C42 Operators Manual |Full Fb2

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BM 68 Manufacturer: Aviation Hangar 6 Wolverhampton Halfpenny Green Airport. The C42 aircraft is a Microlight, conforming to the definition within BCAR Section S, 1999. To operate the aircraft the pilot must hold at least a minimum of a Microlight PPL. The aircraft is not to be flown unless it is registered, carries registration markings in accordance with the CAA requirements, and has a valid Permit to Fly. C42 Owner’s Manual (Microlight) Page 7. The effectiveness of the system for the safe recovery of the aeroplane has not been demonstrated. C42 Owner’s Manual (Microlight) Page 8. It is imperative that this procedure is followed otherwise serious injury or death may result. C42 Owner’s Manual (Microlight) Page 10. Taxiing is simple; the turning radius of the C42 is small, and the aircraft handles cross winds during taxiing very well. When taxiing with a strong tail wind, hold the control stick firmly in the neutral position. Spinning C42 Owner’s Manual (Microlight) Page 12. Avoid “fully holding off” before touchdown as drift angle increases and airspeed decays, the control authority also reduces. C42 Owner’s Manual (Microlight) Page 13. Remember - KEEP FLYING THE AIRCRAFT AT ALL TIMES. C42 Owner’s Manual (Microlight) Page 14. C42 Owner’s Manual (Microlight) Page 15. Data placard and weight and balance document. Pre flight check list. Tachometer Cylinder head temp.Oil pressure gauge Oil temperature gauge C42 Owner’s Manual (Microlight) Page 16. For operation at weights over 450kg, the forward limit is 366mm aft of datum. This is a limitation to remain within tested nose wheel loads. C42 Owner’s Manual (Microlight) Page 17. Oil and coolant levels normal. No usable fuel. Note: Remaining within the maximum Take-off Weight (MTOW) of 450 kg (or 472.5kg with appropriate modifications fitted) is the pilot’s responsibility. C42 Owner’s Manual (Microlight) Page 18. CARB ICING AND VAPOUR LOCK MORE LIKELY C42 Owner’s Manual (Microlight) Page 22.
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Best glide angle 11:1 C42 FB 100 (Rotax 912S, 100 hp) Take off distance, to clear 15m fence 205metres Max.However, since some of its systems differ from those found on conventional aircraft; this section should be studied before dismantling, repair or inspection. Both fuel tanks are inter-connectable so fitting an additional tank doubles the capacity to 100 litres or 130 litres. This capacity is placarded next to the filler cap. If the trim runs away to one extreme or fails in one position, no undue stick force is required to maintain control. C42 Owner’s Manual (Microlight) Page 29. C42 Owner’s Manual (Microlight) Page 30. Great care must be exercised in this case to ensure that the engine cannot be started accidentally. Normally remove the spark plugs’ caps. C42 Owner’s Manual (Microlight) Page 31. When on the ground the handle is secured against accidental activation by a small padlock, the key for which should be attached to the aircraft master key. C42 Owner’s Manual (Microlight) Page 32. Please refer to your propeller operating manual. C42 Owner’s Manual (Microlight) Page 33. Check rudder cable tension, 25 to 35 kgf. Check aileron cable tension, 18 to 24 kgf Change the fuel filter. Check stub axles for cracks. Check seat support tube cannot rotate. C42 Owner’s Manual (Microlight) Page 34. Alternatively apply a small patch of self-adhesive material. For larger areas of damage, consult the importers, Red Aviation. In the event of technical problems, contact Red-Air. C42 Owner’s Manual (Microlight) Page 35. If both wings are in the folded back position the C42 can be easily moved by one person into a small hangar space. Then push in the spring loaded pins by squeezing the split sleeve. C42 Owner’s Manual (Microlight) Page 37. Secure the strut bottom with the bungee attached to the wing root. Step 26.Fold back the right wing according to steps 1 to 25. C42 Owner’s Manual (Microlight) Page 38. It is not permissible to remove just one door.
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Ensure when flying with the doors removed that there are no loose items, take special care to check under the seats. C42 Owner’s Manual (Microlight) Page 40. C42 Owner’s Manual (Microlight) Page 41. C42 Owner’s Manual (Microlight) Page 43. The described options of the C42 Series use are certified for Germany and have been tested in Germany. Please note that for using the C42 Series as a towplane for towing gliders, towing aerial signs or decanting sky divers, different regulations may apply in different countries. Please contact your local authorities for further clarification. POH C42 Series Issue-4 Rev.3 24.01.2013 Page 2 of 92 RECORD OF MANUAL REVISIONS No. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 4 of 92 C42 Series Pilot Operating Handbook Introduction C42 series aircraft are built in compliance with the airworthiness requirements of various countries and are certified as Microlight, Ultralight, Advanced Ultralight and Light Sport Aircraft. To operate the aircraft the pilot must hold a license or certificate appropriate to this category of aircraft. The aircraft is not to be flown unless it is registered, carries registration markings in accordance with the requirements of the country in which the aircraft is to be flown, and has a Permit to Fly or certificate of Airworthiness valid in the country of operation. The aircraft is to be flown under daytime VFR conditions. Flight in conditions other than daytime VFR without the correct aircraft equipment and pilot ratings is extremely dangerous and can result in serious injury or death. Pilots holding licences for other categories, even higher ones, are required to be checked out by an appropriately qualified instructor prior to flying this aircraft as it possesses characteristics that are unique to light sport type aircraft. These characteristics include low inertia, susceptibility to turbulence and wind gradient and special engine considerations.
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The safety of all occupants, the aircraft and persons on the ground are the sole responsibility of the Pilot in command. Do not operate this aircraft in a manner that would endanger the occupants, the aircraft or persons on the ground. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 5 of 92 C42 Series Pilot Operating Handbook Bear in mind that the engines used in C42 aircraft are not certified aviation engines and thus may not offer the same safety standards found in other classes of aircraft. Prepare your flight so that you can always reach an emergency landing area should you experience engine failure. On cross country flights, ALWAYS keep an emergency landing field in sight. Changes to the control system, structure, wings and engine are prohibited. These changes would invalidate any certificate of airworthiness or permit to fly and as such would result in an insurance becoming null and void. All operating difficulties and equipment failures should be reported to your dealer or the manufacturer. For fire safety reasons, smoking is prohibited on board of the aircraft. Never move the prop with the ignition (MAG) switches on. Fuel type for four-stroke 912 UL and 912 ULS engine: Super leaded or unleaded (according to DIN EN 228 with max. 5 ethanol), AVGAS 100 LL or AVGAS UL91 To start the engine: OPEN Main fuel valve ON Electrical fuel pump IDLE Throttle OPEN Choke OFF Carburettor heat ON Ignition (both magnetos) CLEAR Propeller blade area ON Brakes CLOSED After engine starts, choke If the engine does not start, repeat the starting procedure. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 21 of 92 C42 SERIES Pilot Operating Handbook If the engine has been flooded, close main fuel valve, open the throttle to a half and start the engine. When the engine starts, quickly reduce the throttle to idle. A four-stroke engine requires a fairly long warm up period. The cylinder heads of the Rotax 912UL engine are liquid-cooled whereas the cylinder barrels are air-cooled.
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The coolant and oil systems are connected to one heat exchanger, thus the temperatures of both fluids adapt to each other. Due to heat exchange the oil also warms up faster during the run-up phase.Perform the MAG check at 4000 rpm. Rpm drop should not exceed 300 rpm with a maximum difference between MAGs of 115 rpm. In case your aircraft is equipped with a cowl flap, please refer to the instructions in the paragraph 4.9: when equipped with a cowl flap POH C42 Series Issue-4 Rev.3 07.02.2017 Page 22 of 92 C42 SERIES Pilot Operating Handbook 4 Flight Operations 4.1 Taxiing: The nose wheel steering is conventional and is directly connected to the rudder pedals. Push the right pedal to turn right. Push the left pedal to turn left. Taxiing is simple. The turning radius of the C-42 is small, and the plane handles cross wind during taxing very well. When taxiing with a strong tail wind, hold the control stick firmly in the neutral or nose-down position. Gently bring the throttle to full forward position, check tachometer. At full throttle, the tips of the propeller blades produce hard knocking sounds. Pull the stick slightly back during the initial roll. Retract flaps at a height of approx. 150 ft. This will cause a slight nose- heavy moment. After reaching a safe altitude the electrical fuel pump can be switched off. Slight right rudder is necessary to compensate both engine and propeller torque during climbing. Whenever possible, take-off into the wind. No special procedures are required. During the initial take-off phase, it is essential that the aircraft accelerate sufficiently in order to prevent stalling, should a sudden loss of power be experienced. Avoid obstructions. Using the flaps touch down at a low speed. The approach phase can be shortened by slipping. Before undertaking an emergency landing in rough terrain, turn off the fuel valve and the ignition.

In order to fly the aircraft comfortably, it should be trimmed to the desired airspeed with the throttle set for the appropriate rpm for horizontal flight. With the increase of airspeed, significantly less amount of rudder deflection is needed. In steep banks keep the nose and airspeed under control by means of the rudders and elevator. The engine cowling will be well above the horizon. When flown in this condition the aircraft is fully controllable. However, lateral altitude corrections must be done mainly with the rudder. If the aircraft is stalled slowly with the elevator in detent, it will enter into a stable stalled descent. Altitude loss can be up to 100 ft. By slightly releasing the elevator, airspeed will increase and the aircraft will return to horizontal flight. Maximum altitude loss is 250 ft. The aircraft reacts similarly in all flap positions. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 26 of 92 C42 SERIES Pilot Operating Handbook 4.6 Descent and landing Begin with your approach early enough in order to set the correct landing configuration without hurrying. Activate carburettor heat. The electrical fuel pump must be switched on. In order to be able to steeply approach short landing strips, use flap position 2 (landing). Moreover, the glide path can be effectively shortened by a sideslip. At the height of approximately 10 ft (3m) begin rounding out to the landing flair. Shut off all electrical accessories and radios before shutting down the engine. At lower altitudes it is best to land straight ahead without attempting any course corrections. Before attempting an emergency landing in rough terrain, turn off the fuel valve and switch off the ignition. When landing in a high vegetation (grain or similar) reduce speed directly above the vegetation by extending the flaps to position 2, pull stick fully aft and allow the aircraft to sink into the vegetation.

II Loss of engine power during cruising flight Cross-country flights should be planned to ensure that a suitable landing field could be reached in the case of a loss of the engine power. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 28 of 92 C42 SERIES Pilot Operating Handbook With sufficient altitude you may attempt to restart the engine, check: 1. Fuel valve OPEN 2. Magneto switches ON 3. Fuel SUFFICIENT 4. Fuel pump ON III Starting the engine in flight ON - both magneto switches ON - electrical fuel pump. OPEN - throttle OFF - carburettor heat - fire up engine using starter Maintaining airspeed to windmill the prop can help. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 29 of 92 C42 SERIES Pilot Operating Handbook 4.9 Using the optional cowl flap on the aircraft C42 If your aircraft is equipped with the cowl flap, you have a possibility to control the temperatures of your engine via manual adjustment of the cooling air. It works in C42 both for the oil and cylinder head temperature and coolant temperature due to the installed oil and water heat exchanger. Moreover, you can considerably shorten warm-up period by starting up the engine with a fully closed cowl flap. It does not only protect the engine but also saves fuel. Though, for a reasonable and secure handling of the cowl flap it is necessary to closely watch the oil and cylinder head temperature. Attention: If the cowl flap is closed the cooling air supply to the radiator will not be sufficient over a longer period, i.e. the oil and cylinder head temperature and coolant temperature will rise to an inadmissible range (the red warning light range). The cooling down of the cylinder head temperature to admissible and optimal temperatures can be supported by reducing the engine output and increasing the airspeed in descending. The functionality test of the cowl flap is made during pre-flight inspection. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 30 of 92 C42 SERIES Pilot Operating Handbook 4.
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10 Emergency procedures I Tipping due to lower speeds Reduce back pressure on the stick and lower the nose. Recover II Sideslip Set rudder in the opposite direction to a sideslip Reduce back pressure on stick III Spin Throttle to idle. Apply rudder opposite to the direction of rotation until the rotation will stop Reduce back pressure on stick Slowly pull aircraft up IV Spiral dive Set aileron and rudder opposite to the direction of rotation and pull back the stick slightly until a horizontal position will be taken. In calm weather conditions it can also be used to try to land the aircraft. If in doubt, deploy the parachute rescue system. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 31 of 92 C42 SERIES Pilot Operating Handbook VI Loss of aileron control Use the rudder to control the aircraft via yaw-induced rolling moments. If in doubt, deploy parachute rescue system. VII Loss of rudder control Controlling gentle turns is possible with the ailerons only. If possible, perform a field landing in a straight flight. VIII Carburettor fire Main fuel valve OFF Electrical fuel pump OFF Full throttle Sideslip Follow emergency landing procedures. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 32 of 92 C42 SERIES Pilot Operating Handbook 5 Ground Handling 5.1 Towing Manual moving of the aircraft is accomplished by using the tail struts upper connections as push points. Since there is no tow bar applicable at the nose gear, you have to press down the tail to raise the nose wheel off the ground. With the nose wheel clear of ground, the aircraft can be simply steered by pivoting it on the main wheels. 5.2 Hoisting The aircraft may be lifted with a hoist of at least 1000 lb (0.5 tons) capacity by using T-support ceiling hangers. Use suitable spring snap hooks for the three designated mounting points on the cabin roof. Caution: Do not set parking brakes during cold weather (when accumulated moisture may freeze the brakes) or when brakes are overheated. 5.

4 Tie-Down When parking the aircraft outdoors, nose into the wind if possible. Set parking brakes or block wheels with brake pads. Use ropes or belts (no chains, wire or steel cables) and fasten them to the tie down points (upper end of the front wing struts). Then secure them to the ground anchors. Additionally, mount a rope or strap between the engine cowling and propeller spinner and secure to another ground anchor. The control stick must be secured with the help of the safety belt in a fully retracted position. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 34 of 92 C42 SERIES Pilot Operating Handbook Tie-Down Point at the Upper Front Strut Area Tie-Down Point between the Engine Cowling and Propeller Spinner POH C42 Series Issue-4 Rev.3 07.02.2017 Page 35 of 92 C42 SERIES Pilot Operating Handbook 6 Minimum equipment - Four point harness for each seat - Airspeed indicator with correct colour coding - Altimeter with Kolsmann window - Compass - Tachometer - Cooling liquid temperature gauge - Oil temperature gauge - Oil pressure gauge - Fuel gauge - Generator charge control - Data placard - - Pilot’s operating handbook - - Parachute rescue system - Checklist 7 Dimensions Cf.The center of gravity is measured in mm or inches in relation to the reference datum and then calculated as a percentage of the wing chord.Should the chute get wet, it must be aired and repacked. There is a time limit on the use of the rocket cartridge in rocket deployed systems. Before taking off, remove the system safety pin. After landing secure the system with the safety pin. The figures given are valid for a MTOW of 793 lbs (360 kg) flown solo and 1041 lbs (472.5 kgs) with two persons on board. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 44 of 92 C42 SERIES Pilot Operating Handbook 13 Attaching the wings 13.

1 Attaching the wings to the fuselage The wings are attached to the fuselage as follows: Step 1 Bring the wing main strut into a correct position to the wing by means of attaching the auxiliary struts in the receptacles on the front and rear wing spar. Step 2 Grip the main strut and raise the wing tip. Step 3 Turn the wing into a horizontal position, keeping the wing tip slightly higher than the wing root. Step 4 Slowly push the wing against fuselage and wing spar brackets. Step 5 Before pushing against the spar brackets, look for the slideway at the rear spar intake so that to lead the rear wing spar in the locking position. When the retaining bolt is touched, rotate the right wing slightly clockwise (the left wing must be rotated counter- clockwise). By moving slightly upwards, the rear wing spar will lock into the retaining bolt and the front wing spar will take position under the retaining bolt of the front wing tube holder. Push the front wing spar against the bracket while slightly lowering the wing tip. The front wing spar will lock into the retaining bolt. At the same time, launch the lower end of the wing support in the square cross-frame. Carefully check that both wing spars have properly locked into place. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 45 of 92 C42 SERIES Pilot Operating Handbook Step 6 Attention and now immediately 1 insert mounting bolts into the front wing spar bracket 2 insert mounting bolts into the rear wing spar bracket 3 insert toggle bolt into the square cross-frame spar to secure the wing support 4 all three bolts must be secured with the ring pins! 5 lift the wing and check that the wing support is fixed by the toggle bolt really reliable. Repeat Step 1 to 6 for the other wing. Remove any aileron locks used. Step 7 attach right and left aileron push rods to the see-saw connection. Carefully assure that the slide mechanism of the special ball-joint connectors is in completely closed position.

Step 1 Lift right wing at the wing tip, rotate slightly to unlock first the forward wing spar and then the rear one. Step 2 Draw the wing back off the fuselage until the stop ring on the slide tube is reached. Step 4 Swing the wing tip back. Step 5 Place the wing tip on to the retainer bracket on the empennage. Repeat steps 1 to 5 for the left wing. POH C42 Series Issue-4 Rev.3 07.02.2017 Page 47 of 92 C42 SERIES Pilot Operating Handbook 14 Pre-flight inspection Before each flight the pilot must carry out a visual inspection of the aircraft. 14.1 Engine ? Check propeller and spinner for damage and security. Check cowling near the propeller for abrasion (sign of defective engine suspension or improper cowling attachment). Check for leakage under the engine cowling. Check cooling liquids and lubricants. Check secure attachment of the engine cowling. Check that coolers are clean (oil cooler, water cooler). Check air vents for blockage. Check NACA-intake for blockages 14.2 Landing gear ? Check secure attachment of all components (hub caps, brake cylinders, brake discs). Check for a visible deformation. Check air pressure in the gas-filled shock absorber (aircraft) level, pull aircraft down and release, gas-filled shock absorber must fully rebound). Check pressure and condition of tires POH C42 Series Issue-4 Rev.3 07.02.2017 Page 48 of 92 C42 SERIES Pilot Operating Handbook 14.3 Left wing ? Wing spar connections secured? ? Wing struts properly attached and secured? ? Auxiliary struts secured with quick-release fasteners? ? Pitot tube secured and free from dirt and water? ? Check aileron shift levers and push rods by opening the zippers on the wing bottom. Check condition of fabric covering (rips, etc.) ? Check profiled struts for secure attachment. Check wing tips and wing tube for deformation. Check attachment of ailerons and flaps. ?

Check the spring-loaded locks at the sliding sleeves for proper power transmission (they have to be locked properly at the front and rear end of the tubes). Check QR-Spades of the C42C and C42CS model for secure attachment and deformation. 14.4 Left side of fuselage. Check elevator shift lever through the baggage hatch in the. The increasing range of Pooleys Check Lists presently cover the Fixed and Rotary Wing Aircraft types detailed below and each contain clearly enumerated and defined pages for checks of Cockpit Preparation, External, Internal, Engine Start, Taxying, Power Pre-Take Off, Vital Actions, After Take Off, In Flight, Circuit Joining, Landing Shut Down and Emergencies. We recommend you upgrade to a newer version of Internet Explorer or switch to a browser like Firefox or Chrome. The Investigation found that only the C42 pilot had seen a conflicting aircraft and that they had then taken avoiding action which had mitigated the high risk of collision. The closest point of approach was recorded on radar as less than 100 feet vertically and less than 185 metres laterally. The near miss was categorised as an ICAO 'A' event.Both aircraft were operating VFR in good forward visibility. In reply, the FISO instructed the aircraft to squawk 7000 and freecall Farnborough Radar on a frequency provided. One minute later, at 3,500 feet QNH and prior to making the initial call to Farnborough, the Citation passed very close overhead the unseen C42. The Citation pilot stated that he had been routing towards the Mayfield VOR. As the two aircraft had approached each other, it was estimated that the Citation's speed was 240 knots and the C42's speed was 55 knots - a closing speed of almost 5nm per minute. The C42 pilot had subsequently called Farnborough Radar to report the AIRPROX and had then returned to the scene in order to squawk for Farnborough and allow the location to be recorded before continuing the training detail.

This pilot provided video evidence of the event to the Investigation - see the stills sequence reproduced below. The Investigation noted that UK Regulatory requirements prevent a FISO from utilising surveillance-derived data to provide traffic information when providing a Basic Service which since the Citation was VFR was the only type of service that could be offered.The ICAO Risk Category 'A' was assigned (an aircraft proximity in which serious risk of collision existed). No Safety Recommendations were made. Type: IKARUS C42. 2. 3. Developed by: BusTrainz. More manuals as a Download: Here you can find all manuals of simulators and other products and declarations of conformity. Browse the file by open the. 8 Jul 2013. for the aircraft IKARUS C 42 Series. Modell Nr. Three side view: IKARUS C42 Series. IKARUS. C42 SERIES Flight And Operators Manual. The Kverneland Ikarus S trailed sprayer is available in 2800 or 3800 litre tank capacity. Inspector approval codes A-A or A-M. Ikarus is a data solutions startup working on Cognitive Process Automation.The patient recliner lift GK IKARUS is a moveable stretcher lift with electric height adjustment and an exchangeable battery system. Product features: IKARUS. The IKARUS started it s life as an “integrated” amplifier 35 years ago, then evolved into. Ikarus 280 is an articulated urban bus produced by Hungarian bus manufacturer Ikarus from. The body is a semi-self-supporting with frame and engine with automatic or manual gearbox in the middle. Only second B axle is driven, meaning. We will be on the Comco Ikarus stand at AERO Friedrichshafen 5-8th April.Reload to refresh your session. Reload to refresh your session. Learn more - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab This amount is subject to change until you make payment.

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The trick, according to Paul, is to let go of the ratchet release lever as soon as the handle has cleared the gate-it will then slot into the first stage of flap and won't accidentally carry on. Once one stage of flap was deployed, we set power at 3,000 rpm and the speed settled at 58 knots, then, trim reset, it was time to go hands-off again. Wing-down proved the simplest approach and with the pilot's seat being so low to the ground, judging the flare was easy. A little more difficult was co-ordinating limbs during the ensuing touch-and-go. Pressing the stick-mounted PTT button to make a radio call was a bit beyond me this first time. Off we went again for several more circuits, each flown a little more precisely as the aircraft's controls became more familiar. Unlike some, it's not mounted to the engine frame or firewall, but directly to the main fuselage frame, a large diameter aluminium alloy tube running the length of the aircraft with triangulated alloy tube substructures bolted on-the bodywork hangs off these. This means that if the aircraft has a nose-heavy landing, not an uncommon occurrence for training and group aircraft, it's just the nosewheel assembly that needs checking, not the whole engine mount. The wings can be removed, taking about twenty minutes per wing, to occupy less hangar space or to put on a trailer. The biggest job is removing the top canopy fairing, while disconnecting the metal struts and spars is a simple job of removing cotter pins and locking clips. The struts stay with the wing, and there's no need for adjustment when reconnecting the flap and aileron push-rod operated controls. There's also a folding-wing version. The fabric covering the wings, tailplane and rudder is a lattice cloth called GT-foil, claimed to be resistant to ultraviolet light, and it fits tightly over aluminium tube frames. Upswept composite wingtips are an option and are said to give better low-speed control and reduce drag.