structural parts for wear and kinks
8. Check exhaust muffler, propeller mount, carburettor, limit switches and accessories for tight fit and
any cracking
9. Check the propeller blades for damage i.e. breaks, scores, nicks, cracks, delaminating and security
of the leading edge sheet
10. Check the propeller mount and its hub bolt nuts for tightness; apply pressure to the propeller
blade end in forward – backward to check the potential friction between the propeller hub and the
axis flange
11. Apply moderate pressure to the propeller mount in forward, backward and sideward direction to
check if the bolted connections, mounts or anything else is loose or damaged
12. Check the power plant rubber mounts
13. Check power plant rotation screws (2) inside the rubber mounts for their fastenings and friction
14. Check ignition and engine switch, both OFF, than turn the propeller for one revolution by hand
listen for abnormal sounds which may indicate engine damage; when do so check that the blades lie
in the same distance from chosen reference point on the engine mount
15. Drain condensed water from the fuel tanks; drain the tank using a glass and pressing the drain
valve fuselage external surface below DRAINER check drained fuel for impurities and water content; the fire risk increases during draining. Before starting the engine, make sure that there is no risk
of fire
16. Check the fuel filter for dirt or sludge
Tail wheel check
7
1. Check for wear, free play and excessive dirt in the wheel box; remove excessive dirt prior take off
2. Check tire pressure, 2.5 bar (36 psi)
3. With the optional retractable gear, check the condition of metal parts and sliding guide rails for
proper lubrication
Rear end of the fuselage check
8
1. Check the lower rudder hinge and the connection of the rudder cables for
wear, free play and correct fixation; check the upper rudder hinge and the
rudder complete for wear and free play; left right, up, down
2. Check the bulkhead and fin trailing edge shear web for cracks or delaminating
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Normal procedures
Horizontal tail check
9
1. Check the elevator for free ply and correct control hook up, look the tightness between the elevator and its composite drive
2. Check the securing of the front mounting bolt; securing sleeve upper surface is even with the upper surface of the bolt head
3. Check the horizontal stabilizer for free play
4. Check the TE or Multi-probe for correct insertion and fit (no wobbling).
Right wing check
10
1. Conduct the same checkof the right wing as outlined for the left wing (step 5).
Fuselage nose check
11
1. Check the ports for static pressure and pitot for cleanliness
2. If the powered glider has been parked in rain and you suspect water has accumulated inside the
pitot static system, consult a Pipistrel factory representative as no how to drain the system.
WARNING! BY NO MEANS ATTEMPT TO BLOW OR SUCK THE WATER OUT OF ANY OF THE PI
TOT STATIC OPENINGS!
Preflight check-up
General aircraft inspection check list
1. Daily check-up completed?
2. C.G. position and max. mass within limits
3. Fuel level
4. Parachute worn properly or rescue system activation pin removed
5. Pedals in the right positions
6. Seat belts fastened and buckled
7. All levers and instruments within reach
8. Air brakes locked after functional check
9. Controls move freely
10. Wing flaps in take off position
11. Trim set
12. Canopy shut and locked?
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Cockpit inspection check list
1. Sufficient fuel
2. Battery voltage sufficient
3. Check take-off rpm - min.
4. Altimeter SET - QNH/QFE
5. Correct frequency set on radio
Normal procedures
and recommended speeds
To enter the cabin first unlock the cannopy frame and lift the glass canopy all the way by lifting the
lock levers or lifting pads on each side of the cabin. Sit onto the cabin’s edge and support your body
by placing hands onto this same cabin edge and middle cockpit console. Drag yourself into the seat
lifting first the inner and then the outer leg over the control stick. Immediately after having sat into
the seat, check rudder pedals’ position to suit your size and needs. Bring the pedals closer or further
away by pulling the handle behing the control stick and slide them to the desired position.
To lower the canopy gently hold and pull the metal levers on the side of the cockpit. To lock the
canopy once closed, push the levers forward so that they become parallel to the surface of the glass
frame. Verify that the canopy is closed by applying upward-pressuse to the canopy.
Fasten the safety harnesses according to your size.
WARNING! THE SAFETY HARNESS MUST HOLD YOU IN YOUR SEAT SECURELY. THIS IS ES
PECIALLY IMPORTANT WHEN FLYING IN ROUGH AIR, AS OTHERWISE YOU MAY BUMP INTO THE
CANOPY OVERHEAD.
Engine start-up
Before engine start-up:
CAUTION!
TO ENSURE PROPER AND SAFE USE OF AIRCRAFT IT IS ESSENTIAL FOR ONE TO
FAMILIARISE WITH ENGINE’S LIMITATIONS AND ENGINE MANUFACTURER’S SAFETY WARNINGS.
BEFORE ENGINE STARTUP MAKE SURE THE AREA AROUND THE PROPELLER IS CLEAR. YOU CAN
ALSO CHECK THIS IN THE INSTRUMENT PANEL MIRROR. IT IS RECOMMENDED TO STARTUP THE
ENGINE WITH AIRCRAFT’S NOSE POINTING AGAINST THE WIND.
Make sure the fuel quantity will suffice for the planned flight duration.
Make sure the pitot tube is not covered and rescue parachute (if installed) safety pin removed.
Engage wheel brakes. Hold and/or trim the control stick in full aft position always when on the
ground.
CAUTION! SHOULD YOU NOT BE HOLDING THE CONTROL STICK IN FULL AFT POSITION, YOU
MAY TIP THE NOSE OF THE AIRCRAFT AS THE CENTRE OF PROPULSION IS HIGH ABOVE THE FUSE
LAGE.
The following steps should be taken when starting the engine:
Make sure the master switch is in ON position.
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Make sure the engine switch is in ON position.
Extend the propulsion unit by selecting UP on the right hand switch of the engine control
instrument
Extend the airbrakes to prepare the wheel brakes.
Set the primer ON if the engine is cold.
Set the throttle to the IDLE or slightly above IDLE position.
After the propulsion unit is extended, set ignition ON by operating the left hand switch on the
engine control instrument .
Make sure the propeller area is CLEAR.
Engage engine starter and keep it engaged until the engine starts.
When the engine is running, set throttle to IDLE.
NOTE: IF THE ENGINE IS ALREADY WARM, YOU CAN START IT WITHOUT THE PRIMER.
WHEN
YOU SELECT THE PRIMER ON, THE PRIMER IS ACTUALLY ARMED. IT FUNCTIONS ONLY WHEN
THE STARTER BUTTON IS ENGAGED. THIS IS TO PREVENT INADVERTENT ENGINE FLOODING.
If the engine does not start
If the engine does not start after applying the starter five times, then there is probably excess fuel in
the combustion chambers. In this case, the following procedure may help:
Switch the primer OFF
Set the throttle to FULL POWER.
Press the starter and stop cranking after, at the most, 15 seconds.
Wait for 1 minute.
Repeat standard start procedure as above.
Engine warm-up procedure
Engine warm-up is carried out as follows:
Monitor engine rpm.
Perform engine warm-up with 2000-3000 rpm until CHT temperature reaches 90°C (194°F).
In cases of higher rpm, TRIM the elevator NOSE UP and engage the WHEEL BRAKE.
Before takeoff, perform the engine and magneto check. Verify magneto drop of no more than 300
rpm at a set point of 3500 rpm. Then apply full throttle and verify the RPM reaches at least 5600
rpm.
CAUTION!
DURING HIGHRPM GROUND TESTS, THE NOSE OF THE GLIDER CAN GO DOWN TO
THE GROUND AND THE TAIL UPWARDS. CARE SHOULD BE TAKEN WHEN TESTING THE ENGINE
AND WHEN TAXIING, NOT TO DAMAGE THE GLIDER. A HELPER IS NECESSARY ON THE FUSELAGE
NOSE FOR HIGHER RPM TESTS ON THE GROUND
CAUTION!
AVOID ENGINE WARMUP AT IDLE THROTTLE AS THIS CAUSES SPARK PLUGS TO
TURN DIRTY AND THE ENGINE TO OVERHEAT.
CAUTION! SHOULD ENGINE’S RPM BE LOWER THAN MAX. RECOM. RPM ON GROUND OR IN
EXCESS OF MAXIMUM ALLOWABLE RPM ON GROUND DURING THIS MANOEUVRE, CHECK ENGINE
AND WIRING FOR CORRECT INSTALLATION.
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Normal procedures
Taxiing
Taxing technique does not differ from other taildragging aircrafts. Prior to taxiing it is essential to
check wheel brake for proper braking action.
In case you expect taxiing to last, take engine warm-up time into account and begin taxiing immediately after engine start-up. Warm-up the engine during taxiing in order to avoid engine overheating
because of prolonged ground operation.
The following should be observed while taxiing:
Set the trim full nose UP to prevent nose down during straight taxiing and during turns with steerable tail wheel. Flap-setting 0°. Monitor taxiing area.
Steer with the rudder pedals and brake with the handle on the airbrake control stick.
To prevent damage to the power plant, taxi slowly with reduced rpm on gritted or gravel surfaces.
Use engine speed such that the engine runs smoothly.
Take-off and initial climb
Before take-off, the checks in Chapter 4.4 must be carried out.
The recommended take-off and climb procedures, which also apply for cross-wind conditions (such
as for take-off and climb), are as follows:
Line up aircraft on the runway.
Flaps in take-off position +9° .
Apply throttle smoothly.
Elevator first full back to prevent nose down rolling, than at speed 40 – 45 km/h (22 - 24 kt) set elevator on neutral to lift the tail.
Take-off at approx. 65 - 70 km/h (35 – 38 kt).
Increase speed in level flight and start climb with approx. 85 km/h ( kt). Climb with full throttle i.e.
with 6000-6500 rpm.
Retract landing gear when comfortable and set flaps to 0°.
CAUTION! KEEP ADDING POWER GRADUALLY.
WARNING! SHOULD ENGINE RPM NOT REACH SUFFICIENT RPM WHEN AT FULL THROTTLE,
ABORT TAKEOFF IMMEDIATELY, COME TO A STANDSTILL AND VERIFY THE PROPULSION UNIT.
CAUTION! CROSSWIND MAX 15 KM/H 8 KTS TAKEOFF SHOULD BE PERFORMED WITH AILER
ONS DEFLECTED OPPOSITE THE DIRECTION OF THE WIND. SPECIAL ATTENTION SHOULD BE PAID
TO MAINTAINING RUNWAY HEADING AND NOT LOWERING THE WINGTIP TOO MUCH!
WARNING! ALWAYS MOVE THE LANDING GEAR COCKPIT HANDLE STRONGLY, WITHOUT
HESITATION AND WITH ONE SINGLE CONTINUOUS MOVEMENT TOWARDS THE DESIRED
POSITION.
CAUTION! REDUCE RPM AND INCREASE SPEED IN ORDER TO COOL THE ENGINE DOWN IF NEC
ESSARY.
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Normal procedures
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Level flight
The engine of the powered glider is not designed for continuous cruise with the engine. Due to the
high drag of the extended power-plant and propeller design for optimum take-off and climb performances, cruise with higher speed is neither efficient nor possible.
WARNING! CRUISING IN COMMON SENSE OF THE WORD IS TO BE STRONGLY AVOIDED
AND WILL SEVERELY DECREASED THE LIFETIME OF CRITICAL COMPONENTS. CONVENTIONAL
CRUISING SHOULD BE USED ONLY IF THERE IS NO OTHER OPTION. SAWTOOTHING IS, HOWEVER,
APPROVED AND PUTS LESS STRESS TO THE AIRCRAFT AND ENGINE COMPONENTS.
WARNING! SHOULD YOU ATTEMPT LEVEL FLIGHT CRUISING, RESPECT THIS PARAGRAPH.
THE CRUISING SPEED IS LIMITED BY THE WINDMILL EFFECT AND THUS EGT ENGINE VALUES.
THESE AND THE CRUISE SPEED MAY VERY DEPENDING ON OUTSIDE AIR TEMPERATURE,
ELEVATION AND THE HUMIDITY OF THE AIR. SHOULD EGT VALUES BE REACHING MAXIMUM
ALLOWABLE LIMITS, REDUCE AIRSPEED IMMEDIATELY AND INITIATE CLIMB AT FULL THROTTLE.
USE AIRBRAKES ACCORDINGLY TO MAINTAIN LEVEL ALTITUDE. THIS WILL COOL DOWN THE
ENGINE.
WARNING! SHOULD YOU ATTEMPT LEVEL FLIGHT CRUISING, RESPECT THIS PARAGRAPH.
DUE TO THE DESIGN OF THE POWERPLANT THERE MAY BE A REGION OF RPM IN LEVEL FLIGHT
CRUISING, WHICH CAUSES INCREASED VIBRATION. THIS VIBRATION TRANSFERS FROM THE
POWERPLANT TO THE REST OF THE AIRCRAFT ELECTRONICS, AVIONICS, INSTRUMENTS,
EQUIPMENT ETC.. THIS REGION OF SEVERE VIBRATION NORMALLY LIES SOMEWHERE
BETWEEN 5000  6000 RPM AND MUST BE AVOIDED. YOU SHOULD NOT, UNDER ANY
CIRCUMSTANCES, ATTEMPT TO DO LEVEL FLIGHT CRUISING WITH THE ABOVE MENTIONED
VIBRATION OCCURRING. AS A PILOT, YOU SHOULD EITHER ADD OR REDUCE POWER, LOWER
OR RAISE THE FLAPS TO AVOID RPM IN LEVEL FLIGHT CRUISING WHICH INVOKES VIBRATION.
Level flight
The powered glider has docile flight characteristics at all airspeeds, weights, configuration and c.g.
positions. It can be flown easily without undue effort.
With mid c.g. positions, the trim air-speed range lies between VS1 and 200 km/h.
At the IAS speed of 100 km/h (54 kt) a change in bank from -45°to + 45°can be accomplished in approx. 3.5 seconds without side-slipping, whereby aileron and rudder are fully deflected.
Flights in rough atmosphere
Should you experience turbulence, reduce airspeed and continue flying with flaps set to neutral
position.
CAUTION! IN ROUGH AIR EXTEND AIRBRAKES UNPOWERED FLIGHT FOR SHORT TIME IF NEC
ESSARY TO KEEP AIRSPEED BELOW VRA.
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Normal procedures
Flight in rain
The stalling characteristics of the “Bee” do not change and are the same as those under normal conditions. On approaching stalling speed, empennage buffeting is experienced and the glider then
goes into a controllable level descending flight. At forward c.g. positions, the powered glider will not
drop a wing.
The stall speeds are approx. 5 km/h (3 kt) above those under normal conditions.
Take-off, approach and landing may be carried out in rain in the same way as under dry conditions.
Climb and approach speeds should, however, be increased by 10 km/h (5 kt). A longer take-off roll
and reduced climb performance should be reckoned with.
It is not recommended to fly using the power-plant - engine in the rain.
Descent and final approach
The normal procedure for landing the Bee is with its powerplant retracted. Performing the landing
procedure with the engine extended and running is to be considered a major exception and should
only be carried out when a glider approach is not possible.
Glider approach - powerplant retracted
Set the wing flap to +1 or +2 (L). Use L in calm weather. With gust and crosswinds +1 is
recommended.
Trim for approach speed, 90 km/h (49 kt) when flap setting in L.
During final, control glide angle with the air brakes.
Powered glider approach - running engine
Set the wing flap to +1 or +2 (L). Use L in calm weather. With gust and crosswinds +1
is recommended.
Trim for approach speed, 90 km/h (49 kt) when flap setting in L.
During final, control glide angle with the air brakes, set engine to idle; in case of low approach,
retract air brakes and apply throttle.
WARNING! A GLIDER WITH ITS ENGINE RUNNING HAS A STEEPER ANGLE OF APPROACH,
THEREFORE RESUME A HIGHER APPROACH PROFILE THAN GLIDER RETRACTED POWER
PLANT CONFIGURATION.
WARNING! REGARD THIS PROCEDURE AS A MAJOR EXCEPTION. WHEN PLANNING A POW
ERON APPROACH AND LANDING, MAKE SURE THAT THE ENGINE IS UP AND RUNNING BEFORE
ENTERING DOWNWIND LEG OF THE LANDING PATTERN. DO NOT ANY UNDER CIRCUMSTANCES
ATTEMPT TO EXTEND AND OR START UP THE ENGINE ANYWHERE AFTER HAVING JOINED THE
DOWNWIND LEG OF THE LANDING PATTERN. FURTHERMORE, YOU SHOULD STRONGLY AVOID
EXTENDING AND STARTING UP THE ENGINE BELOW THE ALTITUDE OF 400 M 1312 FT ABOVE
THE TERRAIN.
Powered glider approach - stopped engine
This is considered an emergency. Refer to chapter EMERGENCY PROCEDURES.
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Normal procedures
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NOTE: THE PROCEDURES DESCRIBED ABOVE ARE ALSO APPROPRIATE FOR APPROACHES
IN CROSSWIND CONDITIONS. IN STRONG OR GUSTY WIND CONDITIONS, APPROACH SPEED
SHOULD BE INCREASED TO 100110 KM/H 5462 KTS.
WARNING! THE GLIDER SHOULD BE SLIPPED ON APPROACH, ONLY VERY CAREFULLY. BEE
DROPS ITS NOSE MARKEDLY. DO NOT RESUME SIDE SLIP BELOW 30M 98FT ABOVE TERRAIN.
ELAVATOR EFFECTIVENESS IS SUFFICIENT.
Roundout and touchdown
Whether in glider or power-on configuration, a two-point touch-down should be made with the air
brakes extended. The usual touch-down speed is 60 km/h (32kt).
After touch-down, continue to pull back the control stick and leave the air brakes extended so that
the Bee does not bounce The rudder is used to control direction on the ground. To brake, apply the
wheel brake on air brakes handle carefully.
Retracting the propulsion unit in flight
Make sure you can see the propeller in the mirror.
Maintain a speed of approx. 80 km/h (43 kt).
Set the throttle to IDLE.
When appropriate, it is recommended to fly for a time of approx. 2 min. with the engine running idle
cool down the engine, follow the CHT gauge.
Turn the ignition OFF.
After the propeller stops (check mirror). Push the engine retraction switch DOWN.
Set the propeller in vertical position using the mirror and at different airspeeds between 80 (43 kt)
and 95 km/h (51 kt), so that the propeller comes slowly in to the vertical position where it will be
locked with the limited force (spring) automatically.
When the propeller is in vertical position, the amber light on the engine control unit will light up and
the powerplant retraction will continue automatically until the green led indication light (right) on
engine control instrument shows that engine is RETRACTED
Turn the engine switch OFF
CAUTION! DURING A GLIDING FLIGHT LASTING SEVERAL HOURS, ALL NONESSENTIAL ELEC
TRICAL EQUIPMENT SHOULD BE SWITCHED OFF, SO AS TO ENSURE THAT THE BATTERY WILL
NOT BE DISCHARGED. IF THE BATTERY IS COMPLETELY DISCHARGED, THE ENGINE CANNOT BE
RESTARTED AND POWERPLANT CAN NOT BE EXTENDED OR RETRACTED. FOLLOW THE BATTERY
VOLTAGE FROM TIME TO TIME WHEN SOARING. SECOND INDEPENDENT SOARING BATTERY IS OP
TIONAL.
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Extending the propulsion unit in flight
Reduce speed to approx. 80 km/h (43 kt).
Turn engine switch ON.
Extend engine – push switch UP until green led indication (left) on engine control instrument shows
engine extended.
Set throttle to IDLE or slightly above idle.
If the engine is cold, turn the primer ON.
Turn the ignition ON.
Apply starter until the engine starts.
Perform engine warm-up with throttle idle until CHT temperature reaches 90°C (194 °F).
Set throttle to full power.
CAUTION! IN ORDER TO PREVENT DAMAGE TO THE ENGINE, IT MUST BE WARMEDUP AFTER
A RESTART WITH REDUCED POWER, SIMILAR TO PROCEDURES FOR A START ON THE GROUND,
BEFORE HIGHER POWER IS SET.
CAUTION! WITH THE POWERPLANT EXTENDED, BUT NOT RUNNING, THE RATE OF SINK OF 90
KM/H 49KTS INCREASES APPROX. 2 M/S 394 FT/MIN. THEREFORE, RESTARTING THE ENGINE
SHOULD ONLY BE DONE OVER LANDABLE TERRAIN AND NOT BELLOW 400M 1312FT. SHOULD A
FLIGHT BE CONDUCTED OVER A WIDE EXPANSE OF UNLANDABLE TERRAIN, THE ENGINE SHOULD
THEN BE RESTARTED AT 1000M 3280FT ABOVE GROUND LEVEL, SO THAT IF THE ENGINE
DOESN’T START, ALL THE EMERGENCY STARTING PROCEDURES CAN BE FOLLOWED IN PEACE,
INCLUDING RETRACTION OF THE POWERPLANT IF NECESSARY. IN A NORMAL ENGINE RESTART
ING SITUATION, THE LOSS OF ALTITUDE FROM STARTING THE EXTENSION PROCEDURE UNTIL IT IS
RUNNING IS ABOUT 50M 150 FT.
CAUTION! TO ACTIVATE THE AUTOMATIC EXTENSION IT IS NECESSARY THAT THE IGNITION
SWITCH IS OFF DOWN. ENGINE WILL NOT START IF THE POWERPLANT IS NOT EXTENDED COM
PLETE OUT UPPER GREEN LED INDICATION LIGHT IN THE MCU!
Shutdown of the engine on ground
The engine is shut down as follows:
1. Set the throttle to IDLE
2. Turn the avionics OFF
3. Turn the ignition OFF
4. Turn the engine switch OFF
5. Turn the main switch OFF
It is recommended to leave the power plant extended before retraction for a time to cool down the
engine, follow the CHT gauge.
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Performance
Introduction
Airspeed indicator
calibration
Take-off performance
Climb performance
Crosswind limitations
Gliding performance
Speed polar
Optimal flap settings
Additional technical data
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Performance
Introduction
Chapter 5 provides data for airspeed calibration, stall speeds and take-off per-formance as well as
non-approved data and values.
The data in the tables have been computed from actual flight tests with the powered glider and its
engine in good condition and using average piloting techniques.
Airspeed indicator calibration
The diagram below shows the error in the airspeed indicator system due to the location of the total
pressure pick-up and static pressure pick-ups. The “Pitot” pressure pick-up is inside the fuselage nose
hole. Static pressure pick-ups take the form of two bore-holes, left and right in a plane on the fuselage
in both fuselage sides on the cockpit area. Look Chap. 7.6. All speeds given in this manual are indicated
speeds, if not CAS extra marked.
Calibration data between IAS (IAS = Indicated airspeed) and CAS (= Calibrated airspeed):
IAS km/h (kt)
CAS km/h (kt)
58 (31)
60 (32)
70 (38)
80 (43)
90 (49)
100 (54)
110 (59)
120 (65)
130 (70)
140 (76)
150 (81)
160 (86)
170 (92)
180 (97)
190 (103)
200 (108)
220 (119)
55 (29)
58(31)
67 (36)
77 (41)
86 (46)
98 (53)
108 (58)
119 (64)
128 (69)
140 (75)
149 (80)
162 (87)
171 (92)
182 (98)
192 (104)
200 (108)
220 (119)
Difference in %
5
4
4
4
4
2
2
1
1
0
1
1
1
1
1
0
0
The calibration values for powered and gliding flight almost overlap completely so that the same indicator error can be used for both configurations.
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Stall speeds
Stall speeds at MTOM are as follows:
Configuration: Engine power
and airbrakes
Airbrakes
retracted
Engine running on
FULL POWER
Airbrakes
extended
Airbrakes
retracted
Engine running on
IDLE
Airbrakes
extended
Airbrakes
retracted
Engine extended
NOT RUNNING
Engine retracted
CLEAN
CONFIGURATION
Flap
setting
+10o
0o
-5o
+10o
0o
-5o
+10o
0o
-5o
+10o
0o
-5o
+10o
0o
Airbrakes
extended
Airbrakes
retracted
Airbrakes
extended
-5o
+10o
0o
-5o
+10o
0o
-5o
+10o
0o
-5o
Indicated Airspeed IAS km/h (kt)
c.g. foremost
c.g. rearmost
57
54
59
56
63
60
58
55
62
59
64
61
57
55
59
57
61
58
58
56
60
59
64
62
57
55
60
58
62
60
60
62
64
56
61
63
60
63
65
57
59
61
54
58
60
57
60
62
Indicated airspeeds above are results of several repeated tests at any position.
In banked flight, the stall speeds will increase, for example by a factor of 1.2 for a 45° angle of bank
and by a factor of 1.4 for a 60° angle of bank as compared to normal values.
Lower take-off masses will reduce stalling speeds.
In the case of a wing drop, an altitude loss of up to 30 m (98ft) can be experienced between the start
of the wing drop and the recovery to normal flight attitude.
Take-off performance
At the elevation 500 m (1640 ft) and under international standard atmospheric (ISA) conditions, at
the temperature 16°C (61°F) with the wind less than 0,7 m/s (2,3 ft/s), the ground roll of the glider at
a maximum take-off mass of 322.5 kg (710 lb) on a dry grass runway measures 137 m (450 ft) while
the total distance required to clear a 50 ft (15 m) obstacle measures 243 m (800 ft).
Take-off speed is 70 km/h (38 kt) and the speed over the 50 ft (15 m) obstacle is 85 km/h (45 kt).
Different ground rolls and distances to clear a 50 ft (15 m) obstacle are required for various take-off
masses, ambient air temperatures and altitudes above sea-level.
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The following additions must be made:
•
•
•
•
•
•
•
•
•
- 10% value when 10% lower take-off mass, dry grass runway
- 10% value when dry level hard surface
+ 18% value for elevation of 500 m (1640 ft) higher pressure altitude, dry grass runway
+ 10% value for a 15 °C (59°F) higher temperature, dry grass runway
+ 10 % value for a wet grass runway
+ 20 % value for high grass runway, dry grass runway
+ 50 % value for soft underground, dry grass runway
+ 30 % value for a snow slush, lying water on the grass runway
+ 10 % for each percent of rising runway (gradient of 1 % = 10% value on runway length)
WARNING! INSTRUCTIONS FROM NORMAL PROCEDURESFLYING IN RAIN APPLY.
Climb performance
Bee
best climb speed Vy
best climb rate at MTOM
Bee
85 km/h (45 kts)
3.3 m/s (660 fpm)
Crosswind limitations
The maximum demonstrated crosswind component for taxiing, take-off and landing is 15 km/h (8
kt), according to the airworthiness requirements.
Gliding performance
The glide is defined as unpowered straight and level flight at a speed providing best lift over
drag ratio or minimum sink rate.
Should the engine become inoperative in flight, as a result of either intended or unintended action,
and it cannot be restarted, react as follows:
Establish straight and level flight at the speed providing best lift over drag ratio, if you desire
to overcome greatest distance at reach from initial altitude.
Establish straight and level flight at speed providing minimum sink rate, if you desire do stay
airborne the longest. This may come in handy in case you are forced to give way to other aircraft or if
you simply need time to determine the most appropriate site to land.
Bee
minimum sink speed
minimum sink rate (prop.unit., gear retracted)
best lift/drag ratio speed
best lift/drag ratio (prop.unit., gear retracted)
Bee
84 km/h (45 kts)
0.59 m/s (120 fpm)
94 km/h (51 kts)
40:1
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Performance
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Speed polar
The flight polars for the glider in the glider configuration at various wing loadings and based on ISA
conditions are given below:
Optimal flap settings
The following table shows recommended IAS speeds for flap settings during gliding for optimum
gliding performance:
Flap setting
+2 (L)
+1
0
-1
-2 (S)
Recommended speed km/h (kt) IAS
Wing load
20.4 kg/m2 (4.13 lb/ft2)
24.47 kg/m2 (5.01 lb/ft2)
-73 (39)
-78 (42)
76-90 (41-49)
79-94 (43-51)
91-104 (49-56)
95-112 (51-60)
105-132 (57-71)
113-139 (61-75)
133-200 (72-108)
140-200 (76-108)
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Additional technical data
Bee
stall speed (322.5 kg, flaps at +10° , engine retract.)
stall speed (322.5 kg, flaps at +0°), engine retract.)
max. speed of spoiler extension
max. speed with flaps in +5° position
max. speed with flaps in +10° position
manoeuvring velocity Va
maximum rough air speed Vb (gusts 15 m/s)
max. speed with powerplant extended
max. speed in tow (where permitted legally)
VNE
Vx - best climb-over-distance ratio speed
Vy - best climb rate speed
max. climb rate at MTOM
minimum sink speed
minimum sink rate
max. sink rate with spoilers extended
best glide ratio speed
takeoff runway length at MTOM
takeoff runway length over 15 m obst.
service ceiling at MTOM
best glide ratio
glide ratio at 150 km/h
45° left to 45° right - bank to bank time
fuel flow at full power
max. wing load factors
Hirth F33 BS
57 km/h (31 kts)
61 km/h (33 kts)
220 km/h (119 kts)
117 km/h (63 kts)
100 km/h (54 kts)
144 km/h (78 kts)
144 km/h (78 kts)
110 km/h (59 kts)
131 km/h (71 kts)
220 km/h (119 kts)
80 km/h (42 kts)
85 km/h (45 kts)
3.3 m/s (660 fpm)
84 km/h (45 kts)
0.59 m/s (120 fpm)
4.6 m/s (920 fpm)
94 km/h (51 kts)
137 m (450 ft)
243 m (800 ft)
3900 m (12.800 ft)
1:40
1:27
3.5 s
8 l/h (2.1 US gal/h)
+5.3 G -2.65 G
WARNING! Wing and propeller surfaces must be immaculately clean, dry and undamaged at
all times. As all airfoils are laminar any impact spots, bumps and even a dirty (incl. water, snow...)
surface may significantly lower flight performance. Stall speed, takeoff and landing runway
length, sink rates and fuel consumption increase, while climb rates, ceiling, lift-over-drag ratio
and endurance decrease. Some of the these are effected by as much as 30%!
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Weight and balance
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Weight and balance
Introduction
Weighing and centre of
gravity calculation for
empty mass
Weight and Balance
report (including useful
load distribution)
Definitions and
explanations
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Weight and balance
REV. 1
Introduction
Based on the initial equipment installed in the powered glider, a weighing sheet is compiled and the
empty mass centre of gravity is calculated. The position of the empty mass centre of gravity determines the useful load for the cockpit.
Any alteration to the powered glider such as the installation of additional equipment, the removal of
equipment, repair work to the aircraft skin, etc. results in an alteration to the empty mass and thus to
the position of the empty mass centre of gravity. It is thus essential that the new empty mass be determined by weighing and the relevant empty mass centre of gravity position calculated anew.
Weighing and c.g. calculation for empty
mass
To determine the empty mass of the powered glider, two scales must be placed under the main
(MW) and tail wheel (TW). The tail wheel has to be brought into the horizontal position. The powered glider is in the horizontal position when the top of the aft fuselage boom has a tail-down slope
of 1000 : 34. Reference datum is wing leading edge at root rib. Execute the weighing with the powerplant retracted, without parachute, with cushions/seat, without loose objects from the cockpit and
all tanks emptied.
The empty mass centre of gravity, X empty, is than calculated using the following formula:
X
empty
TW
. b
empty
= --------------------- + a
GW
empty
The useful load (pilot with parachute + cushions + fuel + baggage), ULW, is determined as follows:
ULW = 322.5 kg (710 lb) – GW empty
The flight mass centre of gravity, X flight, is than calculated using the following formula:
X
flight
TW
. b
flight
= --------------------- + a
GW
flight
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Weight and balance
REV. 1
The flight mass includes empty mass items plus pilot, parachute, fuel, baggage and all items needed
in flight (camera, IPAQ, etc).
Using the empty mass, GW empty, and the empty mass centre of gravity, X empty, determine above,
flight mass centre of gravity X flight can be determined from the C.G. calculation formula below. This
C.G. calculation formula is valid for maximum baggage load of 7 kg (and for all fuel levels). Maximum
permissible load, ULW, may, however, never be exceeded.
The placards showing load limits for the pilot’s seat should be checked to ensure they are accurate.
The weighing results must be recorded in the “Mass and balance log” in Chapter 6.2. of the flight
manual.
Generally, the load range for the pilot’s seat in the “Bee” is greater than the 75 to 97 kg (165 to 214 lb)
range. For this reason, load checks are usually restricted to maximum load levels.
In case detailed information is required about the current centre of gravity or the loading limits, the
relevant moments and limits are given below:
Power plant retracted:
X = 437 mm
X = 328 mm
X = -1570 mm
Aft-most (rear limit) permissible center of gravity
Foremost permissible center of gravity
C.G. position for a main battery moment inside the
glider nose
C.G. position for a soaring battery moment ahead of
the rudder pedals
C.G. position for insturment moment, average instrument installed inside instrument panel
C.G. position for the tail wheel (fixed) moment
C.G. position for the ballast added in the pilot seat on
bottom
X = -1480 mm
X = - 820 mm
X = 3888 mm
X = - 265 mm
1 kg = 2.205 lb
1 mm = 0.0394 in
0.305 m = 1 ft
The fuel is carried in the wing and does not influence the centre of gravity.
The pilot C.G. position is dependent on the pilots shape, mass, thickness of the parachute (if instaled)
and the seat back position. The pilot C.G. position can be determined by executing a weight and balance measurement with glider empty and equipped with the pilot etc. The pilot C.G. can be determined by the following equation:
X
pilot & parachute
=
(X
* GW
)–(X
* GW
)
flight
flight
empty
empty
---------------------------------------------------------------W
pilot & parachute
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REV. 1
If the actual pilot C.G. X pilot & parachute is not known, you have to take the values from the following table:
Pilot mass W pilot (kg)
95
80
70
60
Pilot seats cockpit forward
pilot C.G. (mm)
-326
-332
-336
-340
Pilot seats cockpit aft
pilot C.G. (mm)
-273
-283
-290
-297
The foremost empty mass centre of gravity position is achieved when power-plant is extended, with
minimum fuel, no baggage, soaring battery ahead installed, maximum weighing instruments installed, ballast added bottom the pilot seat and a heavy pilot seats cockpit forward.
The aft-most permissible centre of gravity position is achieved when power-plant is retracted, with
full fuel tank, maximum baggage, soaring battery not installed, minimum instrumentation installed,
no ballast bottom the pilot seat and a light pilot seats cockpit aft.
If the actual X flight weighing is not known, the flight mass centre of gravity, X flight can be also determined by executing a weight and balance measurement with glider empty (power-plant retracted) and equipped with the pilot etc. The flight C.G. can be determined by the following equation:
X
flight
=
(X
* GW
) – (X
*W
) + (X
*W
) – (X
*W
)
empty
empty
pilot pilot & parachute
bagagge bagagge
ballast ballast
--------------------------------------------------------------------------------------------------------------------------------------------------------(GW
+W
+W
+W
+W
)
empty
pilot & parachute
fuel
bagagge
ballast
C.G. positions X should be included inside the formula in absolute values without minuses!
The limits of the flight C.G. Xflight of 328 mm and 437 mm should not be exceeded.
C.G. power-plant retracted shift due to extension of the power-plant is C.G. Xempty change for 12
mm more forward.
Weight and balance report
(including useful load distribution)
Fill-out the »Mass and Balance« report on the next page.
Each weighing and centre of gravity calculation has to be entered in the »Mass and Balance«.
If minimum and maximum cockpit load change with respect to last weighing, cockpit placard must
be changed or corrected as well.
After installation or removal of equipment or accessories, repair, painting, or any change which
affects mass and balance, a new »Mass and Balance« (weighed or calculated, whatever is more appropriate) must be accomplished.
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Mass and Balance Report
Weight and balance REV. 1
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Definitions and explanations
Useful load distribution
Useful load items are cockpit load, fuel and baggage.
Cockpit load = pilot
The sum of useful load items must not exceed max useful load.
Max useful load = max.mass - empty mass.
Aircraft flight mass and c.g. depend on quantity and distribution of useful load. Quantity and
distribution of useful load items are explained below. However, the influence of useful load items is
briefly expressed in the condition that, if for a given empty mass and c.g. the max useful, max and
min cockpit load from »Weight and Balance« or cockpit placard are respected, aircraft max mass
and in-flight c.g. will also be kept within limits. Refer to »Weight and Balance« or cockpit placard for
actual value of max useful load and its distribution.
Cockpit load
Refer to »Weight and Balance« or cockpit placard for max and min cockpit load.
Max mass of single occupant (due to structural load per seat) is 110 kg.
The formula to calculate the maximum pilot weight is the following:
Wpilotmax = (Xempty - 328 mm) * GWempty / (326 mm + 328 mm)
The formula to calculate the minimum pilot weight is the following:
Wpilotmin = (Xempty - 437 mm) * GWempty / (326 mm + 437 mm)
Fuel
Max fuel = 1×20 litre (15.6kg), fuel [kg] = 0.76kg/litre × litres.
Fuel quantity depends on useful load, and cockpit load. The sum of cockpit load and fuel must not
exceed max useful load.
Fuel is close to aircraft c.g., hence the the influence on aircraft c.g. is neglectable. Neglectable is also
the asymmetry effect.
The reference must be determined when the axis of the fuselage boom is horizontal. This can be
achieved by putting a 1000/34 wedge on the boom and levelling the fuselage so the top of the
wedge is horizontal.
The centre of gravity range of the Bee stretches from 328 mm behind the reference datum to 437 mm
behind the reference datum.
The maximum take-off mass of the Bee is 322.5 kg (710 lbs). There is a placard in the cockpit showing
the minimum and maximum payload for the pilot’s seat and the baggage compartment.
REV. 1
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Weight and balance
Before each flight, the payload limits should be checked using the following method:
Mass (kg)
Payload in pilot’s seat
Remarks
for limits, cf. record sheet, page
Fuel mass
Total
+
=
litre x 0.76 = kg
max. total payload acc. to record sheet
If the powered aircraft is within the permissible payload limits then it will always be within the
permis-sible centre of gravity range and centre of gravity calculations will not be necessary.
Example calculation of payload:
The pilot weighs 78 kg (172 lb), his parachute 7 kg (15.4 lb).
He has a 10l (2.64 U.S.gal) filled fuel tank.
According to the mass and balance record, the max. total payload is 97 kg (214 lb).
Payload in pilot’s seat
Fuel mass
Total
Mass (kg)
Remarks
85
+7
= 92
e.g. <96 kg, >80 kg
10 l x 0.72 = 7.6 kg
< 97 kg
The powered glider is thus within maximum total payload and centre of gravity limits.
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Introduction
Cockpit levers
Undercarriage
Seats and safety belts
Pitot-static lining
Air brakes (spoilers)
Flap settings
Power plant and propeller
Fuel system
Electrical system
Engine cooling system
Engine lubrication system
Wheel brake system
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Introduction
The PIPISTREL “Bee” is a light-weight, singleseat, self-launching powered glider (abbreviated to powered glider or glider) made of composite material. The powered glider has a cantilever wing in mid position with mixed ailerons
and flaps (flaperons) as well as airbrakes and T
type empennage with fixed damping surfaces.
The power-plant is retractable.
Bee ensures a good soaring performance. The
aircraft is easily assembled and can be stored
in a standard class sailplane trailer.
With one main wheel Bee is tail-dragger configured. The main landing gear is a fixed or
retractable construction with aerodynamic
fairing or door installed around it. Efficient disk
brake is operated simultaneously using the airbrake lever. It is activated when pulling the lever to the maximum opening of the airbrakes.
The steerable tail wheel permits good taxiing
with use of the engine, when running only
with a bit added power-throttle.
The profile is 17% IMD029. In addition to excellent performance, the airfoil with optional
“zick-zack” turbulators on the lower side (on
65% of MAC) results in very docile stall behaviour. Optimal dimensioned Schempp-Hirth
airbrakes permit steep approaches and short
landings. Control harmony and agility is perfect. The wing comprises a carbon-glass-fibre,
sandwich-foam skin with a carbon-fibre spar.
Hook-ups are automatic for all controls. Flap
and aileron construction are in one piece
named “flaperon”. The main fuel tank is located
in one of the wings and carries 20L.
The reliable, air cooled, two stroke, dual-ignition, engine Hirth F33 BS has declared 20,6
KW (28 hp) @ 6500 RPM take off performance
(ISA). Two blades propeller of diameter 1,60
m is driven via toothed belt with a reduction
of 3 : 1. Modern electrical linear actuator-unit
for power-plant extension and retraction is
operated manually-automatically through the
IBIS II (motor-engine control unit) when main
and engine switches are on and when ignition
switch is off; installed are electronic safety devices to avoid miss-operation.
The fuselage is a glass-fibre and partly carbonfibre mono-coque construction. The spacious
seat and the adjustable rudder pedals ensure
that pilots of every shape and size will be
comfortable even when sporting a parachute.
Easily set ventilation, the map and snack pockets add to that comfort. The instrument panel
offers sufficient room for gliding equipment including a transceiver, EGT, GPS, computer and
transponder.
The room behind the seat offers space for oxygen bottle or even glider rescue equipment
space.
Basic instruments come installed with operational limits pre-designated.
A ballistic parachute rescue system can be
installed as an option (in some countries e.g.
Germany the ballistic rescue system must be
installed).
All control surfaces lock automatically to the
control system when assembled. The horizontal tail unit is secured by means of the screw,
the wings are secured by means of two main
bolts with the screws.
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Steel and light materials
Material number
1.7734.4
St 35
Remarks
all flat steel parts
all steel tubing
Composite materials and woods
Material number
Interglas 90070
Interglas 92110
Interglas 92125
Interglas 92140
Interglas 92145
GG - 160
GG - 200
Cramer C 450
KDU 300
1051
KDK 8043
Herex C.70.55
Scheuffler L 285
Scheuffler L 285
Remarks
glass-fiber cloth, plain, 80 g/m2
glass-fiber cloth, twill, 163 g/m2
glass-fiber, uni-directional cloth, 220 g/m2
carbon-fiber cloth, plain, 160 g/m2
carbon-fiber cloth, plain, 200 g/m2
carbon-fiber cloth, canvas, 205 g/m2
carbon-fiber, uni-directional tape, 300 g/m2
carbon tape, 420 g/m2
carbon, twill 2/2, 240 g/m2
foams
epoxy resin
epoxy hardener
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Cockpit levers
This section deals with the cockpit controls of the Bee powered glider.
1
2
3
5
4
6
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7
8
12
13
9
10
11
14
16
15
17
20
18
19
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The following is a description of the individual controls and instrumentation that is labelled in the
diagrams above:
No.
Control
Colour
Motion and Effect
1
Air brakes, wheel brakes
Blue
pull back to unlock and extend: pull back more to brake main
wheel, push forward to retract and lock
2
Flaps
Black
Middle position is 0, for landing and take off pull back to +1
(first step) or to L (‘2), for high-speed flight push forward to -1
(first step) or to S (-2)
3
Undercarriage
Black
Push handle to engage the undercarriage, pull to retract
4
Cabin ventilation
Black
Pull back (out) to open the cabin ventilation
Push in (forward) to close the cabin ventilation
5
Canopy emergency release
- jettison
Red
Pull back (out) to activate the emergency jettison of the
canopy
6
Canopy lock (on left and
right side)
White
Pull up (in vertical) to release the lock;
Push down (horizontal) - canopy locked
7
Compass
Black
on top of the instrument panel.
8
Throttle
Black
Push forward to increase power, backward to decrease power
9
Primer
Silver
On/Off as designated
10
IBIS II, motor-engine
control unit
Black
See IBIS II section of this chapter
11
Control stick
Black
To the left operate ailerons - left aileron up and right aileron
down; to the right to operate ailerons - right aileron up and
left aileron down;
Pull back - elevator up;
Push forward - elevator down
12
Mirror
Black
Adjustable, to see the propeller position when retracting the
power-plant
13
Transceiver PTT switch
White,
Silver
Push to talk transceiver switch
14
Engine main switch
Silver
On/Off as designated.
15
Avionics switch
Silver
16
Fuses
Black
17
Engine position switch
Silver
Switch up - engine switch on (power plant operating)
Switch down - engine switch off
18
Ignition switch
Silver
On/Off as designated
19
Starter
Red
Button, press to operate
20
Master switch
Silver
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Undercarriage
The Bee has one fixed main wheel or retractable gear and a steerable tail wheel.
The main landing gear tyres are of the type 4.00 x 6 - 4 PR. Also available is 5.00 x 5.
Tyre pressure is 2.2 bar (32 psi) - 3.5 bar (50 psi).
The standard tail landing gear is steerable. The dimension of the tube type tail wheel is 200mm x
50mm. Th maximum pressure for the tail wheel tyre is 2.0 bar (30 psi).
Seats and safety belts
The Bee has a two-piece seat comprising the seat shell and the seat back.
The seat shell is a kevlar-component bonded to the fuselage shells.
The attachment points for the safety harness are in the seat shell as well as in the aft cockpit area
(fuselage tangential-s metal tube frame construction).
The seat back is also a GFRP part. There is a head rest which hangs down from the cockpit roof
and is adjustable in the front/back direction.
The safety harness system comprises a n H-type safety belt from Schroth with the belly belt being
equipped with the locking mechanism. A snapping sound is audible if the belt has been properly
fastened.
To unlock the safety harness, the locking mechanism is moved pressing the red button until the
belt is released.
The belly belts are fed through the fittings on the seat shell whereas the shoulder belts are fed
through a tube in the tangential supports frame by the baggage department.
The seat cushion can be removed. Accommodations have been made for the use of a flat backpack parachute.
Pitot-Static lines
Pitot – total pressure pick-up is located in the front glider side inside the fuselage nose opening.
The pick-up for total-energy compensation is located at the top of the vertical tail fin.
Static pressure is acquired through two holes in both sides of the fuselage by the cockpit area.
Air brakes (spoilers)
The airbrakes are one-deck Schempp-Hirth airbrakes which extend upwards out of the wing
when the blue air brake lever is operated by pulling.
The over-centre mechanisms of the air brakes are in the left and right wing airbrake boxes. The air
brakes are automatically connected during rigging.
WARNING! WHEN THE AIR BRAKES ARE FULLY EXTENDED, THE NOSE OF THE AIRCRAFT
WILL DROP MARKEDLY AND SPEED WILL DECREASE BY UP TO 15 KM/H 8 KT IF SPEED IS NOT
CONTROLLED BY MEANS OF THE ELEVATOR. SIMILARLY, WHEN THE AIRBRAKES ARE RETRACTED,
AN EQUIVALENT REDUCTION IN SPEED WILL OCCUR WHICH CAN LEAD TO A STALL IF THE
APPROACH SPEED IS NOT PROPERLY MONITORED.
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Flap settings
The following table shows recommended IAS speeds for flap settings:
RECOMMENDED SPEED km/h (kts)
FLAP POSITION WING LOAD 24.5 kg/m2 (4.18 lb/ft2)
-7°
133 - 220 (82-119)
-5°
0°
+5°
+10°
WING LOAD 24.5 kg/m2 (4.18 lb/ft2)
105 - 132 (65 - 80)
91 - 104 (49 - 56)
76 - 90 (41 - 49)
73 (39)
140 - 220 (76 -119)
113 - 139 (61 - 75)
95 - 112 (51 - 60)
79 - 94 (43 - 51)
78 (42)
Power plant and propeller
Bee has an engine mounted on the retractable arm in the rear of the fuselage. The propeller is
mounted on an aluminum verticle bed and is driven via an exposed belt-drive system. The whole
propulsion unit can be lowered for gliding or raised for powered flight by simple use of the engine
control unit.
Engine:
Engine:
Hirth F33 BS (two-stroke, one cylinders, 313 cm3)
cooling:
lubrication:
reduction gearbox:
el. generator output power:
reduction ratio:
carburettor:
starter:
engine power:
single carburated - dual electronic ignition
ram air cooling
by adding oil into fuel
belt drive
130 W AC at 6000 RPM
1:3
Mikuni Membrane
Electric
28 HP at 6500 RPM
Propeller:
Bee propeller:
twin blade, fixed pitch wood-composite propeller - diameter 1600 mm
Ibis II - engine control & monitoring instrument
In order to simplify aircraft handling, the Ibis II system takes complete control over the propulsion
unit except for throttle and choke, which are operated by cockpit levers. The system is very light and
reliable as all switches and sensors used to monitor the operations are inductive type and as such
not sensitive to vibration, mechanical damage and/or dirt.
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Panel view:
Ibis
1
Ignition warning light – when the propeller arm is extended and the ignition is still
2
Propeller status light – when the propeller is in vertical position, a yellow light is on.
3
Propeller arm extended – when the propeller arm is extended, a green light is on.
4
Ignition switch – when the switch is the up position, the ignition is on. In this case the
5
Speaker
6
LED display – it displays the engine RPM while the engine is running e.g. 621 = 6210 RPM.
7
Propeller arm retracted – when the propeller arm is retracted completely, a green light is
8
Propeller arm control switch
9
Engine starter button – Starter will be activated only when the engine is completely
switched off, the red light will flash and a tone will beep.
ignition warning light stops flashing. If the switch is down, the ignition is off.
When the engine is not running, the display indicates the engine hours (up to 400 hours).
If the master switch is switched off and back on while the engine is extended, the display
shows minutes of the past hour. When the master switch is switched off and back on while the
engine is retracted, the display shows total engine hours (hours only).
on.
extended and the ignition is switched on. Otherwise the starter remains inactive even if this
button is pressed. The starter is also inactive while the engine is running.
This button has an additional function; while the propeller arm is retracting, press this buttion
to stop it in any position (in order to cool down the engine). Press the same button again to
reactivate the retraction.
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Other important switches and buttons:
Main sw. ON – This is the lowest swith, located below the control stick, when switched ON, activates
the powered glider’s electricity.
Engine sw. ON – This switch is located above the control stick and , when switched upwards, activates
engine electricity.
Avionics sw. ON – This switch is located above the control stick and , when switched upwards,
activates avionics electricity.
Fuel system
description:
gascolator:
fuel capacity:
unusable fuel:
fuel filter:
vented wing fuel tank with refuling aperture on top of the wing
filter equipped with drain valve
1 x 20 liters
2 liters (5 liters)
metal, inside the gascolator AND paper filter before gascolator
All fuel hoses are protected with certified glass-teflon cover. There is a fuel return circuit leading excess fuel back into the wing tank.
CAUTION! DUE TO THE POSITION OF THE FUEL RESERVOIR SUPPLY POINT, FLYING IN
CONSIDERABLE SIDESLIP FOR A LONGER TIME MAY RESULT IN FUEL STARVATION TO THE ENGINE.
SHOULD THIS OCCUR, RIGHTEN THE FLIGHT IMMEDIATELY TO PREVENT ENGINE FAILURE.
Electrical system
The electric system is powered by a battery with a voltage of +/- 12 V and a maximum current of 7 A.
The engine electrical generator provides 130W of power when engine is running at take-off power.
Engine cooling system
The Hirth F33 BS engine is air-cooled by taking advantage of propeller airflow. Cold air accelerated
by the propeller is forced to spread over the engine cooling ribs. There is sufficient cooling regardless
of the flight regime.
CAUTION! BEFORE ENGINE RETRACTION ALLOW FOR SUFFICIENT COOL-PERIOD BEFORE
RETRACTING THE ENGINE. DEPENDING ON THE OUTSIDE AIR TEMPERATURE THIS MAY REQUIRE
FLYING WITH ENGINE AT IDLE UP TO 2 MINUTES. DO PLAN FOR THIS WHEN DECIDING TO
RETRACT THE ENGINE.
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Engine lubrication system
Hirth F33 BS is a two-stroke engine and is adequately lubricated by oil/fuel mixture.
Lubrication oil of engine (fuel mixture):Super 2-stroke oil (for high performance air cooled 2-cycle
engines, proposed ASTM/CEC standard API-TC (e.g. Castrol TTS)
Wheel brake system
Wheel brake system features common braking action for the main wheel. Wheel brakes are hydraulicly driven disc type.
Wheel brakes are operated by extending the airbrake lever past the full extension point.
Hydraulic brake fluid used for hydraulic type brakes is DOT 4.
If the braking action on your aircraft is poor even while the full backward pressure is applied on the
airbrake handle, please see chapter on Handling and Maintenance of this manual to learn how to
rectify this problem.
Handling and maintenance REV. 0
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Handling
and maintenance
Introduction
Inspection periods
Repairs, spare part replacements and preventative maintenance
Special check-ups
Draining and refuelling
Tie down
Parking, Storage and
Transport
Cleaning
Keeping your aircraft in
perfect shape
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REV. 0
Introduction
This chapter contains manufacturer’s recommended procedures for proper ground handling
and servicing of the powered glider. It also identifies certain inspection and maintenance
requirements which must be followed if the powered glider is to retain that new-plane
performance and dependability.
THE FOLLOWING ARE PROVISIONAL VALUES SUBJECT TO CHANGE WITHOUT NOTICE!
CAUTION! IT IS WISE TO FOLLOW A PLANNED SCHEDULE OF LUBRICATION AND PREVENTIVE
MAINTENANCE BASED ON CLIMATIC AND FLYING CONDITIONS ENCOUNTERED.
Inspection periods
The following inspection periods must be upheld:
Engine and propeller
Airframe and control system
shortest interval 25 hours
annually (same as 50 hrs check)
The annual inspection according to responsible authority remains unaffected by the above
in-spection intervals.
The extent of necessary maintenance work is defined in the Bee maintenance manual and in the
en-gine maintenance manual, respectively.
Repairs, spare part replacements and
preventative maintenance
All major repairs and spare part replacements MUST be done by
authorised service personnel.
However, you are encouraged to take care of preventative maintenance yourself. This includes:
tire and wheel bearings replacements, safety wire replacements, door and safety harness replacement, light bulb replacements, fuel hose replacements, battery servicing and replacement,
spark plugs replacements and air filter replacements.
The table below indicates recommended maintenance periods (see Service manual for detailed information).
Table legend:
C Check-up - visual only, check for free play and whether everything is in position - DO IT YOURSELF
CL Cleaning - DO IT YOURSELF
LO Lubricating, oiling - lubricate all designated parts and spots using proper lubricant DO IT YOURSELF
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REV. 0
R
Replacement - replace designated parts regardless of state and condition.
You are encouraged to DO undemanding replacements YOURSELF, otherwise have replacements
done by AUTHORISED SERVICE PERSONNEL
SC Special check-up - measuring, verifying tolerances and functionality - DONE BY AUTHORISED
SERVICE PERSONNEL ONLY
O Overhaul
EACH daily
WING AND TAIL SURFACES
surface and structure condition
deflections without free play
bearings - moving parts bushings
self-adhesive sealing tape
horizon. tail mount
drain holes
SC
C
C
C
C
C
CL
EACH daily
FUSELAGE
surface and structure condition
elevator control tube bearing
doors, hinges
rudder control wires and hinges
drainage holes
CABIN
control levers, instr. panel, seats
control levers’ free play
intstruments and pitot-static
glass surfaces: clean, attached
rivet condition
safety harnesses and attach. points
wing connectors: fuel, electrical
bolts and spar pins
wing main bushings, control connectors
UNDERCARRIAGE
tires
wheel axis and wheel
wheel bearings
wheel fairings
tail wheel mounting bolt
CONTROLS
general free play
control stick
rudder pedals (damage, centered,
paral.)
rudder wire rope
first 5
50
100
250
500 1.000 10.000
hours hours hours hours hours hours hours
SC
SC
SC
C
C
R
SC
fist 5
50
100
250
500 1.000 10.000
C
C
C
C
C
C
C
C
C
C
C
C
C
O
C
C
SC
SC
SC
O
SC
O
SC
LO
C
CL
SC
SC
SC
SC
C
test
SC
SC
C
C
SC
SC
SC
SC
O
C
C
C
R
C
C
SC
R
C
C
check and fasten every 50 landings
R
C
C
C
C
C
C
SC
LO
C
SC
SC
LO
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EACH daily
first 5 50
100
300
500 1.000 10.000
SC
bolts, visible bearings (tail, fuselage)
difficult-to-reach bearings (wings, under cabin floor)
aileron, elevator and rudder hinges
LO
LO
SC
LO
C
SC
LO
equal spoiler extension, undisrupted m.
C
spoiler plate springs stiffness
C
SC
LO
flap handle
C
LO
elevator trim
LO
C
R
springs: flaps, rudder, el. trim, stablizer main fastening bolt
airbrakes internal connector rod (if flown or stored where possibilty for
replace every 2 years
corrosion is increased (oceanside, wet regions...)
see page 83 for detailed description
spoilers’ (airbrakes’) drive fine adjustment
SC
PITOT-STATIC LINING
instrument to pitot tube lining
instrument setting
pitot tube condition (clean, firmly att.)
whole pitot-static lining
C
C
C
C
C
C
O
C
C
ENGINE
see enclosed Hirth engine manual for detailed engine maintenance information.
In addition to Hirth manual:
two-stroke engines (overhaul every 300 hours)
cylinder head and exhaust pipe bolts
(two-stroke engines)
engine bearer dumpers and other
rubber parts
air filers
C
elect. terminals, joints and connectors,
C
hoses
pre-chamber and exhaust silencer
C
exhaust pipe springs and fire protect.
C
throttle wire drive
ENGINE CONTROL
throttle lever wire ropes
levers
PROPELLER
C
C
C
C
SC
R
C
CL
R
C
SC
C
C
SC
R
R
R
O
C
C
C
SC
SC
R
SC
surface condition
C
fastening bolts
propeller bushings
propeller balance
C
R
R
C
O
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EACH daily
FUEL LINES
general leakage
water inside gascolator
dirt and gascolator filter
engine hoses and temp. protection
wing fuel tank caps
fuel tank caps o-ring
auxillary fuel pump
fuel valves leakage
C
C
first 5 50
100 300 500 1.000 10.000
O
C
SC
CL
C
C
CL
SC
R
R
CL
C
C
ELECTRICAL WIRING
C
C
C
C
battery
instr.panel wires and connectors
fuses (instrument panel - automatic)
fuses (engine electrical panel)
PROPULSION UNIT
transmission belt
engine retaining wire
engine bay door rubbers ropes
exhaust system springs
exhaust system rubber
carburetors
rubber shock absorbers (main)
rubber shock absorbers (actuator)
fuel filter (paper filter)
engine-propeller arm
CL
C
C
C
C
C
C
C
C
C
C
R
SC
C
C
SC
SC
R
R
SC
R
C
C
SC
R
R
C
C
R
R
R
CL
C
C
R
R
replace every 25 hrs
CHECK CONDITION EVERY DAY
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Spoilers (airbrakes) drive fine adjustment
2
1
5
3
4
4
CAUTION! PERFORM THIS OPERATION ONLY ONCE AFTER FIRST 50 FLIGHT HOURS!
CHECK SPOILERS THOROUGHLY FOR UNOBSTRUCTED, SMOOTH AND EVEN EXTENTION
BEFORE EVERY FLIGHT!
Schematic of spoilers’ (airbrakes’) drive fine adjustment
(see next page for detailed description)
Perform the adjustment as follows:
1
Unscrew and remove the inner horizontal bolt of the airbrake’s plate. Do not lose any parts!
2
Lift the airbrake in order to make room for further operation.
3
Unscrew and remove the bolt attaching the rod-end bearing to the airbrake’s plate lever.
Do not lose any parts!
4
Rotate the rod-end bearing fine-setting nut 360° so that the rod end moves towards the
other end of the airbrake’s box (length of rod increases). Make sure you secure this nut
after turning it for 360°!
5
Grease the drive around the rubber sleave inside the airbrake’s box using rubber-nonagressive lubricant spray.
Once you have accomplished this, repeat steps 1-3 in opposite order (3,2,1). Make sure you apply adhesive (e.g. Loctite) on all screws when reattaching!
Perform the procedure at the other airbrake as well. When finished, verify airbrakes for equal extension.
REV. 0
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WARNING! SHOULD THE AIRBRAKES NOT RETRACT EVENLY, APPLY STEP 4 ACTION AGAIN
FOR THE AIRBRAKE, WHICH REMAINS HIGHER WHEN RETRACTING.
Clicking noise behind the cockpit
The wings are factory fitted to the fuselage to make a tight fit at approximately 20° Celsius. When exposed to low temperatures, materials shrink. Therefore, flying in the winter or in cold temperatures,
you may encounter “click-clack” like noises above your head. The remedy for this unpleasant noise
is to add washers, tipically of 0,5 mm thickness in-between wing and fuselage. Washers must be
added both at rear and front bushings on one side of the fuselage only!
WARNING! IT IS MANDATORY TO CONSULT THE MANUFACTURER OR AUTHORISED SERVICE
PERSONNEL BEFORE APPLYING WASHERS!
Bleeding the hydraulic brake system
Two persons are needed to perform the hydraulic brake system bleeding in the traditional way.
First, fill up the hydraulic fluid reservoir, mounted on the bottom of the fuselage behind the cockpit,
with DOT 4 fluid. Then, one person should pump the hydrulic oil towards the main landing wheels
using pumping motion on the airbrake handle. After 5-10 complete forward-aft movements, hold
the airbrakes handle in fully engaged position. Now, the second person must open the bleed valve
on one of the main wheels to bleed the air pockets from the hydraulic lines. Close the bleed valve
each time before continuing with the pumping motion on the airbrake handle.
Repeat this procedure until no more air is bled out of the bleed valve.
Then perform the same procedure for the other main wheel.
WARNING! SHOULD YOU ENCOUNTER ANY DIFFICULTIES DURING THIS PROCEDURE OR
THE AIR POCKETS WOULD NOT VENT, PLEASE CONSULT THE MANUFACTURER OR AUTHORISED
SERVICE PERSONNEL FOR FURTHER INSTRUCTIONS.
Poor braking action
In case you notice poor braking action even when hydraulic brakes are fully engaged (airbrake lever
full back), it is not necessary the air bubbles in the hydraulic lining, which is causing the problem.
The main wheel’s main axis’ nut (especially after a wheel and/or axis replacementnut) may be tightened incorrectly so that the brake shims do not make contact with the brake plate. Please consult
the manufacturer or authorised service personnel for further information.
Special check-ups
After having exceeded VNE or landed in a rough manner:
check the undercarriage, fuselage & wing surfaces and main spars for abnormalities. It is highly
recommended to have the aircraft verified for airworthiness by authorised service personnel.
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Handling and maintenance REV. 1
Draining and refuelling
Whenever draining or refuelling make sure master switch is set to OFF (key in full left position).
Draining the fuel system
The gascolator is located on the bottom of the fuselage and accessible through the aft cabin.
To drain the fuel system, open the drain valve on the gascolator. Drain no more than a couple of
spoonfuls of fuel. Try to prevent ground pollution by intercepting the fuel with a canister.
To close the valve simply turn it in the opposite direction. Do not use force or special tools!
CAUTION! ALWAYS DRAIN THE FUEL SYSTEM BEFORE YOU HAVE MOVED THE AIRCRAFT FROM
A STANDSTILL TO PREVENT MIXING OF THE FUEL AND EVENTUAL WATER OR PARTICLES.
Refuelling
CAUTION! BEFORE REFUELLING IT IS NECESSARY TO GROUND THE AIRCRAFT!
Refuel the aircraft by pouring the gasoline through the top-wing fuel reservoir openings or using a
pump to do so.
Tie down
Tie down the wings using a rope over the winglets area, however make sure you place a soft piece of
foam or equivalent between the wing surface and the rope, not to cause surface and structural damage
in case of over-tightening the rope. Tie down the tail by leading the rope over the fuselage just where
the vertical tail surface meets the fuselage. Tighten this rope in backwards (45°) direction.position).
Parking, Storage and Transport
Wedges shall be laid under front and rear side of the main wheel.
Parking in the open
If the powered glider is parked in the open, it is recommended that the canopy is covered with a
clean cloth. If the aircraft is to be parked for any length of time in the open, it should be tied down
using ropes across the wing ends and the fuselage. Weather and UV protection covers on the
powered glider are recommended. The varnish should be frequently treated with car polish. If the
varnish should become dulled, the powered glider should be polished as dull var-nish is more easily
and quickly weathered.
Towing backwards
The vertical tail fin of the glider must be guided when towing backwards. It can be manually towed
by a single person when optional tail dolly with steer-able wheel for ground handling connected on
the fuselage tube by the vertical fin. Additional helpers should only push at the inside of the wing.
REV. 0
www.pipistrel.si
Road transport
The individually dismounted components should be stored in the custom-built trailer if the powered
glider is to be transported by road. Particular attention should be paid to the proper securing of the
spar stub trolleys and fuselage nose and tail fixing.
Wing spar fitting point is as close to wing root-rib as possible. Wing cradle should be positioned at
the taper change.
For storing the fuselage use a felt lined fibreglass nose cap which does not extend over the canopy,
secured to the floor or a support attached to the lift (tangential) pins (use plastic or brass bushings).
Tail wheel to be secured in trailer floor, with a belt in front of the tail or hold it down with the trailer
top (soft foam in top).
The cockpit should be properly prepared for transportation, i.e. all lose objects should be re-moved or
stored in such a manner that they will cause no damage during the journey.
The trailer should be well ventilated so as to prevent moisture build up which could result in bubbles
forming in the gel-coat. A solar powered ventilator is recommended.
Storage
The aircraft is ideally stored in a hangar. For increased in-hangar manouvrability use of original pushcart or free turning tail wheel adapter is recommended.
Even for over-night storage it is recommended to leave the spoilers’ (airbrakes’) handle
unlocked in order to reduce pressure on plate springs and maintain their original stiffness.
Also, disconnect the battery from the circuit to prevent battery self-discharge (pull battery disconnection ring on the instrument panel’s switch column) during storage period.
The “Bee” should be stored in a closed, waterproof, ventilated trailer. Irrespective of the prevalent
weather conditions, low temperatures do not present a problem. In order to prevent high
temperatures within the trailer itself, the trailer should have a white surface.
If the powered glider is to be stored for a long period of time in the trailer, all uncovered metal
fittings (wing bolts, empennage fittings) should be greased to protect them from corrosion.
When storing the assembled “Bee” in an powered glider hangar for longer periods of time, particular
attention should be paid to the fact that the hangar is dry.
Parking the powered glider in the open in normal weather conditions poses no problem, even if it
is parked for several weeks during a holiday. The canopy should, however, be covered with a clean
cloth.
Should heavy rainfall be forecast, it is recommended that the canopy slit be taped up in order to
prevent water from gathering in the cockpit.
Should thunderstorms or heavy winds be forecast, the “Bee” should be tied down, preferably in front
of the horizontal tail fin and at the wing tips.
If hail is expected, the varnish can be protected against damage by covering the “Bee” with a large
tarp.
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REV. 0
CAUTION! SHOULD THE AIRCRAFT BE STORED AND/OR OPERATED IN AREAS WITH HIGH AT
MOSPHERIC HUMIDITY PAY SPECIAL ATTENTION TO EVENTUAL CORROSION OF METAL PARTS,
ESPECIALLY INSIDE THE WINGS. UNDER SUCH CIRCUMSTANCES IT IS NECESSERY TO REPLACE THE
SPOILERS’ AIRBRAKES’ CONNECTOR ROD EVERY 2 YEARS.
CAUTION! MAKE SURE THE CABIN IS CLOSED AND LOCKED EVERYTIME YOU LEAVE THE AIR
CRAFT AS OTHERWISE THE FRAME CANOPY FRAME MAY NO LONGER FIT THE FUSELAGE AFTER A
WHILE AS PLEXIGLASS AND FIBER HAVE SIGNIFICANTLY DIFFERENT STRETCH COEFICIENTS.
Cleaning
Use pure water and a soft piece of cloth to clean the aircraft’s exterior. If you are unable to remove
certain spots, consider using mild detergents. Afterwards, rinse the entire surface thoroughly.
Lexan glass surfaces are protected by an anti-scratch layer on the outside and an anti-fog coating on
the inside of the cabin. Always use pure water only to clean the glass surfaces, not to damage thiese
protection layers and coatings.
To protect the aircraft’s surface (excluding glass surfaces) from the environmental contaminants,
use best affordable car wax.
Keeping your aircraft in perfect shape
Precautions
1) DO NOT USE ANY aggressive cleaning solutions and organic solvents, also the window cleaning
spray, benzene, acetone, aggressive shampoos etc.
2) If you must use an organic solvent (acetone) on small areas to remove certain glue leftovers
or similar, the surface in question MUST be polished thereafter. The only section where polishing
should be avoided is the edge on the wing where the sealing gasket is applied.
3) When flying in regions with a lot of bugs in the air, you should protect the leading edges of the
airframe before flight (propeller, wings, tail) with Antistatic furniture spray cleaner: “Pronto (transparent), manufacturer: Johnson Wax (or anything equivalent) – Worldwide”, approximate price is only $3
USD / €3 EUR for a 300 ml spray bottle. Using such spray, do not apply it directly onto the wing but
into a soft cloth instead (old T-shirts are best).
4) After having finished with flight activity for the day, clean the leading edges of the airframe as
soon as possible with a lot of water and a drying towel (chamois, artificial leather skin). This will be
very easy to do if you applied a coat of Pronto before flight.
Detailed handling (Airframe cleaning instructions)
Every-day care after flight
Bugs, which represent the most of the dirt to be found on the airframe, are to be removed with clean
water and a soft mop (can be also drying towel, chamois, artificial leather skin).
To save time, soak all the leading edges of the airframe first. Make sure to wipe ALL of the aircraft
surface until it is completely dry at the end.
Clean the propeller and the areas with greasy spots separately using a mild car shampoo with wax.
www.pipistrel.si
REV. 0
CAUTION! DO NOT, UNDER ANY CIRCUMSTANCES ATTEMPT TO USE AGGRESSIVE CLEANING
SOLUTIONS, AS YOU WILL SEVERELY DAMAGE THE LACQUER, WHICH IS THE ONLY PROTECTIVE
LAYER BEFORE THE STRUCTURAL LAMINATE.
When using the aircraft in difficult atmospheric conditions (intense sunshine, dusty winds, coastline,
acid rains etc.) make sure to clean the outer surface even more thoroughly.
If you notice you cannot remove the bug-spots from the leading edges of the aircraft, this means the
lacquer is not protected any more, therefore it is necessary to polish these surfaces.
CAUTION! DO NOT, UNDER ANY CIRCUMSTANCES ATTEMPT TO REMOVE SUCH BUGSPOTS
WITH ABRASIVE SPONGES AND/OR ROUGH POLISHING PASTES.
Periodical cleaning of all outer surfaces with car shampoo
Clean as you would clean your car starting at the top and working your way downwards using a soft
sponge. Be careful not to use a sponge that was contaminated with particles e.g. mud, fine sand)
not to grind the surface. While cleaning, do soak the surface and the sponge many, many times. Use
a separate sponge to clean the bottom fuselage, as is it usually more greasy than the rest of the airframe. When pouring water over the airframe, be careful not to direct it over the fuel reservoir caps,
wing-fuselage joining section, parachute rescue system straps and cover, pitot tube, tail static probe
and engine covers.
Always water the shampooed surfaces again before they become dry! Thereafter, wipe the whole of
the aircraft dry using a drying towel, chamois or artificial leather skin.
Also, clean the Mylar wing and tail control surfaces gaskets. Lift the gaskets gently and insert ONE
layer of cloth underneath, then move along the whole span of the gasket. Ultimately, you may wish
to apply Teflon grease (in spray) over the area where the gaskets touch the control surfaces.
Polishing by hand
Use only the highest quality polishing pastes WITHOUT abrasive grain, such as Sonax Extreme no.1
or similar. Start polishing on a clean, dry and cool surface, never in the sunshine!
Machine polishing requires more skills and has its own particularities, therefore it is recommended
to leave it to a professional.
Cleaning the Plexy-glass transparent surfaces
It is most important to use really clean water (no cleaning solutions are necessary) and a really clean
drying towel (always use a separate towel ONLY for the glass surfaces). Should the glass surfaces be
dusty, remove the dust first by puring water (not spraying!) and gliding your hand over the surface.
Using the drying towel, simply glide it over the surface, then squeeze it and soak it before touching the glass again. If there are bugs on the windshield, soak them with plenty of water first, so less
wiping is necessary. Ultimately, dry the whole surface and apply JT Plexus Spray ($10 USD / €10 EUR
per spray) or at least Pronto antistatic (transparent) spray and wipe clean with a separate soft cotton
cloth.
www.pipistrel.si
REV. 0
www.pipistrel.si
Appendix
REV. 0
Appendix
Conversion tables
Bee motorglider checklist
www.pipistrel.si
Appendix
REV. 0
Conversion tables
kilometers per hour (km/h) - knots (kts) - metres per sec. (m/s)
km/h
kts
m/s
km/h
kts
m/s
km/h
kts
m/s
1,853
1
0,37
63,00
34
18,34
124,16
67
36,15
3,706
2
1,07
64,86
35
18,88
126,01
68
36,69
5,560
3
1,61
66,71
36
19,42
127,87
69
37,23
7,413
4
2,15
68,56
37
19,96
129,72
70
37,77
9,266
5
2,69
70,42
38
20,50
131,57
71
38,31
11,11
6
3,23
72,27
39
21,04
133,43
72
38,86
12,97
7
3,77
74,12
40
21,58
135,28
73
39,39
14,82
8
4,31
75,98
41
22,12
137,13
74
39,93
16,67
9
4,85
77,83
42
22,66
198,99
75
40,47
18,53
10
5,39
79,68
43
23,20
140,84
76
41,01
20,38
11
5,93
81,54
44
23,74
142,69
77
41,54
22,23
12
6,47
83,39
45
24,28
144,55
78
42,08
24,09
13
7,01
85,24
46
24,82
146,40
79
42,62
25,94
14
7,55
87,10
47
25,36
148,25
80
43,16
27,79
15
8,09
88,95
48
25,90
150,10
51
43,70
29,65
16
8,63
90,80
49
26,44
151,96
82
44,24
31,50
17
9,17
92,66
50
26,98
153,81
83
44,78
33,35
18
9,71
94,51
51
27,52
155,66
84
45,32
35,21
19
10,25
96,36
52
28,05
157,52
85
45,86
37,06
20
10,79
98,22
53
28,59
159,37
86
46,40
38,91
21
11,33
100,07
54
29,13
161,22
87
46,94
40,77
22
11,81
101,92
55
29,67
163.08
88
47,48
42,62
23
12,41
103,77
56
30,21
164,93
89
48,02
44,47
24
12,95
105,63
57
30,75
166,78
90
48,56
46,33
25
13,49
107,48
58
31,29
168,64
91
49,10
48,18
26
14,03
109,33
59
31,83
170,49
92
49,64
50,03
27
14,56
111,19
60
32,37
172,34
93
50,18
51,80
28
15,10
113,04
61
32,91
174,20
94
50,12
53,74
29
15,64
114,89
62
33,45
176,05
95
51,26
55,59
30
16,18
116,75
63
33,99
177,90
96
51,80
57,44
31
16,72
118,60
64
34,53
179,76
97
52,34
59,30
32
17,26
120,45
65
35,07
181,61
98
52,88
61,15
33
17,80
122,31
66
35,61
183,46
99
53,42
www.pipistrel.si
Appendix
REV. 0
knots (kts) - metres per second (m/s)
0
10
20
30
40
50
60
70
80
90
0
0
0,51
10,28
25,43
20,57
25,72
30,86
36,00
41,15
46,30
1
0,51
5,65
10,80
15,94
21,09
26,23
31,38
36,52
41,67
46,81
2
1,02
6,17
11,31
16,46
21,60
26,75
31,89
37,04
42,18
47,32
3
1,54
6,66
11,83
16,97
22,12
27,26
32,41
37,55
42,69
47,84
4
2,05
7,20
12,34
17,49
22,63
27,76
32,92
38,06
43,21
48,35
5
2,57
7,71
12,86
18,00
23,15
28,29
33,43
38,58
43,72
48,87
6
3.08
8,23
13,37
18,52
23,66
28,80
33,95
39,09
44,24
49,38
7
3,60
8,74
13,89
19,03
24,17
29,32
34,46
39,61
44,75
49,90
8
4,11
9,26
14,40
19,54
24,69
29,83
34,98
40,12
45,27
50,41
9
4,63
9,77
14,91
20,06
25,20
30,35
35,49
40,64
45,78
50,90
metres per second (m/s) - feet per minute (100 ft/min)
m/sec.
100
ft/min
m/sec.
100
ft/min
m/sec.
100
ft/min
0,50
1
1,96
10,66
21
41,33
20,82
41
80,70
1,01
2
3,93
11,17
22
43,30
21,33
42
82,67
1,52
3
5,90
11,68
23
45,27
21,84
43
84,64
2,03
4
7,87
12,19
24
47,24
22,35
44
86,61
2,54
5
9,84
12,75
25
49,21
22,86
45
88,58
3,04
6
11,81
13,20
26
51,18
23,36
46
90,53
3,55
7
13,78
13,71
27
53,15
23,87
47
92,52
4,06
8
15,74
14,22
28
55,11
24,38
48
94,48
4,57
9
17,71
14,73
29
57,08
24,89
49
96,45
5,08
10
19,68
15,24
30
59,05
25,45
50
98,42
5,58
11
21,65
15,74
31
61,02
25,90
51
100,4
6.09
12
23,62
16,25
32
62,92
26,41
52
102,3
6,60
13
25,51
16.76
33
64,96
26,92
53
104,3
7,11
14
27,55
17,27
34
66,92
27,43
54
106,2
7,62
15
29,52
17,78
35
68,89
27,94
55
108,2
8,12
16
31,49
18,28
36
70,86
28,44
56
110,2
8,63
17
33,46
18,79
37
72,83
28,95
57
112,2
9,14
18
35,43
19,30
38
74,80
29,46
58
114,1
9,65
19
37,40
19,81
39
76,77
29,97
59
116,1
10,16
20
39,37
20,32
40
78,74
30,48
60
118,1
www.pipistrel.si
Appendix
REV. 0
ICAN (international comitee for air navigation)
temperatures, relative pressure, relative density and
CAS to TAS correction factors as related to altitude
Altitude
feet
metres
Temperature
°C
°F
Relative
pressure
Relative
density
Cor. factors
-2.000
-610
18,96
66,13
1,074
1,059
0,971
-1
-305
16,98
62,56
1,036
1,029
0,985
0
0
15
59
1
1
1
1.000
305
13,01
55,43
0,964
0,971
1,014
2.000
610
11,03
51,86
0,929
0,942
1,029
3.000
914
9,056
48,30
0,896
0,915
1,045
4.000
1219
7,075
44,73
0,863
0,888
1,061
5.000
1524
5,094
41,16
0,832
0,861
1,077
6.000
1829
3,113
37,60
0,801
0,835
1,090
1.000
2134
1,132
34,03
0,771
0,810
1,110
8.000
2438
-0,850
30,47
0,742
0,785
1,128
9.000
2743
-2,831
26,90
0,714
0,761
1,145
10.000
3090
-4,812
23,33
0,687
0,738
1,163
11.000
3353
-6,793
19,77
0,661
0,715
1,182
12.000
3658
-8,774
16,20
0,635
0,693
1,201
13.000
3916
-10,75
12,64
0,611
0,671
1,220
14.000
4267
-12,73
9,074
0,587
0,649
1,240
15.000
4572
-14,71
5,507
0,564
0,629
1,260
16.000
4877
-16,69
1,941
0,541
0,608
1,281
17.000
5182
-18,68
-1,625
0,520
0,589
1,302
www.pipistrel.si
Appendix
REV. 0
metres (m) to feet (ft) conversion table
metres
(m)
feet
(ft)
metres
(m)
feet
(ft)
metres
(m)
feet
(ft)
0,304
1
3,280
10,36
34
111,5
20,42
67
219,81
0,609
2
6,562
10,66
35
114,8
20,72
68
223,09
0,914
3
9,843
10,97
36
118,1
21,03
69
226,37
1,219
4
13,12
11,27
37
121,3
21,33
70
229,65
1,524
5
16,40
11,58
38
124,6
21,64
71
232,94
1,828
6
19,68
11,88
39
127,9
21,91
72
236,22
2,133
7
22,96
12,19
40
131,2
22,25
73
239,50
2,438
8
26,24
12,49
41
134,5
22,55
74
242,78
2,743
9
29,52
12,80
42
137,7
22,86
75
246,06
3,048
10
32,80
13,10
43
141,1
23,16
76
249,34
3,352
11
36,08
13,41
44
144,3
23,46
77
252,62
3,657
12
39,37
13,71
45
147,6
23,77
78
255,90
3,962
13
42,65
14,02
46
150,9
24,07
79
259,18
4,267
14
45,93
14,32
47
154,1
24,38
80
262,46
4,572
15
49,21
14,63
48
157,4
24,68
81
265,74
4,876
16
52,49
14,93
49
160,7
24,99
82
269,02
5,181
17
55,77
15,24
50
164,1
25,29
83
272,31
5,48
18
59,05
15,54
51
167,3
25,60
84
275,59
5,791
19
62,33
15,84
52
170,6
25,90
85
278,87
6,096
20
65,61
16,15
53
173,8
26,21
86
282,15
6,400
21
68,89
16,45
54
177,1
26,51
87
285,43
6,705
22
72,17
16,76
55
180,4
26,82
88
288,71
7,010
23
75,45
17,06
56
183,7
27,12
89
291,99
7,310
24
78,74
17,37
57
187,0
27,43
90
295,27
7,620
25
82,02
17,67
58
190,2
27,73
91
298,55
7,948
26
85,30
17,98
59
193,5
28,04
92
301,83
8,220
27
88,58
18,28
60
196,8
28,34
93
305,11
8,530
28
91,86
18,59
61
200,1
28,65
94
308,39
8,830
29
95,14
18,89
62
203,4
28,90
95
311,68
9,144
30
98,42
19,20
63
206,6
29,26
96
314,96
9,448
31
101,7
19,50
64
209,9
29,56
97
318,24
9,750
32
104,9
19,81
65
213,2
29,87
98
321,52
10,05
33
108,2
20,12
66
216,5
30,17
99
324,80
www.pipistrel.si
Appendix
REV. 0
air pressure as related to altitude
altitude (m)
pressure (hPa)
pressure (inch
Hg)
altitude (m)
pressure (hPa)
pressure (inch
Hg)
-1000
1139,3
33,6
1300
866,5
25,6
-950
1132,8
33,5
1350
861,2
25,4
-900
1126,2
33,3
1400
855,9
25,3
-850
1119,7
33,1
1450
850,7
25,1
-800
1113,2
32,9
1500
845,5
25,0
-750
1106,7
32,7
1550
840,3
24,8
-700
1100,3
32,5
1600
835,2
24,7
-650
1093,8
32,3
1650
830
24,5
-600
1087,5
32,1
1700
824,9
24,4
-550
1081,1
31,9
1750
819,9
24,2
-500
1074,3
31,7
1800
814,8
24,1
-450
1068,5
31,6
1850
809,8
23,9
-400
1062,3
31,4
1900
804,8
23,8
-350
1056,0
31,2
1950
799,8
23,6
-300
1049,8
31,0
2000
794,9
23,5
-250
1043,7
30,8
2050
790,0
23,3
-200
1037,5
30,6
2100
785,1
23,2
-150
1031,4
30,5
2150
780,2
23,0
-100
1025,3
30,3
2200
775,3
22,9
-50
1019,3
30,1
2250
770,5
22,8
0
1013,3
29,9
2300
165,7
22,6
50
1007,3
29,7
2350
760,9
22,5
100
1001,3
29,6
2400
756,2
22,3
150
995,4
29,4
2450
751,4
22,2
200
989,4
29,2
2500
746,7
22,1
250
983,6
29,0
2550
742,1
21,9
300
977,7
28,9
2600
737,4
21,8
350
971,9
28,7
2650
732,8
21,6
400
966,1
28,5
2700
728,2
21,5
450
960,3
28,4
2750
723,6
21,4
500
954,6
28,2
2800
719
21,2
550
948,9
28,0
2850
714,5
21,1
600
943,2
27,9
2900
709,9
21,0
650
937,5
27,7
2950
705,5
20,8
700
931,9
27,5
3000
701,0
20,7
750
926,3
27,4
3050
696,5
20,6
800
920,0
27,2
3100
692,1
20,4
850
915,2
27,0
3150
687,7
20,3
900
909,0
26,9
3200
683,3
20,2
950
904,2
26,7
3250
679,0
20,1
1000
898,7
26,5
3300
674,6
19,9
1050
893,3
26,4
3350
670,3
19,8
www.pipistrel.si
Appendix
REV. 0
ICAO standard atmosphere
h
h
T
T
g
(kgs2/m4)
(kg/m4)
d
1/S d
Vs
(m2/s)
1,124
0,137
1,347
1,099
0,957
344,2
13,4
11484
1,111
0,136
1,335
1,089
0,958
343,9
13,5
835
11351
1,098
0,134
1,322
1,079
0,962
343,5
13,6
1,015
825,3
11220
1,085
0,133
1,310
1,069
0,967
343,1
13,7
291,9
1,013
815,7
11090
1,073
0,132
1,297
1,058
0,971
342,7
13,8
18,2
291,2
1,011
806,2
10960
1,060
0,131
1,285
1,048
0,976
342,4
13,9
-1312
17,6
290,6
1,009
796,8
10832
1,048
0,129
1,273
1,039
0,981
342
14,0
300
-984
16,9
289,9
1,006
787,4
10705
1,036
0,128
1,261
1,029
0,985
341,6
14,1
200
-656
16,3
289,3
1,004
779,2
10580
1,024
0,127
1,249
1,019
0,990
341,2
14,3
100
-328
15,6
288,6
1,002
769,1
10455
1,011
0,126
1,237
1,009
0,995
340,9
14,4
0
0
15
288
1
760
10332
1
0,125
1,225
1
1
340,5
14,5
100
328
14,3
287,3
0,997
751,0
10210
0,988
0,123
1,213
0,990
1,004
340,1
14,6
200
656
13,7
286,7
0,995
742,2
10089
0,976
0,122
1,202
0,980
1,009
339,7
14,7
300
984
13,0
286,0
0,993
133,4
9970
0,964
0,121
-1,191
0,971
1,014
339,3
14,8
400
1312
12,4
285,4
0,991
724,6
9852
0,953
0,120
1,179
0,962
1,019
338,9
14,9
500
1640
11,1
284,7
0,988
716,0
9734
0,942
0,119
1,167
0,952
1,024
338,5
15,1
600
1969
11,1
284,1
0,986
707,4
9617
0,930
0,117
1,156
0,943
1,029
338,1
15,2
700
2297
10,4
283,4
0,984
699,0
9503
0,919
0,116
1,145
0,934
1,034
337,8
15,3
800
2625
9,8
282,8
0,981
690,6
9389
0,908
0,115
1,134
0,925
1,039
337,4
15,4
900
2953
9,1
282,1
0,979
682,3
9276
0,897
0,114
1,123
0,916
1,044
337
15,5
1000
3281
8,5
281,5
0,977
674,1
9165
0,887
0,113
1,112
0,907
1,049
336,6
15,7
1100
3609
7,8
280,8
0,975
665,9
9053
0,876
0,112
1,101
0,898
1,055
336,2
15,8
1200
3937
7,2
280,2
0,972
657,9
8944
0,865
0,111
1,090
0,889
1,060
335,8
15,9
1300
4265
6,5
279,5
0,970
649,9
8835
0,855
0,110
1,079
0,880
1,065
335,4
16,0
1400
4593
5,9
278,9
0,968
642,0
8728
0,844
0,109
1,069
0,872
1,070
335
16,2
1500
4921
5,2
278,2
0,966
634,2
8621
0,834
0,107
1,058
0,863
1,076
334,7
16,3
1600
5249
4,6
277,6
0,963
626,4
8516
0,824
0,106
1,048
0,855
1,081
334,3
16,4
1700
5577
3,9
276,9
0,961
618,7
8412
0,814
0,106
1,037
0,846
1,086
333,9
16,6
1800
5905
3,3
276,3
0,959
611,2
8309
0,804
0,104
1,027
0,838
1,092
333,5
16,7
1900
6234
2,6
275,6
0,957
603,7
8207
0,794
0,103
1,017
0,829
1,097
333,1
16,9
2000
6562
2
275
0,954
596,2
8106
0,784
0,102
1,006
0,821
1,103
332,7
17,0
2100
6890
1,3
274,3
0,952
588,8
8005
0,774
0,101
0,996
0,813
1,108
332,3
17,1
2200
7218
0,7
273,7
0,950
581,5
7906
0,765
0,100
0,986
0,805
1,114
331,9
17,3
2300
7546
0,0
273,0
0,948
574,3
7808
0,755
0,099
0,976
0,797
1,120
331,5
17,4
2400
7874
-0,6
272,4
0,945
576,2
7710
0,746
0,098
0,967
0,789
1,125
331,1
17,6
2500
8202
-1,2
271,7
0,943
560,1
7614
0,736
0,097
0,957
0,781
1,131
330,7
17,7
2600
8530
-1,9
271,1
0,941
553,1
7519
0,727
0,096
0,947
0,773
1,137
330,3
17,9
2700
8858
-2,5
270,4
0,939
546,1
7425
0,718
0,095
0,937
0,765
1,143
329,9
18,0
2800
9186
-3,2
269,8
0,936
539,3
7332
0,709
0,094
0,928
0,757
1,149
329,6
18,2
2900
9514
-3,8
269,1
0,934
532,5
7239
0,700
0,093
0,918
0,749
1,154
329,2
18,3
(m)
(ft)
(°C)
(°K)
-1000
-3281
21,5
294,5
-900
-2953
20,8
-800
-2625
-700
T/T0
p
p
(mmHg)
(kg/m2)
1,022
854,6
11619
293,8
1,020
844,7
20,2
293,2
1,018
-2297
19,5
292,5
-600
-1969
18,9
-500
-1640
400
p/p0
r
n*106
CHECKED
CLOSED and LOCKED
Canopy
Flight controls
RETRACTED
RPM within limits
VERIFIED
2500 / 3500 RPM
ENGAGE
ON
VERIFY ON
AS REQUIRED
IDLE OR AS REQUIRED
CLEAR
AVIONIS ON AND SET
CHECKED
EXTENDED (UP)
ON
T POSITION
APPLIED
FASTENED
SET
CLOSED and LOCKED
PERFORMED
Spoilers
Before takeoff
Engine & Propeller check
Magneto RPM drop
Warm up at
After start-up
Starter button
Ignition
Master switch
Primer
Throttle
Area around propeller
Engine start-up
COM, NAV
Instruments
Propulsion unit
Master switch
Flaps
Brakes
Seat belts
Rudder pedals & head rest position
Canopy
Fuel system drain
Before start-up
fold here
fold here
Cannopy
Fuel valves (if present)
Master switch
Ignition
Flaps
Brakes
Shutdown
CLOSED and LOCKED
CLOSED
OFF
OFF
-5°
APPLIED
AS REQUIRED
+10 ° POSITION
Flaps
Spoilers
DOWN
AS REQUIRED
SET
+5° POSITION
Gear
Landing
Spoilers
Instruments
Flaps
Propulsion unit
RETRACTED (DOWN)
UP
Gear
Descent - Approach
UP (0°)
SET
Flaps
Elevator trim
After takeoff (50m / 150 ft)
NEUTRAL
FULL AFT POSITION BEFORE FULL POWER
Control stick
+5° POSITION
Elevator trim
Flaps
Bee motorglider checklist
www.pipistrel.si
REV. 0
www.pipistrel.si
REV. 0
Warranty statement
Warranty applies to individual parts and components only.
The warranty does not include costs related to the transport of the product, goods and spare parts as
well as costs related to the merchandise’ temporary storage. Pipistrel d.o.o. does not offer guarantee for
the damage caused by every day use of the product or goods. Pipistrel d.o.o. does not guarantee for the
lost profit or other financial or non-financial damage to the client, objects or third party individuals .
Warranty voids:
- in case that the customer has not ratified the General Terms of ownership with his/her signature;
- in case the aircraft or the equipment is not used according to the Pipistrel d.o.o.’s instructions or
aircraft’s manual and eventual supplemental sheets;
- in case when the original additional and/or spare parts are replaced with non-original parts;
- in case additional equipment is built-in without Pipistrel d.o.o.’s prior knowledge;
- in case the purchased goods were changed or modified in any way;
- in case when the defect is caused by user’s deficient maintenance, inappropriate care and/or cleaning,
user’s negligent handling, user’s inexperience, due to use of product and/or its individual parts or
components in inadequate conditions, due to prolonged use of the product or goods, due to product
and/or parts’ over-stressing (even for a short duration), due to the fact a repair was not carried out
neither by Pipistrel d.o.o. nor by its authorised personnel;
- in case parts that become worn out by every day use (e.g. the covers, pneumatics, electric instruments,
electric installation, bonds and bindings, cables, brake plates, capacitors, cooling devices, various pipes,
spark-plugs, exhaust systems…)
- the owner must ensure regular engine check-outs and maintenance. Some maintenance works that
are demanded by the engine manufacturer must be carried out at Hirth’s authorised service centres.
In case the written above is not fulfilled, warranty voids.
Pipistrel d.o.o. Ajdovščina
podjetje za alternativno letalstvo
Goriška cesta 50a
SI-5270 Ajdovščina
Slovenija
tel: +386 (0)5 3663 873
fax: +386 (0)5 3661 263
e-mail: info@pipistrel.si
www.pipistrel.si

Apis/Bee Flight manual and Maintenance manual

Transcription

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