T67manual PDF

November 2004
Temporary Amendment No 10 to TP T67M200lFM
FIREFLY T67M200 PILOT'S NOTES INSERTION OF LEAVES
INSERT Page 1 of 3 Page 2 of 3 Page 3 of 3
- facing page P D-I (Supplement O) - facing page P D-2 (Supplement D) - facing page P D-3 (Supplement D)
TEMPORARY AMENDMENT RECORD SHEET
h i Record the incorporation of tstemporary amendment leaflet
THIS INSTRUCTION SHEET Complete the deta~ls below and return this complete sheet to Slingsby Aviation Ltd Technical Publications Department
Iacknowledge receipt of Temporary Amendment No 10 to T67M200IFM
Company:
GrAiih &mn~cuyt!cd!
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f ? S f ~ . < ;di!dn
Date:
z g . 7 .. .. d . ... .. . 0 . , .. , ,, 2....o ..., ,
PILOTS NOTES FIREFLY T67M200
PILOTS NOTES
rncorporatlng t h e CAA approved fl~ght manual
Registration : Constructors No.
TC-CBA 2030
CAA Approved Date: Au&t 1985 TP T67M200lFM
FIREFLY T67M200
C o p y r i g h t c 1985 S l i n g s b y A v i a t i o n PLC.
F i r s t p u b l i s h e d i n Great B r i t a i n b y S l i n g s b y A v i a t i o n PLC 1985 P u b l i s h e d & p r i n t e d i n G r e a t B r i t a i n by S l i n g s b y A v i a t i o n P i c .

I)
.
. $
may be reproduced, s t o r e d A l l . r i g h t s reserved. No p a r t a f t h i s . , ~ u b l i c a t i o n i n . a r e t r i e v a l system, . o r t r a n s m i t t e d i n any form o r by any means, e l e c t r o n i c , mechanical, photocopying, r e c o r d i n g or otherwise, w i t h o u t t h e pri'or p e r m i s s i o n o f t h e p u b l i s h e r s . ,
..
N o t h i n g i n t h i s Manual must be - t a k ~ nas superseding t h e L e g i s l a t i on, Rules Regulations, Procedures and I n f o r m a t i o n c o n t a i n e d i n t h e A i r N a v i g a t i o n Order, t h e A i r N a v i g a t i o n (General) R e g u l a t i o n s , Rules o f t h e A i r and A i r T r a f f i c C o n t r o l Regulations, t h e UK A i r P i l o t , NOTAMS or a e r o n a u t i c a l Information Circulars.
CAA Approved August 1985 TP .T67M200/FM
AVlATlCN PLC
PILOTS NOTES
FIREFLY T67M200
?ILOTS NOTES
- SLINGSBY FIREFLY T67M200

CO?(IEi~TS
Section 0 T i t l e Page Contents Notes t o Readers Index and Record o f Amendments Amendment H i g h l i g h t s L i s t o f Associ a t e d P u b l i c a t i o n s Section Section Section Section Section Section Section Section Section
k e ,
........................................................ .......................................................... ................................................. .................................... .............................................. ...................................

Leading P a r t i c u l a r s ana Dimensions L i m i t a t i o n s and P l a c a r d s N o r r a l Procedures Emergency Procedures Performance and F l i g h t P l a n n i n g Systems Layout, D e s c r i p t i o n and Use Handling C e n t r e o f G r a v i t y Computer and I l l u s t r a t i o n s Suppl enents
0-1 0-3 0-5 0-9 9-11 0-13
1 2
3
5
6
i
8
9
CAA Approved August 1985 TP .TSiMZOO/FM
1
1
INTENTIONALLY BLANK
NOTICE TO READERS Introduction

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1.
This manual i s produced by Slingsby A v i a t i o n L t d and incorporates t h e CAA approved f l i g h t manual; i t combines a l l airframe, engine, p r o p e l l e r , systems and handling i n f o r m a t i o n necessary f o r t h e o p e r a t i o n o f t h e F i r e f l y . The more d e t a i l e d i n f o r m a t i o n necessary f o r t h e maintenance o f t h e a i r c r a f t i s contained i n t h e r e l e v a n t maker's p u b l i c a t i o n s l i s t e d on Page 0-13. Sections 1 t o 4, p a r t s o f Sections 5 and 8 p l u s any CAA Supplements form t h e F l i g h t Manual and c a r r y CAA approval. Pages i n Sections 5 and 8 which a r e n o t s u b j e c t t o CAA approval have t h e words CAA Approved omitted from t h e page references.
Statement o f I n i t i a l C e r t i f i c a t i o n 2. This manual complies w i t h FAR 23 and B r i t i s h C i v i l A i r w o r t h i n e s s Requirements where required. Signed Date
-.
...........1. ,%.?be.. ...

DAI 2243/46
CAA Approval No
A u t h o r i t y o f t h i s Manual This manual forms p a r t o f t h e UK CAA documentation f o r t h e a i r c r a f t shown be1 ow and incorporates t h e CAA approved A i r c r a f t F l i g h t Manual a t Section 1 t o 4, p a r t s o f 5 and 8 p l u s any CAA Supplements: t h e l i m i t a t i o n s l i s t e d i n Section 2 must be observed as must any f u r t h e r l i m i t a t i o n s i n t h e CAA Supplements a t t h e end o f t h e manual. Check L i s t s 4. The l i m i t a t i o n s , checks and emergencies a r e l a i d o u t i n S e c i i o n j 2, 3 and 4; those t o which reference might be r e q u i r e d d u r i n g a i r c r a f t o p e r a t i o n a r e a l s o l a i d out i n t h e F l i g h t Reference Cards.
6
CAA A p r i l 1998 A8 TP .T67M200/FM
ro roved
J{SL,NGSLIY A\lIArIoN LTn

Amendments
5.
The amendment service consists of Permanent Amendments and Amendment Highlights (obtainable from Slingsby Aviation PLC) as fol 1ows : a) Amendments will be issued as necessary and will be consecutively numbered. They will be issued as replacement sheets where practicable and will have t h e amendment l i s t number and date presented on i t . Where amendments contain significant additions o r a i t e r a t i o n s t o < and where text has t h e t e x t , these will be marked > been removed will be marked < > .
....
b)
Amendment Highlights Where amendments contain s i g n i f i c a n t changes t o operating information t h i s will be summarised on an Amendments Highlight sheet which will come with the amendment. A complete new Amendments Highlight sheet will be issued with each amendment l i s t and the previous 2 permanent Amendments Lists highlights will be retained on it.
Adherence t o Procedures
6.
The procedures outlined in t h i s manual form the basis of good operating procedures b u t consideration of airmanship may, on occasions, d i c t a t e other courses of action.
Convention i n t h e Text
7.
When numbers appear in brackets in the t e x t they r e f e r t o the key in t h e fold-out i l l u s t r a t i o n s in Section 8. When reference i s made t o l e f t and r i g h t , fore and a f t , o r clockwise and anti-clockwise, these directions a r e invariably intended t o represent directions as seen by a p i l o t correctly seated in the a i r c r a f t . All gauged o r measured quantities quoted indicated values unless otherwise stated. in the text are
8.
9.
10.
Warnings a r e inserted in the text only when they contain information of p a r t i c u l a r safety significance which might not be evident t o an operator unfamiliar with the a i r c r a f t type and design. Each page of t h i s manual bears a section and page number, a document number and a date of issue. The pages of any part of the manual can be checked by referring t o the l i s t of contents f o r each chapter which l i s t s the f i r s t and l a s t e f f e c t i v e page f o r each chapter and section.
11.
P..O-6
CAA Approved
Supplements
12
Where d i f f e r e n t o p t i o n s e x i s t f o r t h e f i t t i n g o r where a d d i t i o n a l or r c o d i f i e d equipment may be f i t t e d , no standard chapter can be I n i o r m a t i on on a l l v a r i able-standard or, i n c o r p o r a t e d i n t h e manual. non-standard equipment i s t h u s i s s u e d i n dn a p p r o p r i a t e supplement; t h i s i s t o be i n c o r p o r a t e d i n S e c t i o n 9 of t h i s manual and i t s i n c l u s i o n recorded i n t h e supplement r e c o r d a t t h e b e g i n n i n g o f S e c t i o n 9.
INTENTIONALLY BLANK
.~ -
INDEX AND RECORD OFAENDMENTS ZSSUED BY THE CONSTRUCTOR Amendments
Amendment L.i s t No:
Date Issued
-
Date Incorporated
Signature
R.iarr!% \4Y?
Dewnbi~ I9M
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D c . u ~ ~ IOS~M ~
M/W (38 3'
P f izcfi, kl
3
4
'>
D K S i
-3 pJwed ' r F
P .O-9 CAA Approved August 1985 TP .T67M200/FM
I NTENTI0NALL.Y BLANK
CAA Approved August 1985 TP T67M200/FM
PILOTS NOTES
FIREFLY T67MZOU
RECORD OF TEMPRORARY AMENDMENT LEAFLETS (TAL)
TAL
CONTENT
DATE ISSUED
DATE INCORPORATED
P 0 - 10A CAA Approved April 1998 A8 TP T67M200lFM
PILOTS NOTES FIREFLY T'67M200
INTENTIONALLY BLANK
P 0-106 CAA Approved April 1998 A8 TP T67M200iFM
d < ~A\lIATION LTO ' , N m

AMENDMENT HIGHLIGHTS
A c o m p l e t e new sheet w i l l be i s s u e d w i t h each amendment l i s t ; t h e
p r e v i o u s 2 permanent amendment l i s t s w i l l be r e t a i n e d . Amendment L i s t No: 8 Subject Minor t e x t correction Record o f Temporary Amendment i e a f i e t s (TAL~ Amendment H i g h l i g h t s New Pages (Check l i s t ) New f i g u r e Minor t e x t change Mod 458 and 468 i n f o r m a t i o n added Mod 129 and 822 i n f o r m a t i o n added Amended page numbers M i n o r t e x t change Mod 656 and 7576 i n f o r m a t i o n added M i n o r t e x t changes M i n o r t e x t changes M i n o r t e x t changes Mod 656 i n f o r m a t i o n added Mod 7578 i n f o r m a t i o n added Mod 129 and 810 i n f o r m a t i o n added M i n o r l a y o u t change Paragraph 3.7.3 added M i n o r t e x t changes M i n o r t e x t changes Mod 312 i n f o r m a t i o n added M i n o r t e x t changes Paragraph 3.7.3 added M i n o r t e x t changes Paragraph 4 1 3 added Paragraph 4 1.3 added Minor t e x t correction AS: p o s i t i o n e i i o i j up-dated Correction t o tables Pages (s)
0-11 ( t h i s page) 0-15 & 0-16 1-1 1.-2 1.-3 1-4 Section 2 contents 2-2 2-4 2-5 2.-6
2-8 2-9 Section 3 contents 3-1 3-5 3 -8 3-9 t o 3-11 3-12 3-13 & 3-14 Section 4 contents 4- 1
by t h e United Kingdom Civil Aviation Authority
Date.:
-qg ..................
. P..O.-11 CAA Approved A p r i 1 1998 A8 TP .,T67M200/FM
-'{S~,KSW A\'iATION LTO

AMENDMENT HIGHLIGHTS (Con't.)
Amendment L i s t No.. 8
Subject
Page (s) -.
M i n o r t e x t change C o r r e c t i o n t o page i e i Amend page numbers M i n o r t e x t change Mod 300 and 336 Fuel s e l e c t o r c o n t r o l l a b e l s added M i n o r t e x t change New f u e l system diagram M i n o r t e x t change M i n o r l a y o u t change Mod 656 i n f o r m a t i o n added M i n o r t e x t change M i n o r t e x t changes Mod 656 i n f o r m a t i o n added Minor t e x t change Minor t e x t change Page r e f e r e n c e c o r r e c t i o n
5-40 and 5-5 7 5-1 A^ r l r l L U ;)-LC Section 6 contents 6-7 and 6-8 6-8A and 6-8B 6-9 and 6-10 6.-11 6-14 6-160 6-28 6-35 and 6-36
7-3 . .
7-4 7-5 and 7-6 7-12 and 7-13 8-516 t o 8-9/10
NOTE
T h i s amendment d e l e t e s TAL's 4, 5 and 6
P.0-12 CAA Approved A p r i l 1998 A8 TP .T67M200/FM
~{SLPHGSGY AV~ATICN PLC

LIST OF ASSOCIATED PUBLICATIONS
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ENGINE PROPELLER RADIOS
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AVCO LYCCMING AEIO-360 S e r i e s O p e r a t i o n Manual. PROPELLERWERK HOFFMANN HO-V123 I n s t r u c t i o n Manual Cmrnunications )

) Handbooks r.elevant t o make
Navigation
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CAA Approved March 1997 A1 TPaT67M200/FM
CHECKLIST Number of pages is 133 (plus relevant supplements and temporary amendments) consisting of the following : Page No to 0-4 0-1 0-5 0-6 to 0- 10 0-10A to 0-12 0-13 0-14 0-15 and 0-1 6 Section I- Contents 1-1 to 1-4 Section 2 - Contents 2-1 2-2 2-3 2-4 to 2-9 2-10 Section 3 .- Contents to 3-1 3-2 to 3.-4 3-5 3-6 3-7 to 3-74 Section 4 - Contents to 4-8 Section 5 .- Contents 5-1 5-2 5-3 5-4 5-4A 5-4B 5-5 5-6 5.-7 to 5-12 Section 6 - Contents Contents (continued) to 6-1 6.2 6-3 6-4 and 6-5 6-6 6-7 to 6- 1 1 6-12 and 6-1 3 6-14 6- 15 to 6-16A 6-16B 6-17
- =: = .-
7
Amdt No 8
7 '
August 1985 April 1998 August 1985 April 1998 March 1987 August 1985 April 1988 July 1988 April 1988 April 1998 March 1987 April 1998 April 1998 April 1998 March 1988 April 1998 September 1987 April 1998 December '1988 April 1998 April 1998 April 1988 I April 1998 April 1990 April 1998 April 1990 April 1990 April 1998 April 1998 December 1988 April 1998 April 1998 August 1985 September 1987 July 1988 August 1985 March 1988 August 1998 March 1988 August 1998 August 1990 August ,1998 March 1987
8 1
8 5 8 8 1 8 7 8 4 8 2 8 6 8 8
7
8
'
8 7 7 8 8 6 8 8
-= =-
1 CAA Approved A p r i l 1998 A8 TP .T67MZOO/FM
6-18 and 6-18A 6-19 and 6-20 6-2 1 6.-22 6-23 to 6-23 6-26 6-27 6-28 (5.29 and 6-30 6-31 6-32 and 6.33 6-34 6--35and 6-36 6 3 7 and 6-38 Section 7 -. Contents to 7-2 '7-3to 7-6 7-7 and 7-8 7-9 7-10 to 7-11 '7-12 and 7-13 7-.I4 Section 8 -, Contents 8-1I2 and 8-3 8-4 8-516 to 8-9110
d Page No March 1988 December 1988 August 1985 March 1988 August 1985 March 1988 August 1990 Augusi I985 March 1988 March 1988 March 1988 March 1988 April 1998 A u g ~ ~1985 st August 1985 April 1998 August 1985 August 1985 August 1985 April 1998 August 1985 March 1988 April 1990 August 1985 April 1998
P.0-16
CAA Approved
April 1998 A8
T P T67M200/FM
SECTION 1
LEADING PARTICULARS AND DIMENSIONS CONTENTS
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1.1 1..2
'3 View P l a n w i t h p a i n t r e s t r i c t i o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 .
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Dimensions and Leading P a r t i c u l a r s
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2. ...
L a s t e f f e c t i v e page i s P . l - 4
CAA Approved J u l y 1988 A5 TP ..T67M200/FM
PILOTS NOTES F1REFL.Y T67M200
INTENTIONALLY BLANK
CAA Approved A u g u s t 1985 Tp T67M200/FM
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1.1
3 VIEW PLAN WITH P A I N T RESTRICTIONS
All Dimensions in Metres KEY TO COLOUR RESTRICTIONS Unrestricted
Only colours approved by the manufacturer
(Lighter colours and shades are preferable to dark ones)
CAA Approved
April 1998 A8
TP . T 6 7 M 2 0 0 / F M
PILOTS NOTES FIREFLY 1'67M200
1.2
DIMENSIONS AND LEADING PARTICULARS
O v e r a l l Dimensions Wing span
................................................................................ 10.60m
.=
O v e r a l 1 1 ength Overall height
....................................................................... 7,,,323111 ......................................... . : - . ......................... ?,,?5m
Surface area Dihedral
............................................................................ 12.60m2
......................... 3" ................................ 020'
................................................................................................. 3"304
P r o f i l e and i n c i d e n c e a t t h e wing r o o t NACA 23 015 P r o f i l e and i n c i d e n c e a t t h e t i p NACA 23 013 A i 1e r o n Surface area
............................................................................ 0,52m2 each

........................................................... uP 16" +lo
Down 12.25' Down 11-75" + l o
Movements (Pre Mod 392)

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+lo
(Post Mod 392)
............................................... ,UP 14" +lo
Mass b a l a n c e (Pre Mod 276) (Post Mod 276)
............ Balanced
................ Balanced
t o 43 kg mm + 5 k g m m ( T r a i 1 i n g Edge Down) t o 77 kg mm + 5 k g mm ( T r a i l i n g Edge Down)

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Flap
T o t a l s u r f a c e area Deflections
...................................................................... 1. 74m2 ............................... P o s i t i o n 1) 18" +lo-Z0down Takeoff (

L a n d i n g ( P o s i t i o n 2) 40" +lo-3"down
P..1-2 CAA Approved A p r i 1 1998 A8 TP .T67M200/FM
PILOTS NOTES
FIREFLY T67MZ00
Tai l p l ane
Fixed s u r f a c e area
....................................................... 1.65m2 Incidence t o fuselage reference . . . . . . . . . . . ........................... 4 + 1" 2 Elevator surface area ................................................... .0.99m Movements ............................................................. uP 2O0*2"
Down 2Z0+3"-0" Trim t a b movements
........................................ Up & Down 24"+b0-2"
Elevator mass balance
.........................................-0% 100% +5%
Fin
Surface area Rudder Surface area
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................................................................... 0 .80mZ
2
Rudder
.................................................................. 0.81111 movements (Pre Md 458) ................... s i d e 30t2" o Each (Post Md 458) ....................... e 30"+1 o Each s i d c
Undercarri aqe Tricycle Type Forward shock absorber Mainwheel shock absorber Track oleo-pneumatic pressure 7 bar (100 p s i ) oleo-pneumatic pressure 5 . 5 bar (80 p s i )
................................................................................................... 2,.44m
Wheel Base Front Tyre

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.................................................................. 1,495111
Rear Tyre
............................... .5.00 - 5 pressure '3..5 bar (50 p s i ) ........6.00 - 6 pressure 1.7 bar (25 p s i ) (Pre Mod 468)
pressure 2.4 bar (35 p s i ) (Post Md 468) o
P.l-3 CAA Approved Aoril 1998 A 8
Wheel Brakes Mainwheels o n l y . Cleveland d i s c brakes w i t h d u p l i c a t e t o e brakes and w i t h p a r k i n g brake. Propulsion U n i t Engine Engine Fuel
Oil
..................................................... Lycoming AEIO-360-A1E r a t i n g s ...................................................... 200 bhp a t 2700 rpm

100LL. Tank c a p a c i t y 2 x 17.75 Imp Gal (80.7 1 it r e s ) Useable f u e l 2 x 1 7 . 3 1 Imp Gal (78.7 l i t r ' e s )
......... .AVGAS
.......................................................................... MIL Spec. L-22851

Grade SAE 15W-50 o r 20W-50 A l l Temperatures SAE 60 Above 27OC SAE. .40. .o r 50 Above 15.5"C ... . . from -1C t o 32C SAE 40 SAE 40 o r .30 from -18C t o 21C SAE 20 Below -12C
S t r a i g h t m i n e r a l o i l f o r f i r s t 50 h r s then ashless d i s p e r s a n t grade may be used. An a l t e r n a t i v e warm a i r s u p p l y a u t o m a t i c a l l y opens i f t h e engine a i r i n t a k e becomes blocked. P r o p e l l e r (Post Mod 333) (Pre Mod 333) (Post Mod 822) Cockpit
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..................... Hoffmann HO-V123K-V/180
...............................HO-V123K-V/180R Hoffmann
DT
<
............................. Hoffmann HO-V123K-KV/180DT
...................................................................... 2 seats s i d e by s i d e
Mod 129)
Canopy (Pre
(Post Mod 129)
.................................. h i n g i n g One p i e c e canopy upwards and rearward ................................... F i x e d windscreen w i t h

canopy h i n g i n g upwards and rearward
c
Luggage
.............................................................................. 30 kg (66 l b s )
P . 1-4 CAA Approved A p r i l 1998 A8 TP .T67M200/FM
<<SUW~~~ A\. IATION LTO y

PILOTS NOTES FIREFLY T67MZ00
SECTION 2
LIMITATIONS AND PLACARDS CONTENTS
&
2. 1
Class and Category o f C e r t i f i c a t i o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.- 1 . Minimum Crew
2..2 2 .3
.............................................................. 2-1
Maximum Occupants
2.4
2.5
............................................................ 2-1 Engine L i m i t a t i o n s .......................................................... 2-2 A i r f r a m e L i m i t a t i o n s ........................................................ 2-3

2.5.1 2.5.2 2.5 . 3 2.5.4 2 . 5. 5 2 ..5..6 2.5.7 2.5.8
C e n t r e o f G r a v i t y Measurement and L i m i t a t i o n s .................... 2-3 Loading ............................................................... 2-3 Weights f o r T a k e o f f and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3. . . . . ... L i m i t i n g Speeds (IAS) .................................................. 2-3 L i m i t a t i o n s f o r A e r o b a t i c s ............................................... 2-4 F l i g h t i n I c i n g C o n d i t i o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-4. . . . . . ... F l i g h t i n I M C or a t N i g h t .............................................. 2-5 L i m i t a t i o n s f o r I n v e r t e d F l i g h t ...................................... 2-5
2.6
Placards
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5. . . . . . . . . . . . . . . ...
2 . . 6. 1 I n s t r u m e n t Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 . . . . . . . . . . . ... 2 . 6 . 2 L a b e l s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-7. . . . . . . ...

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2. 7
Operational Limitations
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9. . . . . . . . . . . ..
2 ..7.. 1 Maximum O p e r a t i n g A1 t i t u d e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9 . . . . . . . . . . ... 2-9 < 2 ..7..2 Maximum T a k e o f f and L a n d i n g A l t i t u d e ..................................... 2 .. 7 . 3 O p e r a t i n g Temperatures ................................................. 2-9
2 .. 8
Paint Finish
............................................................... 2-9
L a s t e f f e c t i v e page i s P 2 - 9
CAA Approved A p r i l 1998 A8 TP .T67M2001FM
INTENTIONALLY BLANK
CAA Approved August 1985 ~ p T67M200/FM .
AVIATION PLC
2.1
CLASS AND CATEGORY OF CERTIFICATION this
F o r t h e p u r p o s e o f t h e F i r s t Schedule o f t h e A i r N a v i g a t i o n Order, . a i r c r a f t i s c l a s s i f i e d as an Aeroplane ( l a n d p l a n e ) .
The S l i n g s b y T67M200 t y p e o f a i r c r a f t i s e l i g i b l e f o r c e r t i f i c a t i o n i n t h e U n i t e d Kingdom i n t h e T r a n s p o r t Category (Passenger ). T h i s a e r o p l a n e may, however, b e r e s t r i c t e d t o a n o t h e r c a t e g o r y and a p a r t i c u l a r use and t h i s w i l l be s t a t e d on t h e C e r t i f i c a t e o f A i r w o r t h i n e s s .
>
When f l o w n f o r p u b l i c t r a n s p o r t , c o m p l i a n c e w i t h p e r f o r m a n c e Group E o f t h e A i r N a v i g a t i o n (General) R e g u l a t i o n s must be e s t a b l i s h e d u s i n g t h e o p e r a t i n g t e c h n i q u e s and parameters l a i d down i n t h e f l i g h t manual. The S l i n g s b y T67M200 t y p e o f a i r c r a f t has been c e r t i f i e d b y t h e CAA on t h e b a s i s o f c a n p l i a n c e w i t h U.S. CFR 1 4 p a r t 23 - A i r w o r t h i n e s s Standards: normal, u t i l i t y & a e r o b a t i c c a t e o g r y aeroplanes a t amendments 23 - 27, p l u s s p e c i a l c o n d i t i o n s as d e f i n e d b y t h e CAA. Speci a1 C o n d i t i o n - Canposite Mater ia1 C o n s t r u c t i o n . B r i t i s h C i v i l A i r w o r t h i n e s s Requirements as f o l l o w s : S e c t i o n K L i g h t Aeroplanes, I s s u e 6 - A p r i l 1974, C h a p t e r s 2-2 t o 2-5 i n c l u s i v e , as necessary f o r t h e a i r c r a f t t o be c l a s s i f i e d i n Performance Group E. S e c t i o n N Noise, I s s u e 2 - November 1978. S e c t i o n R Radio, I s s u e 4 - A p r i l 1974. Current A i r w o r t h i n e s s Notices. E l e c t r i c a l Power S u p p l i e s f o r A i r c r a f t R a d i o Systems. 2.2 MINIMUM CREW
<
The minimum crew f o r o p e r a t i o n o f t h e a i r c r a f t i s one p i l o t . 2.3 MAXIMUM OCCUPANTS
The t o t a l number o f persons c a r r i e d i n c l u d i n g crew s h a l l n o t exceed two, n o r t h e number of s e a t s w h i c h i s approved f o r use d u r i n g t a k e - o f f and 1a n d i ng.
2.4
RPM -
ENGINE LIMITATIONS
The maximum e n g i n e speed i s 2700 RPM.

O i l Contents
No overspeed i s p e r m i t t e d .
The maximum o i l sump c a p a c i t y i s 8 US Q u a r t s . The minimum s a f e q u a n t i t y i n t h e sump i s 4 US q u a r t s and a t t h i s l e v e l p r o l o n g e d o p e r a t i o n beyond t h e f o l l o w i n g maximum p i t c h a t t i t u d e s must b e avoided: Nose up
....30'
Nose down..
..20
P.2-1 CAA A proved March y987 A1 TP . T ~ ~ P I ~ C O / F M
PILOTS NOTES
FIREFLY T67M20O
O i l Pressure on Start-Up
The engine must be shut down i f t h e o i l pressure has n o t s t a r t e d t o r i s e w i t h i n 30 seconds o f s t a r t i n g t h e engine..

O i l Pressures
Maximum Normal Operating S t a r t and Warm-up Id1 ing 6 . 2 bar ( 90-psi) 7.0 bar (100 p s i )
-
Minimum 4.1 b a r (60 p s i ) 3 . 8 b a r (55 p s i ) 1.7 bar (25 p s i )
M a n i f o l d Pressure/RPM L i m i t a t i o n The m a n i f o l d pressure measured i n inches o f mercury must n o t be allowed t o exceed t h e RPM measured i n hundreds by more than an increment o f 4, eg a t 2200 RPM t h e m a n i f o l d pressure must not be allowed t o exceed 26 inches. O i l Pressure Durinq Aerobatic Manoeuvres Avoid f l i g h t a t zero ' G ' s t a t e f o r more than 10 seconds as i n these modes t h e o i l system w i l l n o t scavenge. Maqneto Check Maximum RPM drop when s w i t c h i n g e i t h e r magneto o f f a t 1800 RPM. Maximum d i f f e r e n c e between l e f t and r i g h t magneto RPM drops a t 1800 RPM,, C - ylinder Head Temperature 175 RPM 50 RPM
Maximum p e r m i s s i b l e temperature F o r continuous operation c y l i n d e r head temperatures should be maintained below 446F (230C) O i l Temperatures Maximum p e r m i s s i b l e
>
Engine o i l temperature should n o t be below 60C d u r i n g continuous operation.
The minimum f u e l grade i s 100LL.. Tank c a p a c i t y 2 x 17.75 Imp G a l l (80.7 l i t r e s ) Unuseable f u e l i s 2 x 0.44 Imp Gall ( 2 l i t r e s ) . ,
P .2-2 CAA Approved A p r i l 1998 A8 TP .T67M200/FM
AVIATION LTO
2.6.1 ,Instrument Markinqs Oil Pressure Standard e l e c t r i c gauge Minimum oi 1 pressure Low o i l pressure Normal operating range High o i l pressure Maximum oi 1 pressure M d 681 d i r e c t reading gauge o Minimum oi 1 pressure Low o i l pressure Normal operating range High o i l pressure Maximum oi 1 pressure 1 s t Red l i n e From 1st Red l i n e t o s t a r t Green a r c Green arc From end Green a r c t o 2nd Red 1 i ne 2nd Red 1i ne 25 psi 25 psi t o 55 psi 55 psi t o 90 psi 90 psi t o 115 psi 115 psi Beginning of Red a r c Ye1 low a r c Green a r c Yellow a r c Beginning of Red a r c 1.7 bar 1.7 t o 4.2 bar 4.2 t o 6.2 bar 6.2 t o 7 bar
7 bar
'TAL 8/P. 1 of 1 CAA Approved January 2003 T67M200/FM
>{SLINGSBY .7\
AVIATION LTD
Ground Runninq The maximum CHT o f 26OoC must n o t be exceeded d u r i n g ground r u n n i n g and o p e r a t i o n a t f u l l t h r o t t l e should not exceed 3 minutes. 2.5 2.5.1 AIRFRAME LIMITATIONS
Centre o f G r a v i t y Measurement and L i m i t a t i o n s
T h e datum f o r measurement o f t h e c e n t r e o f g r a v i t y i s as f o l l o w s :
>
a) b)
The l e v e l l i n g datum i s achieved by use o f a r i g g i n g board along t h e t o p o f t h e f u s e l a g e ( r e f T67M200 Maintenance Manual). The f o r e and a f t datum i s t h e forward face o f t h e bulkhead f i r e w a l l (Frame 1) being
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The l i m i t s o f t h e c e n t r e o f g r a v i t y a t MTWA a r e as f o l l o w s , measured a f t o f datum: Pre Mod 358 Forward 1 i m i t Aft l i m i t 82 3mm 888mm Post Mod 358 823mm 875mm
NOTE
For l i m i t s a t other weights r e f e r t o S e c t i o n 8 8.1 and 8..2 2.5.2 a) b) Loadinq The maximum number o f occupants The maximum baggage l o a d i n baggage compartment 30 kg (66 l b s )
2.5.3 Weiqhts f o r Take-off and Landinq Pre Mod 358 The maximum weight f o r t a k e - o f f and l a n d i n g Post Mod 358 The maximum weight f o r t a k e - o f f NOTE ->
Cat A
975kg (2150 l b s ) .-- -
Cat N
-.--. kg (2250 l b s ) 1020
I n cases o f emergency o n l y , where landings have t o be c a r r i e d o u t a t AUW's between 2150 and 2250 l b s r e f e r t o S e c t i o n 5 Paragraph 5.4 Landing Performance Post Mod 358.
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P.2-3 CAA Approved A p r i 1 1998 A8 TP .T67M200/FM
2.5.4 Limitinq Speeds (IASL

VNE Never exceed speed
180 kts 140 kts 140 kts
VNO Normal operating l i m i t speed

VA Manoeuvring speed
>
Flap l i m i t i n g speeds Post Mod 656 Takeoff p o s i t i o n (18") Landing p o s i t i o n (40") Pre Mod 656 Both f l a p p o s i t i o n s
120 kts 98 kts

88 kts
2.5.5 Limitations for Aerobatics up t o AUW 975 kg (2150 l b s ) Aerobatic manoeuvres with f l a p s extended a r e not p e r m i t t e d . Tail S l i d e s and Inverted Spins a r e not p e r m i t t e d .
' G ' Limitation ( s t r u c t . temp. below 50C)
Flaps up +6g -39 Flaps down t2g -1g When s t r u c t u r a l temperature reaches 50C or more DO NOT c a r r y out aerobatics : 7 A L i0 2.5 5 e ba4 Flaps up + 4 4 g -29 Flaps down t2g -1g Maximum permissible s t r u c t u r e temperature f o r a e r o b a t i c s i s 50C Entry Speeds ( k t s ) (IAS) Slow r o l l S t a l l turn entry S t a l l turn rotate Loop Roll off t h e t o p F l i c k r o l l max Spin 2.5.6 F l i q h t i n Icinq Conditions
>
H 02 zmf zr nxnd
, , See Paragraph 3.7
The a i r c r a f t i s not c l e a r e d f o r f l i g h t i n t o known i c i n g c o n d i t i o n s .
P . 2-4
CAA Approved
April 1998 A8 TP .T67M200/FM
2.5.7 F l i q h t i n I C o r a t Night M F l i g h t i s permitted in I C day and f o r night f l i g h t . M For f l i g h t by night o r IFR r e f e r t o t h e Air Navigation L e g i s l a t i o n f o r equipment r e q u i r e d . 2 . 5 . 8 L i m i t a t i o n s f o r Inverted F l i q h t When low on f u e l only fuel in c o l l e c t o r tank w i l l be a v a i l a b l e . 2.6 PLACARDS
2.6.1 Instrument Markinqs Oil Temperature Maximum temperature Ye1 low a r c be1 ow 40C Green a r c Red Line Oil P r e s s u r e
>
40C t o 1 1 8 O C 118C
Minimum p r e s s u r e
.i : .s
'
~ e g i g n i n gof Red a r c
- -
1.7 bar 1 . 7 t o 4.2 b a r 4.2 t o 6.2 b a r 6.2 t o 7 bar 7 Bar
S\
1
"' .,
/I
"
Low o i l pressure Normal operati$
Ye1 low-arc
,
Q "-
L--
range
Gieen arc Ye1 low a r c
High , o i - ~ ~ ' ~ r e s s u r e ,,/-t6ximum p r e s s u r e

,~
ginning of Red a r c
Cylinder Head Temperatures Normal o p e r a t i n g range High c y l i n d e r head temperature Maximum temperature Tachometer Normal o p e r a t i n g range Maximum rpm Green a r c Red l i n e 700 t o 2,700 rpm 2,700 rpm Green a r c Yellow a r c
Beginning of Red a r c
P..2-5 CAA Approved April 1998 A 8 TP .T67M200/FM
<{SLINGSBYLTo AvlnrlON
AS1 Markinqs
VNE
Radial red l i n e Ye1 l o w a r c Green a r c
180 knots 140 t o 180 knots 56 t o 140 knots
Cautionary zone Norma? o p e r a t i n g range Flap sp2ed range (Landing f l a p 40") Post Mod 656 Pre Mod 656
OAT Gauqe /5&uc+..7d[
White a r c White a r c
49 t o 98 knots 49 t o 88 knots
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/ p l ~ e r d k e 3-S?
S t r u c t u r e temperature Maximum
Red l i n e
50C
P .2-6 CAA Approved 8 April 1998 A TP .T67M200/FM
2.6.2
Labels
7 4 . ~ prg. 4 0
2*6.2 ye
~,G*A& zg .OF2 0 0 8
T h e f o l l o w i n g i n f o r m a t i o n i s t o be f u r n i s h e d o n p l a c a r d s w e l l w i t h i n sight of Pilot. PRE MOO 3 5 8 NO SMOKING LIMITATIONS VNE (KTS) ( I A S ) MANOEUVRING SPEED VA (KTS) ( I A S ) FLAP OPERATING SPEED (KTS) ( I A S ) MAX TOTAL WEIGHT AUTHORISED (KG) MAX g LOADS 180 140
88
<
-.
975 STRUCTURAL TEMPERATURE BELOW 50C ABOVE 50C + 4 49 +2g -29 -1g
FLAPS UP FLAPS DOWN A L T I T U D E LOSS I N A S T A L L RECOVERY
+6g +2g
-39 -19
1 5 0 F T (46m)
F L I G H T I N T O KNOWN OR FORECAST I C I N G CONDITIONS PROHIBITED AIRCRAFT C E R T I F I C A T E D FOR F L I G H T I N IMC, DAY AND FOR NIGHT F L I G H T AEROBATIC MANOEUVRES
-
UP TO A L L UP WEIGHT
975 Kg (2150 l b s )
MAXIMUM P E R M I S S I B L E STRUCTURE TEMPERATURE FOR AEROBATICS I S 50C ENTRY SPEEDS (KTS) SLOW ROLL STALL TURN ENTRY S T A L L TURN ROTATE LOOP ROLL OFF THE TOP F L I C K ROLL MAX SPIN li0 (IAS)
110
50 120 140
80
SEE F L I G H T MANUAL
CAA A p p r o v e d Apri 1 1998 A8 T P .T67M200/FM
>
POST MOO 358/PRE MOD 6 5 6 NO SMOKING LIMITATIONS VNE (KTS) (IAS)
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MANOEUVRING SPEED VA (KTS) ( I A S ) FLAP OPERATING SPEED (KTS) ( I A S )
MAX TOTAL WEIGHT AUTHORISED FOR TAKEOFF (KG) MAX TOTAL WEIGHT AUTHORISED FOR LANDING ( k g ) MAX LOADS UP TO 9 7 5 KG FLAPS UP FLAPS DOWN MAX LOADS ABOVE 9 7 5 KG FLAPS UP FLAPS DOWN A L T I T U D E LOSS I N A STALL RECOVERY +3,8g -l..6g +29 -19 1 5 0 F T (46rn) 975
STRUCTURAL TEMPERATURE BELOW 50C ABOVE 50C +6g +2g -39
-1g
+4..49 +2g
-29
I
,+ec.-i
-1g
'-r>L,b\+
%s ' i
iL~-,
49
F L I G H T I N T O KNOWN OR FORECAST I C I N G CONDITIONS PROHIBITED AIRCRAFT C E R T I F I C A T E D FOR F L I G H T I N IMC, DAY AND FOR NIGHT F L I G H T AEROBATIC MANOEUVRES
-
9 7 5 K g ( 2 1 5 0 lbs)
MAXIMUM P E R M I S S I B L E STRUCTURE TEMPERATURE FOR AEROBATICS I S 50C ENTRY SPEEDS (KTS) SLOW ROLL (IAS)
S T A L L TURN ENTRY STALL TURN ROTATE LOOP ROLL OFF THE TOP F L I C K ROLL MAX SPIN ABOVE 9 7 5 KG AEROBATICS PROHIBITED P.2-7A CAA A p p r o v e d A p r i 1 1998 A 8 TP .T67M200/FM 50
1
1
80
POST MOD 656/PRE MOD 7 5 7 8 LIMITATIONS NO SMOKING VNE MANOEUVRING SPEED VA FLAP L I M I T I N G SPEEDS TAKEOFF P O S I T I O N (18") LANDING P O S I T I O N ( 4 0 " ) MAX TOTAL WEIGHT AUTHORISED (TAKE OFF) MAX TOTAL WEIGHT AUTHORISED (LANDING) MAX LOADS UP TO 9 7 5 K g FLAPS UP FLAPS DOWN MAX LOADS ABOVE 9 7 5 K g FLAPS UP FLAPS DOWN A L T I T U D E LOSS I N A S T A L L RECOVERY + 3 . 8 g -1 6 g +29 -1g +3.8g +2g -1.69 -1g STRUCTURAL TEMPERATURE BELOW 50C ABOVE 50C +6g i.29 -39 -1g +4..4g +2g -29 -1g 120 KIAS 9 8 KIAS 180 KIAS 140 KIAS
1 5 0 F T (46m)
F L I G H T I N T O KNOWN OR FORECAST I C I N G CONDITIONS P R O H I B I T E D AIRCRAFT C E R T I F I C A T E D FOR F L I G H T I N IMC, DAY AND FOR NIGHT FLIGHT AEROBATIC MANOEUVRES - UP TO A L L UP WEIGHT 975 Kg (2150 lbs)
MAXIMUM P E R M I S S I B L E STRUCTURE TEMPERATURE FOR AEROBATICS I S 50C ENTRY SPEEDS K I A S 110 S T A L L TURN ENTRY S T A L L TURN ROTATE LOOP ROLL OFF THE TOP F L I C K ROLL MAX SPIN ABOVE 9 7 5 K g AEROBATICS PROHIBITED P . 2-7B CAA A p p r o v e d A p r i l 1998 A8 TP .T67M200/FM 140
110
80
- ' { s U ~ ~ ~ ~ ~ ' A\'I&TiON LTD

LIMITATIONS NO SMOKING VNE MANOEUVRING SPEED VA FLAP L I M I T I N G SPEEDS TAKEOFF P O S I T I O N ( 1 8 O ) LANDING P O S I T I O N ( 4 0 " ) MAX TOTAL WEIGHT AUTHORISED (TAKE OFF) MAX TOTAL WEIGHT AUTHORISED (LANDING) MAX LOADS UP TO 9 7 5 K g FLAPS UP FLAPS DOWN MAX LOADS ABOVE 9 7 5 K g FLAPS UP FLAPS DOWN A L T I T U D E LOSS I N A S T A L L RECOVERY F L I G H T I N T O KNOWN I C I N G CONDITIONS PROHIBITED AIRCRAFT C E R T I F I C A T E D FOR F L I G H T I N IMC, DAY AND FOR NIGHT F L I G H T AEROBATIC MANOEUVRES
-
180 KIAS 140 KIAS
120 K I A S 98 K I A S
STRUCTURAL TEMPERATURE ABOVE 50C BELOW 50C +6g +2g -39 -1g +4.4g +2g -29 -1g
+ 3 , 8 g -1,.6g +2g -19
+3.8g +29
-1.69 -1g
1 5 0 F T (46m)
975 Kg (2150 lbs)
MAXIMUM P E R M I S S I B L E STRUCTURE TEMPERATURE FOR AEROBATICS I S 50C SLOW ROLL STALL TURN ENTRY STALL TURN ROTATE LOOP ROLL OFF THE TOP F L I C K ROLL MAX SPIN 50 ENTRY SPEEDS K I A S 110
80
CAA A p p r o v e d A p r i l 1998 A8 TP .T67M200/FM
2.6.2
Labels (continued)
N o t i c e above t h e luqqaqe compartment 30 Kg MAX FOR C OF G AND TOTAL WEIGHT LIMITATIONS
A f t o f t h e r e f u e l l i n q caps - on each w i n q upper s u r f a c e 78.7 Litres 17.31 Imo Gal Mod 2928 A/C 78.7 L i t r e s 20.77 US G a l l s P o s t Mod 310B A/C Fuel t y p e and c o n t e n t s , as above, i n L i t r e s Imp G a l l s and US G a l l s a r e combined on a f u e l f i l l e r / w i n a i o i n t v i n v l coverina A t t h e f o o t o f t h e f l a p c o n t r o l l e v e r on t h e c e n t r a l f a i r i n q Takeoff Landing On t h e t r i m i n d i c a t o r i n f r o n t o f t h e t r i m c o n t r o l U (Nose Up) N (Neutral) D (Nose Down) On t h e u n d e r s i d e o f t h e o i l f i l l e r access f l a p MIL-L-22851 SAE 15W50 O SAE 20W50 R On canopy frame one each s i d e o f l a t c h mechani* (POST NO0 129)
CANOPY MUST ALWAYS REMAIN CLOSED AND LATCHED DURING FLIGHT UNLESS EMERGENCY EVACUATION I S INTENDED Page 2-7D CAA Approved March 1988 A4 TP .T67M200/FM
2.6.2
Labels (continued)
Under s i d e o f canopy l a t c h c o v e r (POST MOD 129)
>
On r e a r f a c e o f canopy l a t c h cover, one s i d e o f l e v e r ( P o s t Mod 129)
On i n s t r u m e n t panel below canopy l o c k i n q l e v e r (Mod 810) ( S i n g l e p i e c e canopy a i r c r a f t )
II
I
IMPORTANT!
ALWAYSCHECKTHATLATCH IS FULLY ENGAGED
II
On t h e t o p o f t h e i n s t r u m e n t panel CAUTION I TURN OFF STROBE LIGHT WHEN TAXIING NEAR OTHER AIRCRAFT OR WHEN FLYING I N FOG O CLOUDS. STANDARD POSITION R LIGHTS MUST BE USED FOR ALL NIGHT OPERATIONS
WITH FLAPS EXTENDED ARE NOT PERMITTED
Below f u e l c o n t e n t s qauqes 34.62 IMP GALLS Mod 2928 A/C USABLE FUEL 41.6 US GALLS Page 2-8 CAA Approved A p r i 1 1998 A8 TP T67M200/FM
TEMPORARY LIMITATIONS FOR POST MOD 1778 AND 272B AIRCRAFT
2.7 - OPERATIONAL -
LIMITATIONS
When Mod 177B or 2728 a r e i n c o r p o r a t e d t h e a i r c r a f t must n o t be f l o w n i n t h e v i c i n i t y o f known or f o r e c a s t thunderstorm o r l i g h t n i n g

' I L L I Y I L ) r
-^+l...i+',
TAL 2/P.1 o f 1 CAA ~ p p r . o v e d August 1988 TP ,1'67M200/F'M
2.7.1 Maximum Operatinq A l t i t u d e The maximum p e r m i s s i b l e operating a l t i t u d e i s 12,000 f t w i t h o u t oxygen equipment being f i t t e d . 2.7.2 Maximum Takeoff and Landinq A l t i t u d e
-.
Ine maximum t a k e o f f and i a n a i n g a l x i x u d e i s 8000 f t d e n s i t y a l t i t u d e . Operatinq Temperatures
2.7.3
Maximum o p e r a t i n g temperature i s I S A +23"C. Minimum o p e r a t i n g temperature i s -20C b e f o r e w i n t e r i s a t i o n i s required..
(1) F o r operations below OAT -20C c o n s u l t t h e engine and propel 1 e r handbooks f o r procedure.
(2) There i s no defined lower l i m i t f o r t h e a i r c r a f t s t r u c t u r e . , 2.8 -P A I N T FINISH
C e r t a i n areas o f t h e a i r c r a f t have c o l o u r r e s t r i c t i o n s , these a r e i n d i c a t e d on t h e 3 View Plan ( p . 1 - 1 ) .
The above r e s t r i c t i o n s are t o a s s i s t i n keeping t h e c r i t i c a l areas of' s t r u c t u r e cool.
Page 2-9 CAA Approved A p r i l 1998 A8 TP .T67M200/FM
INTENTIONALLY BLANK
P a g e 2-10 CAA A p p r o v e d March 1988 A 4
SECTION 3
NORMAL PROCEDURES CONTENTS
3.1
B e f o r e S t a r t i n g t h e Engine 3.1 . 1 I n i t i a l Check 3.1.2 E x t e r n a l Check
..................... . ................ '3-1 .......
........................................................ 3-1 .............................................. 3-2
3.2
3.3
3.4 3.5 3.6 3.7
............................................... 3-5 3 ..2..1 P r e - s t a r t C o c k p i t Checks ...................................... 3-5 3.2.2 S t a r t i n g t h e Engine and A f t e r S t a r t Checks ............ 3-7 Taxying .............................................................. 3-8 T e s t i n g t h e Engine ......................................................... 3-8
S t a r t i n g t h e Engine Pre-take o f f V i t a l Actions Take o f f and Climb E r e c t Spin Recovery
................................................. 3-9 .......................................................... 3-10

............................................................................... 3-11
3.7.1 Standard Recovery Technique 3.7.2 Non-Standard Recovery 3.7 .. 3 A e r o b a t i c s o r S p i n n i n g - Gyro Instruments 3.8 3.9
>
3 .. 10
......................... 3-12 < P r a c t i c e Forced Landings .................................................. 3-12 3-12 R e j o i n Checks ............................................................. L.anding Checks and Speeds ................................................. 3-13
3 ..lo..1 Downwind Checks 3.10 . 2 C i r c u i t Speeds 3.10.3 F i n a l Checks
....................................... 3-11 ............................................... 3-12
..................................................... 3-13 c ................................................... 3-13 .......................................... 3-13
3.11.1 Checks A f t e r Landing 3 ..l S t o p p i n g t h e Engine 1.2 3.11.3 F i t t i n g F l y i n g C o n t r o l Locks (Mod 316) L a s t e f f e c t i v e page i s P.3-14
.................................. 3-14 ............................................ 3-14

........................ 3-14
CAA Approved A p r i l 1998 A8 TP T67M200/FM
SUN-^
AVlAT IC>N PLC
PILOTS NOTES
FIREFLY T67M200
1NTENTIONALL.Y BLANK
CAA Approved A u g u s t 1985 TP. T67M200/FM
3.1
BEFORE STARTING THE ENGINE I n i t i a l Check (Section 7..1.1)
3.11
Check l o a d i n g and C o f G Approachi nq t h e A i r c r a f t
Observe t h e general appearance o f t h e a i r c r a f t , check t h a t t h e towing arm and p i t o t cover p l u s any snow, i c e o r hoar f r o s t have been removed. Check t h a t chocks a r e i n p o s i t i o n ( i f r e q u i r e d ) , t h a t a f i r e e x t i n g u i s h e r i s a v a i i a b i e , and l o o k f o r any obvious signs o f leaks.
Cockpit (ground crew a s s i s t e d )

Magnetos
.............................. O f f , key On (Pump P a r k i n g Brake .......................... On Master s w i t c h ...........................

P i t o t heater
out brakes)
A1 t e r n a t o r warning
........................ h e r Cancel f l a s
-
.............................. On f o r 20 secs
check - o f f check
-
Strobe l i g h t ( i f f i t t e d ) ..................On R o t a t i n g beacons ( i f f i t t e d ) Trim
....... On
off
........................................... Note p o s i t i o n S t a l l warning ................................ n Check 1 i g h t / h o r

S t r u c t u r a l temperature ( i n hot c o n d i t i o n s ) P i t o t head
...................... Press
t e s t s w i t c h - check s t r u c t u r a l temperature - on OAT gauge below 50C
................................... Check heat P i t o t h e a t e r .............................. Off Nav l i g h t s ................................- o f f On - check

( i f required)
Landing l i g h t s ( i f required) Master s w i t c h
....................... check On .......................... Off

CAUTION
off
STROBE POSITION LIGHT NOT TO BE USED I N CLOUD, MIST OR ON THE GROUND.
PILOTS NOTES FIREFLY T 6 7 M 2 0 0
3.1.2 E x t e r n a l Check ( r e f
i l l u s t r a t i o n 8 3 P r i n c i p a l Features)
-.
> S t a r t a t l e f t w i n g i n b o a r d t r a i l i n g edge.
L e f t wing Flap Aileron Nav 1 i g h t / s t r o b e Leading edge Fuel cap
,
C o n d i t i o n , p l a y , s t i f f n u t , o p e r a t i n g arm, drains clear C o n d i t i o n , movement, p l a y , s t i f f n u t , drains clear

,
,, , ,,
,,
Condition, security
. . . . . . . . . . . .C.o.n.d.i t.i o n . ..
and l o c k e d
. . . . . . . . . . . . . . . . .C o r. r.e.c.t.l y .f.i t t e d .. .
.... Fuel d r a i n . . . . . . . . . . . . . . . . . . . . . . . .Check f o r water c o n t a m i n a t i o n

Access panel Wing
. . . . . . . . . . . . . . . . . Secure, a1 i g n e d .... Conditio s u r f a c e s .......................n
P i t o t head
. . . . . . . . . . . . . . . . .o.l e .c.l. a r ' / c o n d i t i o n H . e
Undercarriage Brake Tyre
..................... Condi ti on/extension.

leaks, d i s c c o n d i t i o n inflation
................................... Damage,
............................... creep, Condition,

.................e a r Cl
Forward f u s e l a g e Fresh a i r i n t a k e Cowling 1.H s i d e Nosewheel o l e o Nosewheel t y r e Ram a i r i n l e t Landing
..................t y , '7 f a s t e n e r s , 2 p i n s , Securi ............... n d i t i o n , e x t e n s i o n Co ................d i t i o n , creep, i n f l a t i o n Con

f i l t e r i s clean
o i l leaks
Check foam ....................... Cond l i g h t s .................i t i o n
P..3-2 CAA Approved September 1987 A2 TP T67M200/FM
PILOTS NOTES
FIREFLY T67M200
> 3.1.2
E x t e r-Check ( c o n t i n u e d ) nal -
Forward f u s e l a g e ( c o n t i n u e d ) Propeller Spinner
. . . . . . . . . . . . . . . .C o n.d.i. i.o n , .. t
,.
,. .
,,
. . . .. .
,, ,, ,,
. Condition, s e c u r i t y
E:ngine c o o l i n g i n l e t s Cowling R s i d e H
Oil
. . . . . . . Clear
6 fasteners, 2 pins
. . . . . . . . . Security, ..
. . . . . . . . . . . . . . . . . . . . . . . . . panel secure Contents, F r e s h a i r i n t a k e . . . . . . C l e a r . Temp. probe

,
,.
R i g h t Wing 1.eading edge F u e l cap
. . . . . . . . . . . . .C.o.n.d.i .i. n t o
f i t t e d and l o c k e d
. . . . . . . . . . . . . . . . . . C .o r r e c t l y .
. . . . . . . . . . . . . . .Check .f.o.r water c o n t a m i n a t i o n .... Condi U n d e r c a r r i a g e ...................t i o n , e x t e n s i o n . B r a k e . . . . . . . . . . . . . . . . . . . .Damage, . l e a k s , d i s c c o n d i t i o n ......

Fuel d r a i n Tyre
. . . . . . . . . . . . . . . . . . . . . . . . . . . .C. o .n.d. i t i o n , .
creep, i n f l a t i o n
Wing s u r f a c e s
. . . . . . . . . . . . .C o n d .t i o n ....i
Access panel . . . . . . . . . . . . . . . . . . . Secure, a1 igned . Nav l i g h t / s t r o b e . . . . . . . . . . . . . .C o n d i t i o n , s e c u r i t y . Aileron Flap
. . . . . . . . . . . . . . . . .C o . . .t.i o n ,. . . ndi . .
movement, p l a y , s t i f f n u t , drains clear s t i f f n u t , o p e r a t i n g arm,
. . . . . . . . . . . . . . . . . . . . .C . . .d.i t.i . . ., . p l a y , . on on
drains clear
Nav a e r i a l s ( i f f i t t e d ) Rear fuse1 age and T a i l p l a n e
Condition, s e c u r i t y
R o t a t i n g beacon . . . . . . . . . . . C o n d i t i o n . (under a / c ) ( i f f i t t e d ) Canopy RH s i d e
.. . . .
Condition, clean
P .3-3 CAA Approved September 1987 A2 TP .T67M200/FM
PILOTS NOTES
FIREFLY T67M200
3.1.2 --E x t e r n a l
Check ( c o n t i n u e d )
> Rear f u s e l a g e and T a i l p l a n e ( c o n t i n u e d )

VHF a e r i a l ( i f f i t t e d ) S t a t i c v e n t RH s i d e
. . . Condition,
secure
. Plugout,clear F i n f a i r i n g ...................... Secure f ' a i l p l a n e RH s i d e . . . . . . C o n d i t i o n

, ,,
E l e v a t o r RH s i d e Access panel Strobe l i g h t ( i f fitted)
. . . . C o n d i t i o n , movement, .......................a1 i g n e d Secure,

. . . . . Condition
play, drains clear
. . . . . . . . . . . . .C o n d i.t .o.n .... i
R o t a t i n g beacon ( f i n ) ( i f fitted) Fin
. . . . . . . . . . . . . . . . . . . . C . . . .t.o.n. . ondi i
. . . . . . . . . . . . . . . . . . . .C o n . .t.i o . . . . . di . n
. . . . . . . . . . . . . . . . . . . . C. o.n d i t i o n . .
security, play, c l e v i s pin, locking nuts Alignment (check w i t h nosewheel ) , Cable, c l e v i s p i n
Rudder
T a i l bumper Trim tab
. . . . . . . . . . . . . . . . . . .C.o.n.d.i.t i.o.n.,. .p o s i t i o n ,
. . . . . . . . . .o n d i t i o n C s i d e . . . . Plug out,
E l e v a t o r LH s i d e . . . . . . . . . . . . . . . . C o n d i t i o n , d r a i n s c l e a r , movenlent T a i l p l a n e LH s i d e S t a t i c v e n t LH
clear
Canopy LH s i d e . . . . . . . . . . . . . . . . .C o n d i t i o n , c l e a n .
P 3-4 CAA Approved September 1987 A2 TP T67M200/FM
3.2
STARTING THE ENGINE
3.2.1 P r e - s t a r t Cockpit Checks

>
Cockpit
..............................................t i c l e s Check f o r loose a r

If s o l o secure RH harness
<
F i r s t aid k i t Escape axe
...................... Stowed
............................... Stowed
Secure Ensuring locating pin i s f u l l y engaged
................................................ Stowed
F i r e extinguisher Baggage
...........................
Rudder pedals
.......................................length Adjust f o r leg
<
Harness ...................................................... Strap in (5 s t r a p s ) .

.
Helmetlheadset Flying controls Lights
....................... Plugged
.................. ....................
in
E l evator/Ai 1 eron, f u l l and f r e e movement
...................................... All off Off Radios .............................................. NAV aids ......................................... Off E l e c t r i c fuel pump .......................... Off A1 ternator ................................... Off
Master switch
........................................ On
Alternator warn Cockpit 1 i g h t s Nav l i g h t s
....................... Cancel
flasher
................................... A required s
........................ s required A Intercomm ................................. On P i t o t heat . . . . ............... . . Off

,...
Vacuum gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zero .. S t a l l warn l i g h t S t a r t e r engd
.......................... Out 1 i g h t . . ...................... Out
CAA Approved April 1998 A8 TP .T67M200/FM
PILOTS NOTES
FIREFLY T67M200
3 2 1 .-e - s t a r t C o c k p i t Checks Pr
Accelerometer M a n i f o l d pressure
,
, ,
(Continued) Reset
..
,, ,,
,,
.. Note
RPM gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zero ... F l i g h t i n s t r u w n t s . . . . . . . . . . . . . . . . . . . . .C o n d i t i o n AS1
. . . . . . . . . . . . . . . . . . . . . . . . .Zero . . . . . . . . ...
.. A l t i m e t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Set zero, n o t e sub-scale r e a d i n g

Standby a l t i w t e r ( i f fitted)
. . . . . . . . . . . . . . . . .S.e t. .zero, . ...

compare
n o t e sub-scale r e a d i n g ,
V S I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -1.0 0 f t / m i n .+. .
Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C .o r r e c t .
E.ngine temps/press . . . . . . . . . . . . . . . . . . . . . . . . .Zero o r ambient
-"
*
>
Ameter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Zero ......
C i r c u i t breakers Throttle
.............................i f A l l i n ...
not investigate
. . . . . . . . . . . . . . . . . . . . . . . . . . Check . .f .u.l.l . .mvement, ..... ..
friction adjusted, leave closed f u l l movewnt, leave a t
P r o p e l l e r Governor C o n t r o l Mixture control
............ Check
max RPM
f u l l movement, l e a v e a t l e a n cut,-.off
................................. Check
V u e l contents F u e l cock
.................................. Check ( b o t h gauges)

On ( S e l e c t tank w i t h l o w e s t quantity)
<
Alternator switch
.................... Off
<
>
P a r k i n g brake
................................... e s ) On (Pump b r a k
" F l a p ........................................................u l l check -. l e a v e up F

& .
Trim
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check . . u .l . . range .and .l e a v e ..... f . l ..... ...

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Secure ........
neutral
Canopy
w
. P r o p e l l e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C.l e a r
P . 3--6 CAA ~ ~ ~ r ' o v e d December 1988 A6 TP .T67M200/FM
3.2.2 S t a r t i n q t h e Enuine and A f t e r S t a r t Checks
A1 t e r n a t o r
>
,. ,.
. . . .. . . . . . . . . . ..... .. On,
.,
,.
,.
,,
check warning l i g h t o u t
NOTE Avoid l o n g p e r i o d s o f o p e r a t i o n w i t h t h e t h r o t t l e a t i d l e as t h i s can l e a d t o spark p l u g f o u l i n g .

<
TAL 9/P,.1 o f 2 C'AA Approved March 2004 T67M20O/FM
3.2.2
S t a r t i n q t h e Enqine and A f t e r S t a r t Checks
Engine c o l d
.,'
Mixture
........................................... Full rich
E l e c t r i c f u e l pump
.
\
Throttle
......................... On .......................................... Open (%inch t o %inch)

a s l i g h t fuel flow i s i n d i c a t e d on t h e f u e l pressure guage. f u e l pump
<
until
Electric
. Mixture
................f f O ................................ t o f f . Lean c u
Engine hot procedure Open inch Throttle ..................................... On Electric fuel pump ................... Mixture.. ........................................ rich and Smoothly to full immediotely to OFF
;
Magneto
.......................................... Left
CAUTION
WITH CANOPY OPEN DO NOT EXCEED 1500 RPM

r
Starter
.................................................. Press;
(check s t a r t e r warning l i g h t on d u r i n g s t a r t ) ; re1 ease when engine fires rich
Mixture Magneto
......................................l Slowly t o f u l ................................ Both

...................................30 Risen w i t h i n
S t a r t e r warning
RPM
................................ Check o u t ............................................ Set 1200 t o warm

......................................... On, check warning
] ]
up secs, i f n o t , 1 i g h t out
O i l pressure
STOP ENGINE IMMEDIATELY
A1 t e r n a t o r Radios Nav a i d s
X
1 ....................................... As r e q u i r e d
Suction
.............................................. Indicating
3.2.2 S t a r t i n q t h e Enqine and A f t e r S t a r t Checks ( c o n t i n u e d )

>
. Horizon
..........................
E r e c t i n g - a d j u s t datum (Operate q u i c k e r e c t knob on e l e c t r i c a r t i f i c i a l horizon Mod 312) w i t h compass
Direction indicator Radio
......................... Synchronise
.......... ..............................
Check on 2 f r e q s i f p o s s i b l e Obtain taxy clearance
Altimeter
>
+
Ammeter
........................................c a t i o n s Check s e t t i n g / i n d i ................................t i v e charge Shows p o s i

........
Check l i g h t o u t and l o c k e d o r f u l l y open
A l t e r n a t o r f a i l u r e warning Canopy
$
............................Closed
CAUTION
SHOULD STARTER WARNING LIGHT FAIL TO EXTINGUISH AFTER STARTER BUTTON I S RELEASED CLOSE DOWN ENGINE
3.3
TAXYING Brakes
...........
Checked (Both s i d e s i f manned)
Rudder.. .............................................. v e l a v a i l a b 1 e Check f u l l t r a Instruments
................................... Check compass,
D I , horizon, t u r n c o - o r d i n a t o r and ADF f o r c o r r e c t
3.4
TESTING THE ENGINE ed and l o c k e d
>
>
<
>
J<sLJNGsBY 7
AVIATION LTO
3.4
TESTING THE ENGINE CAUTION W E CLOSING THE CANOPY PRIOR T FLIGHT, CHECK ALIGNMENT HN O OF WITNESS LINE O CANOPY OPEN/CLOSE PLACARD AND BOTTOM N O RELEASE HANDLE, TO ENSURE THAT THE LATCH MECHANISM I S F I N THE FULLY LOCKED POSITION
............................ Closed and locked Parking brake ..................... On (Pump brakes) Safety ............................ Clear behind Fuel cock ......................... Check on (Change tanks) Fuel pressure ..................... 0.5 t o 8 p s i O i l pressure ...................... Green 4.2 t o 6.2 b a r O i l temp .......................... Green 40C t o 118OC Cylinder head temp ................ Green 100C t o 230C R M ............................... Set between 2000-2100 R M P P Suction ........................... Green (4.5 t o 5.5 i n Hg) Magneto drop ................... . Max 175 RPM, no more than . .
Canopy Propeller
50 RPM d i f f e r e n c e between L and R
......................... Exercise p ottc more nthanl 4 times i h co tro RPM drop n 500 I d l i n g ............................ Check i d l i n g 800 RPM minimum
O i l Pressure During Normal 0 e r a t i o n Because o f t h e greater l e n a t h o f the o i l f l o w ~ a t h rom t h e sump t o t h e o i l pump, t h e urn6 has t o work harder' than normal t o 'draw o i l through' these Yines: t h e r e s u l t a n t pressure drop t h r o u h these l i n e s r e s u l t s i n a lowered o i l pressure. This e f f e c t w i l be more marked when t h e engine i s c o l d and u n l i k e a standard engine, t h e i n d i c a t e d o i l pressure w i l l normally tend t o r i s e as t h e engine warms up. Thus i t i s not necessarily an i n d i c a t i o n o f t r o u b l e i f t h e o i l pressure minima are o n l y j u s t met on s t a r t - u p .
re__
CAA' Approved June 2001 PP .T67M200/FM
/
Propeller
bedween P a n d R/
Idling
Oil ~ r e s s d eDurinq h o r n d o p e r a t i o n Because of the g r e a t e r length o i l flow p rom t h e sump t o the o i l has t work harder t ormal t o draw o i l throug theseh ei n e s : t l pump drop through these l i n e s r e s u l t s in a e f f e c t will be more marked when the a standard engine, t h e indicated o i l t o r i s e as t h e engine warms up. indication of trouble i f t h e o i l pressure minima are on1 y j u s t met on s t a r t - u p
r"'p9
3.5
PRE-TAKEOFF VITAL ACTIONS
>
Stiff T h r o t t l e f r i c t i o n ................... P i t o t heater .......................... On ( i f conditions require) Green Oil temp/press ..................... Suction .................................t o 5..5 in Hg) Green (4.5 Erect Horizon ................................ Synchronised - note wander Direction indicator .............. Strobe l i g h t .................. On Magnetos Both On E l e c t r i c Fuel pump .............. Fuel contents ........................... gauges) Check (Both Fuel cock ......................... on (Left or Riaht) Check . , Flaps ............... . . .. UD o r takeoff Check l i f t o f f speed PRE MOD 358 MTWA 2150 lbs (975 k q ) 50 kts takeoff f l a p (18") 53 k t s no f l a p s POST MOD 358 MTWA 2250 lbs (1020 k q ) 55 kts takeoff f l a o (18") , 64 kts no f l a p ,... ........... . ,.. Set a t N Trim Harness .................................... Tight and secure ( I n e r t i a reel types locked) Full Controls el ev/ai 1 .................and f r e e movement Canopy ............................ a n d locked Closed
.............................
........
......
..
P 2-9
CAA Approved
April 1998 A 8 TP .T67M200/FM
PRE-TAKEOFF EMERGENCY BRIEF The f o l l o w i n g p o i n t s must be b r i e f e d :
1.
2.
3.
Engine f a i l u r e on t h e ground. Engine f a i l u r e below :300 ft.. Engine f a i l u r e above 300 ft.
The f o l l o w i n g p o i n t s must be considered:
1.
2. 3.
4.
Runway s u r f a c e t y p e and c o n d i t i o n Runway l e n g t h S u r f a c e wind. A v a i l a b i l i t y o f emergency l a n d i n g areas o u t s i d e t h e airfield..
3.6
TAKEOFF AND CLIMB
Takeoff T h r o t t l e ..................................... t h r o t t l e .Ful 1 RPM Check 2600 RPM t o 2650 RPM Manifold ~ r e s s u r e J u s t below ambient O i l oresshre Green O i 1 temp Not r e d C y l i n d e r head temp Below max AS1 Increasing Raise nosewheel . . a t 30 k t s IAS L i f t o f f speed PRE MOD'338 MTWA 2150 i b s (975 kq) 50 k t s t a k e o f f f l a p (18") 53 k t s no f l a p POST MOD 338 MTWA 2250 l b s (1020 kq) 55 k t s t a k e o f f f l a t (18') 64 k t s no f l a p Climb 75 k t s t a k e o f f f l a p (18") 80 k t s no f l a p
......................................
.......... .................................... ..... ....,. .

.....................
........... ....................... .............................

~-~
..........................
WARNINGS
(1)
I N STRONG CROSSWIND CONDITIONS LEAVE NOSEWHEEL

ON - THE GROUND UNTIL TAKEOFF SPEED THEN ROTATE
T LIFT-OFF ATTITUDE O
(2)
I F CANOPY W S NOT LOCKED BEFORE TAKEOFF MAKE N ATTEMPT A O TO LOCK I T IN FLIGHT - KEEP SPEED TO SAFE MINIMUM AND LAND A SOON A POSSIBLE S S
CAA A p r i l 1998 A8 TP .T67M200/FM
ro roved
After Takeoff Checks
>
Brakes ........................................................ On/of'f Flaps ...................................................... Raise a t 75 k t s -. Temps & press Green E l e c t r i c a l f u e l pump ................................(At a s a f e h e i g h t ) Off Fuel pressure Check
...................................... ..........................................
<
Departure Checks A1 t i m e t e r Temps & press Avionics
....................................r e q u i r e d Set as .......................................... Check ............................................... As requi red
O i l Temperatures
Average Ambient A i r Above 26.67'C Above 15.55OC -1.1l0C t o 32.2ZC -17.77"C t o 21.11C Below -12.22" Desired O i l Temp 82C 82C 82C Maximum O i l Temp
3.7 3.7.1 a)
ERECT S P I N RECOVERY Standard Recoverv Technique Close t h e t h r . o t t l e . Raise t h e f l a p s . Check d i r e c t i o n o f s p i n on t h e t u r n c o - o r d i n a t o r . Aoolv f u l l rudder t o oooose t h e i n d i c a t e d d i r e c t i o n o f t u r n ~ b \ d ' a i l e r o n sf i r m l y n e b t r a l . Move c o n t r o l column progressive1 y forward u n t i 1 s p i n s t o p s . C e n t r a l i s e rudder. Level t h e wings w i t h a i l e r o n Recover from t h e d i v e
WARNING
e f 9 h i
WITH C O G AT REARWARD LIMIT THE PILOT MUST BE F PREPARED T MOVE CONTROL COLUMN FULLY FORWARD TO O RECOVER FROM S P I N
P .3-11 CAA Approved
A p r i l 1998 A8 TP .T67M20O/FM
3.7.2
Incorrect Recovery
A high rotation r a t e spin may occur i f the correct recovery procedure i s not followed, p a r t i c u l a r l y i f the control column i s moved forward, p a r t i a l l y o r f u l l y , BEFORE t h e application of f u l l anti-spin rudder. Such out-of-sequence control actions will delay recovery and increase the height l o s s . i f the a i r c r a f t has not recovered within 2 complete rotations a f t e r application of f u l l a n t i - s p i n rudder and f u l l y forward control column, t h e following procedure may be used t o expedite recovery
a .. b. c.
Check t h a t
FULL anti-spin
rudder i s applied.
-
Move t h e control column FULLY AFT

the spin stops.
then SLOWLY FORWARD until
Central i s e t h e controls and recover t o level f l i g h t (observing the "g" l i m i t a t i o n s ) . Aerobatics o r Spinninq - Gyro Instruments
3.7.3
Aerobatics o r spinning may cause t h e a r t i f i c i a l horizon or directional gyro t o topple. Up t o 10 minutes may be required for a gyro instrument t o resume normal operation. 3.8 PRACTICE FORCED LANDINGS
Mixture rich. Descend a t 78 kts W r engine and c l e a r plugs as required am 3.9 REJOIN C E K HC S Fuel contents Fuel cock Engine
.......................... Check
(both gauges)
.......................................... Check on (Select

Mixture rich
tank with highest quantity)
............................................... Check gauges green.

...... .,
.,
Direction i n d i c a t o r Radio
.......... Synchronise
check comms and navigation a i d s . Make joining c a l l mil 1 i b a r s e t t i n g
........................................ Select and
Altimeter
.................................. Set correct
CAA Approved April 1998 A 8 TP .T67M200/FM
3.10 3.10.1
LANDING CHECKS AND SPEEDS Downwind Checks Brakes Engine

~7
................................... Off -
parking brake off
........................................ Temps and press
green.. Mixture rich and locked. RPM t o max o r Right) selected)
Fuel cock Fuel
......................................... Check o n . (Left Check ( f o r contents .................................. tank

............................ On
E l e c t r i c fuel pump.. Fuel pressure
.............................. Green As required Flaps ........................................ Altimeter .................................t QFE s e Tight and locked Harness .............................................
3.10.2 C i r c u i t Speeds
I
Position Down Wind
Normal
I
-79 65
Flapless Position Speed
/ F i n a l Turn Finals Threshold
I
I
Takeoff Landing Landing
3.10.3 Final Checks
............................... Set as required ...... Altimeter ...... ....... . .. . ,..... .... Correct QFE s e t .... . Landing ........................ .............. .... Clearance received
Flap
,. ,. .,
,..
.,
,.
P,.3-13 CAA Approved April 1998 A 8 TP ..'T67M200/FM
3.11 3.11.1
AFTER LANDING Checks A f t e r L a n d i n q L a n d i n g 1 i g h t ..................................... Off Strobe l i g h t (if f i t t e d ) Off R o t a t i n g beacon ( i f f i t t e d ) Off P i t o t h e a t ......................................... Off E l e c t r i c f u e l pump Off Flaps Up
.................. .................. ........................... ..........................................
3.11.2
>
Stoppinq t h e Enqine Parking brake
............................. On (Pump
brakes)
Run a t 1000 RPM f o r 1 m i n u t e

Off Radios O .f .f Navigation Aids Off Nav l i g h t s ................................................ Off (Check a1 t e r n a t o r Alternator f a i l warning operates) Check f o r dead c u t Magnetos Closed Throttle Cutoff M i x t u r e ..................................................... When e n g i n e s t o p s , Magnetos Off Off Master s w i t c h Off F u e l cock Down F lals .......................................... Leave on i f a i r c r a f t Par in g b r a k e n o t chocked
.................................................. ..........................................
.....................................
.................................................... ................................................... ..................................................... ...................................... ............................................ ........... :...................................
3.11.3
F i t t i n q f l y i n q c o n t r o l l o c k s (MOO 316) Flaps Control l o c k
............................................ S e l e c t up
.......................................t r o l F i t t o con
sticks and f l a p s , ( c a r e f u l 1y move assy i n t o forward s t i c k position)
3.11.2
Stoppinq t h e Engine
RPM
...................................... . . I n c r e a s e t o 1800
f o r 15-20 seconds, t h e n reduce t o 1200 p r i o r t o s h u t down.
<
Throttle
................................ .Closed
TAL 9/P ,.2 o f 2 CAA Approved March 2004 T67M200/FM
SECTION 4
EMERGENCY PROCEDURES CONTENTS
4.1
...................................................................... 4-1 4.1 .. 1 E l e c t r i c a l F i r e ..................................................... 4-1 4-1 4 .. 1.2 E n g i n e F i r e ............................................................ 4.1 .. 3 C o c k p i t F i r e ......................................................... 4-1 <
Fires Forced Landing Ditching Engine
4.2 4.3 4.4 4.5 4.6 4..7 4.8 4.9 4 .. 1 0
............................................................. 4-2
................................................................... 4-3 F a i l u r e - P r o p e l l e r Stopped ........................................... 4-4

...................................................... 4-5
Engine F a i l u r e - P r o p e l l e r T u r n i n g Fumes i n t h e C o c k p i t
......................................................... 4-6 A1 t e r n a t o r F a i l u r e ......................................................... 4-6 4-6 Communication F a i l u r e ....................................................... 4-7 O i l P r e s s u r e F a i l u r e ....................................................... P r o p e l 1 e r Governor F a i 1 u r e .................................................... 4-7
4 . 1 0 . 1 RPM w i 11 n o t I n c r e a s e
................................................. 4.-7
..................................... 4-7 .................................... 4-8
4.10 .. 2 RPM Overspeeds o r w i 11 n o t Decrease 4..11 P o r t e l e c t r i c a l a r t i f i c i a l h o r i z o n f a i l u r e L a s t e f f e c t i v e page i s 4-8
CAA Approved A p r i l 1998 A8 TPaT67M200/FM
INTENTIONALLY BLANK
CAA Approved A u g u s t 1985 TP .T67M200/FM
- r { ~ UAVIATION LB 0y MGS IT
4.1
FIRES
WARNING
THE EXTINGUISHER I N THE COCKPIT I S BCC AND GIVES OFF TOXIC FUMES I N A CONFINED SPACE. I T SHOULD BE USED WITH CARE. ENSURE ONLY SUFFICIENT EXTINGUISHING I S USED TO PUT OUT FIRE THEN OPEN ALL FRESH AIR VENTS
4.1.1
Electrical Fire A1 t e r n a t o r Master switch C i r c u i t breakers
.................................. .Off ........................... Off ........................1 . . T r i p a1
Land as soon as p o s s i b l e - t h e e n g i n e w i l l c o n t i n u e t o r u n b u t a l l e l e c t r i c a l s e r v i c e s have been l o s t .
A f t e r a l l c i r c u i t b r e a k e r s have been t r i p p e d t h e b a t t e r y power may be r e s t o r e d t o e n a b l e s e l e c t i v e r e s e t t i n g o f c i r c u i t b r e a k e r s i f necessary. Should t h e ammeter show an e x c e s s i v e d i s c h a r q e when a p a r t i c u l a r c i r c u i t breaker i s r e s e t then leave t h a t c i r c u i t breaker i n t h e t r i p p e d position. F i n a l l y r e s t o r e power t o t h e a1 t e r n a t o r . 4.1.2 Engine F i r e T h r o t t l e ............................................. Closed P r o p e l 1e r ........................................... M i n RPM M i x t u r e .............................................. Cut-of f F u e l cock ................................................ O f f Magnetos Off E l e c t r i c F u e l pump Off C o c k p i t h o t a i r ................................ Off Radio T r a n s m i t emergency c a l l A1 t e r n a t o r .......................................... Off Master switch Off
........................... ............................................
DO NOT ATTEMPT RESTART
........................................... ...................................
C a r r y o u t F o r c e d Landing
>
4.1.3
Cockpit F i r e
On ground Cockpit a i r v e n t i l a t i o n intakes
Open
F i r e E x t i n g u i s h e r . . . . . . . . . . . . . . . . . . . . . . . . .D i s c h a r g e a t s o u r c e o f f i r e Engine Canopy
........................................... S h u t down (para

Fire)
4 . 1 . 2 Engine
.......................................... C o c k p i t Open and Evacuate

P..4-I CAA Approved A p r i l 1998 A8 TP .T67M200/FM
>
In flight Cockpit A i r V e n n t i l a t i o n Closed and H e a t e r I n t a k e s ............................ F i r e Extinguisher
...............................t Discharge a
fire
source o f
Canopy D i r e c t V i s i o n Window
..........
Open h a l f w a y t o c l e a r smoke and remove f i r e extinguishant traces c a r r y o u t d r i l l s 4.1.1 E l e c t r i c a l F i r e and/or 4.1..2 Engine F i r e )
F i r e Damage
..................................... necessary Assess ( I f
4.2
FORCED LANDING
Glide
................................... e s 70 k t s - g i v
about ( 1 . 3 nm p e r 1000 f t i n s t i l l a i r - P o s t Mod 333) o r (1.5 nm p e r 1000 f t i n s t i l l a i r p r e Mod 733)
*Radio
..................................... 1 Emergency c a l
. . . . . . . . . . . . . . . . . C .o.s.e d .l M i n RPM Propel l e r .......................... Cutoff * M i x t u r e ............................... *Fuel c o c k .................. O f f . *Magnetos .......................... Off
Throttle
,.
* E l e c t r i c f u e l pump A1 t e r n a t o r
..,.
Off
...................... Off
.................... Off
locked
*Master s w i t c h *Harness *Canopy
............................ T i g h t and
................................... 1ocked C l o s e d and
G l i d i n g speeds
..............l e a n C
- 70 k t s T a k e o f f f l a p - 70 k t s L a n d i n g f l a p - 65 k t s
Thresh01 d speed
.................. 60 k t s
Items marked * must b e completed even f o l l o w i n g an e n q i n e f a i l u r e a f t e r take o f f . P.4-2 CAA Approved A p r i 1 1998 A8 TP. T67M200/FM
4.3
DITCHING WARNINGS I F ABOVE 2000 FT AMSL CONSIDER ABANDONMENT BY PARACHUTE. DITCHING I S BEST CARRIED OUT WHILST ENGINE POWER I S AVAILABLE TO CONTROL THE RATE OF DESCENT., I N A STRONG WIND, LAND INTO WIND PREFERABLY ON THE CREST OF A WAVE. I F THE SWELL I S HEAVY LAND ALONG THE SWELL.
W i t h Power A v a i 1a b l e Harness Canopy Flaps Speed
.................................... T i g h t and
locked
.............................................open Closed o r l o c k e d
(Post Mod 283 a/c)
................................................ F u l 1 y down
..................................... 60 k t s
............................... 300 f t m i n
R a t e o f descent
DO NOT ROUND OUT C o n t i n u e descent i n t o t h e w a t e r . W i t h o u t Power Avai l a b 1 e F o r c e d l a n d i n g checks Canopy Flaps Speed
................ Completed .............................C l o s e d o r
e x c e p t canopy
l o c k e d open ( P o s t Mod 28.3 a/c)
................................l l y down Fu ........................................ 60 k t s

.............................l i s h e d As e s t a b
R a t e o f descent
DO NOT FULLY ROUND OUT Check r a t e o f d e s c e n t b u t f l y t h e a i r c r a f t i n t o t h e water. CAUTIONS

I N BOTH CASES THE AIRCRAFT MAY TURN ON ITS BACK. RELEASE THE SEAT HARNESS AND EXIT VIA THE OPEN CANOPY BEFORE INFLATING L.SJ.
WITH CANOPY I N OPEN POSITION DURING FLIGHT SUCTION CONTROLLED INSTRUMENTS WILL BE MORE DIFFICULT TO READ DUE TO INDICATOR NEEDLE FLUTTER.
4.4
ENGINE FAILURE
PROPELLER STOPPED
WARNINGS
EARLY PREPARATION FOR AN EMERGENCY LANDING I S PREFERABLE TO FOLLOWING DRILLS AND THEN BEING LEFT WITH TOO LITTLE HEIGHT TO CARRY OUT A SAFE LANDING. I F THE ENGINE STOPPED WITH UNUSUAL MECHANICAL NOISE, DO NOT ATTEMPT RESTART, BUT CARRY OUT FORCED LANDING. R e s t a r t Procedure Master s w i t c h ............................ on ,. ... ,. . Check 114 i n c h open ,. T h r o t t l e ......................................... Propel 1e r ...................... ........... ., ....... Max RPM Mixture . Lean c u t - o f f ..., ...... Check (Both gauges) Fuel contents ..., ....... ,. .. ., ......... ,. ............ ., ........ On ( L e f t o r R i g h t ) Fuel cock LH Magnetos ,. On E l e c t r i c f u e l pump ............... Fuel pressure . . . . . . . . . . . . . . . . . . . Check . . . .... A1 t e r n a t o r ................ ,. ................. ,. Off
...... ..........................
, ,
................,................ ........
...............
.....
EITHER operate s t a r t e r OR, i f s t a r t e r i s i n o p e r a t i v e , d i v e t o s t a r t p r o p e l l e r t u r n i n g (approx 115 k t s ) . I f d i v i n g t o s t a r t t h e engine care must be taken on t h e p u l l - o u t n o t t o exceed t h e g l i m i t s ( r e f S e c t i o n 2) ,, When engine s t a r t s , Mixture Alternator Throttle
............................l o w l y t o f u l l S ...................... ..On ................................ power Increase
rich
slowly A l l o w engine t o warm up
D I V I N G TO RESTART THE ENGINE USES 6 0 0 - 8 0 0 FT
I f t h e p r o p e l l e r stopped d u r i n g aerobatics, t h e engine may be s t a r t e d immediately u s i n g t h e s t a r t e r b u t t o n so l o n g as t h e r e was no mechanical n o i s e when t h e engine stopped.
P . 4-4 CAA Approved A p r i l 1998 A8 TP ., T67M200/FM
-'{SLINGSPY LTm avln.lON

4.5
ENGINE FAILURE - PROPELLER TURNING WARNING EARLY PREPARATION FOR AN EMERGENCY LANDING I S PREFERABLE TO FOLLOWING DRILLS AND THEN BEING LEFT WITH TOO LITTLE HEIGHT TO CARRY OUT A SAFE LANDING.
MECHANICAL
I f t h e r e i s no o i l p r e s s u r e o r i f t h e r e i s unusual mechanical n o i s e :
............................. Closed ....................... Min RPM (Speed fully aft) Cutoff M i x t u r e ....................................... F u e l cock ........................... Off
Throttle Propeller CARRY OUT FORCED LANDING. R e s t a r t Procedure FUEL
control
Magnetos ........................................ Off E l e c t r i c f u e l pump ........................ Off
Not Zero (Both Tanks) F u e l c o n t e n t s ................................ F u e l cock On L e f t o r R i g h t Tank Mixture Lean - c u t o f f 1/4 i n c h OPEN Throttle On E l e c t r i c f u e l pump Check Fuel pressure
................................. .................................... ................................ ................... ..........................
MAGNETOS Both Right Left Both I F NO IMPROVEMENT
......................................t e r i f no b e t ......................................... i f no b e t t e r .......................................... i f no b e t t e r ,

-
CARRY OUT FORCED LANDING
P ..4-5 CAA Approved A p r i l 1998 A8 TP .T67M200/FM
4.6
FUMES I N THE COCKPIT Cockpit h o t a i r/demist Fresh a i r vents
........................... F u l l y open
...................... .Off
Check a l l e n g i n e i n s t r u m e n t s f o r any s i g n o f m a l f u n c t i o n . I f s m e l l i s e l e c t r i c a l - e l e c t r i c a l f i r e d r i l l , . I f t h e s m e l l i s p e t r o l , do n o t make any e l e c t r i c a l s e l e c t i o n a t a l l as a s p a r k c o u l d l e a d t o f i r e . iAND AS SOON AS POSSiBiE
4.7
ALTERNATOR FAILURE A1 t e r n a t o r ,.Off' E x c i t a t i o n c/b ...................................... .Set A1 t e r n a t o r c / b ................................. .Set A1 t e r n a t o r ............................................... .On
.......................................
I f t h e a l t e r n a t o r o u t p u t cannot be regained, reduce e l e c t r i c a l l o a d s t o a minimum, t o conserve b a t t e r y l i f e . Descend o u t o f c l o u d b e f o r e s e r v i c e s f a i l ( r a d i o , gauges e t c ) .. Land a t n e a r e s t s u i t a b l e a i r f i e l d .

>
I n any event, t h e b a t t e r y d u r a t i o n , o p e r a t i n g i s i n excess o f 30 minutes.
with
all
essential
services
4.8
COMMUNICATIONS FAILURE
Check volumes and s e l e c t i o n s on r a d i o s and c o n t r o l panel Check c i r c u i t breakers.. Try alternate frequencies.
Change headset i f p o s s i b l e . P l u g i n headset on o t h e r s i d e

-
use o t h e r t r a n s m i t t e r b u t t o n .
T u r n r a d i o s o f f , a l l o w t o c o o l f o r 5 minutes and t h e n t r y a g a i n .
P.4-6 CAA Approved A p r i l 1998 A8 TP .T67MZOO/FM
4.9
OIL PRESSURE FAILURE

WARNING
PROLONGED USE O P W R AFTER ENGINE OIL PRESSURE F O E FAILURE WILL LEAD TO ENGINE MECHANICAL DAMAGE F u l l t h r o t t l e may be used i n emergency but engine f a i l u r e i s l i k e l y t o f o l l o w l o s s o f o i l pressure, p a r t i c u l a r l y i f much power i s used.
Krm Throttle
..............................................i t h t h r o t t l e control w ................................... - except f o r closed

emergency
C a r r y o u t f o r c e d landina a t nearest a v a i l a b l e s i t e .
4.10 4.10.1
PROPELLER GOVERNOR FAILURE

RPM w i l l not Increase
(a) Check t h a t engine o i l pressure has not f a i l e d . (b) Check t h a t m a n i f o l d pressure i s above 15" t h r o t t l e i f necessary t o achieve t h i s .
-
open
(c) Exercise t h e RPM c o n t r o l s l o w l y throughout t h e whole range (d) I f t h e RPM s t i l l does n o t respond, leave t h e RPM c o n t r o l i n mid-range and use engine power observing t h e RPM/Manifold pressure l i m i t s i n S e c t i o n 2..
<
(e) Land at nearest a v a i l a b l e a i r f i e l d . 4.10.2

RPM Overspeeds o r w i l l not Decrease
(a) Use t h r o t t l e t o keep RPM i n l i m i t s - use o f more than about 314 t h r o t t l e may cause RPM t o overspeed. (b) Leave RPM c o n t r o l i n mid-range. (c) Reduce speed t o 80 k t s . (d) Land a t nearest a v a i l a b l e a i r f i e l d .
A\,lATION LTO
4.11
PORT ELECTRICAL ARTIFICIAL HORIZON FAILURE (MOO 312) Back-up b a t t e r y s w i t c h
..................,,,,,,UP will give at least
position half-hour of
The emergency operation.
back-up
battery
LAND A SOON A POSSiaiE S S CAUTION AFTER LANDING TURN SWITCH BACK TO D W POSITION OR BATTERY W I L L O N DISCHARGE EVEN W I T H MASTER S W I T C H OFF
P4-8 CAA Approved A p r i l 1998 A8 TP .T67M200/FM
SECTION 5
PERFORMANCE AND FLIGHT PLANNING CONTENTS
5 1
General 5 , . 1. 1 5.1.2 5 1.3 5.14 x5.1.5 5.1.5A 51.,6
. , . , . . . . . , , , . , . , .
,.,.,,,,,,,,
,,
....,.... .
.
,, , ,
.
,
5-1 5-1 5-1 5.-1 5-1 5.-2 5-3 5-4
>
5 2
Performance Group . ,. . . , , . . ,, ,, .. , . ,, . , , . . ,, . . F l i g h t Over Water Speed , , ,, AS1 P o s i t i o n E r r o r s A1 t i m e t e r P o s i t i o n E r r o r s . ,, ,, . ,, . . , , ,, , , , , Maximum Crosswind Components . ,, . ,, , ,, , . . . . , , ,, Improved Technology P r o p e l l e r , . ,, . , . . , , ,, . ,, , S t a l l Speeds .. , , , , ,, , , , ,
.. .
,. , ,
,, . ,. ... . . . ,. . . .
, , ,
<
T a k e o f f Performance Climb
. . .. .
, ,, , , ,
, , ,
. . ,, .
,
,, ,
. . .
, ,,
. .
,, ,
,,
x 5.3
. . ..
.. .
. . .. , ..
..
. .
,
.,
. . . ,, . . .
,,
,, ,,
...
, , ,
5 . 3 . 1 Climb Speeds . . , . . ., , , , , , . . . . , 5 . 3 2 Rate o f Climb i n ISA Temperatures

A
...
,,
, ,,
. .. , , . . . .. ..
, , ,
,, ,, ,, ,,
..
5-4 5.-4 5-5 5-6 5-7
54
L a n d i n g Performance G l i d e Performance . . .
. ..
,, ,, ,
. ,. . . ,
, ,
, ,
. .
,,
. ,,
,
,,
,.
. . . . . .. .
,
,, , ,, , ,
.
,
,, ,, ,,
h. 5 5
A
...
. . . ,, ,, .
,
,
, ,,
.
,
,
. . . ,,
,
,
56
Endurance Performance . C r u i s e Performance Range

,
,, ,,
. . , . ,,
, , , , ,
. . ,, . . .
,,
, ,, ,, ,,
, ,
,,
..
,,
,c 5 7
. .
...,
,
..
,.
, , ,
,,
.,
, ,,
,,
, ,,
5-8 5-10 5--11 5-12
5.8
...
. .. ,.
. ..
, , ,
,, ,
... ..
,, , ,. ,
. .
,, , ,,
., ..
,,
6 59
5.10
Time, f u e l and d i s t a n c e t o c l i m b
, ,,
. ..
, ,,
.
, ,
. ... ,
.
,,
Time, f u e l and d i s t a n c e t o descend ... .
,,
. . , ,.
,,
. ....
Cast e f f e c t i v e page i s P.5-12
CAA Approved December 1988 A6 TP T67M200/FM
PILOTS NOTES FIREF1.Y T67M200
INTENTIONAtLY BLANK
CAA Approved A u g u s t 1985 TP . T67M200/FM
5.1
GENERAL
5.1.1 Performance Group

-.
This a i r c r a f t i s c l a s s i f i e d in Performance Group E of BCAR. This means t h a t t h e r e i s no s p e c i f i c provision f o r performance a f t e r engine f a i l u r e . The performance d a t a has been measured i n accordance with both S e c t i o n K BCAR and F R Part 23. A
E 1 ... ,IC
C l i q h t Over , ,, Water Speed
The d e c l a r e d " f l i g h t over water" speed of t h e a i r c r a f t i s a true a i r s p e e d of 100 kts.

5.1.3 A i r Speed I n d i c a t o r P o s i t i o n E r r o r s Flaps R e t r a c t e d IAS (Kts) 50 60 70 180 C S (Kts) 51 61 71 A 182 Takeoff Flap IAS (Kts) 50 CAS (Kts) 50 Landing Flap IAS (Kts) 50 CAS (Kts) 51.2 60 61 70 70.7 80 81 90 91 98 99 60 60.5 70 71 80 81 90 91 100 102 110 112 120 122 80 90 100 81 91 100.5 110 120 130 140 150 160 170
111..5 121..5 1.31.5 141.5 151 162 172
5.1.4 A l t i m e t e r P o s i t i o n Errors
The maximum a l t i m e t e r s t a t i c e r r o r i s -30 f t

5.1.5 Maximum Crosswind Components
>
The maximum demonstrated crosswind component f o r t a k e o f f and landing i s 25 kts. 5.1.5A Improved Technoloqy P r o p e l l e r POST MOD 333 i n t r o d u c e s an improved technology p r o p e l l e r . Other than i n the g l i d e ( r e f . graph page 5-6) a l l o t h e r performance t a b l e s a r e unaffected.
P..5-1 CAA Aooroved April i998 A 8 TP ,.T67M200/FM
5.1.6
Stall Speeds
At Forward C o f G
AIRCRAFT WEIGHT (LBSI
K.5-2
CAA Approved April 1990 A7 TP .T67M200/FM
5.2
TAKEOFF PERFORMANCE
The i n f o r m a t i o n i s d e r i v e d fr.om t h e t a b l e and r e p r e s e n t s t h e t a k e o f f d i s t a n c e s r e q u i r e d f r o m r e s t t o t h e 5 0 f t (15m) h e i g h t p o i n t . PRE-MOD 3 5 8 MTWA 2150 LBS (975 k q )
CONDITIONS :FLAP 18'1 FULL THROTTLE PRIOR TO BRAKES RELEASE I PAVED. LEVEL RUNWAY -ZERO WlND Gross W i t Takeoff Speed LimMf A1508 Pressure Andude R (m) SeaLeiel 1000 (305) 2000 (610) 3000 (914) 4000(1219) 5000(1524) 0'C Gmund Roll 683 780 890 1034 1188 1365 Tatalto clear50R. 1274 1435 1645 1904 2177 2497 Gmund Roll 709 809 923 1072 1229 1411 10'C Tolalto dearSon. 1317 1496 1699 1966 2246 2575 20'C Gmund Rall 737 838 962 1111 1273 1462 Totalto dearSOR. 1365 1544 1749 2031 2321 2561
1
Gmund Roll 826 945 1081 1237 1416 1629
bs(kgj
2150 (9751
50 MS
87615
30C Totalto dear50R 1514 1724 1964 2244 2561 2943
Gmund Rall 922 1054 1204 1378 1560 1810
40'C Totallo dear500 1676 1906 2171 2481 2806 3251
For operal'bn an grass wnwaysthetotal lakeoff d'aances scheduled far paied runways must be increased a5follows.
@ Dry grass (6 hs long)
FO~ operatian h headwind cond'lbnrlhefoll~ng mrredlans may be
applied:
Decrease distances by 1O%for each 9 knols 20% olthe totattakeofld'btance

Far operalkkn in talwind candnsns the follaw'ng w m d l i n must be applied:
m Wet grass (8 ins long):

> <
3a% of lheto1allakeoff dmance
lncteased'istance by 10% for each 3 5 knots In me ewntof a napless tskeofl~haflrpeed 53 Mr lAS, speed of at50 nscreen heght of 72 Ms 14s) me tala1takeofld'bianceshould be ncreased by29%
POST M D 3 5 8 - MTWA 2250 LBS (1020 O
/
Gm58 Werght Takeoff Sped Laon Al50R 55Ms 69Kts Presure Anlude n (m) SeaLeiel lOOO(305) 2000(810) 3000(914) 4000(1219) 5000(1524) O'C Gmund Roll 914 1043 1190 1383 1589 1826
T67M200 TAKEOFF DISTANCE lltl
I
20C Totalto dearst 1558 1763 1997 2319 2650 3038 Gmund Roll 1105 1264 1446 1654 1894 2179 30'C Totsllo dearMR 1729 1968 2242 2562 2924 3360 Gmund Roll 1233 1410 1610 1843 2086 2421 40'C Tola110 dear5OR 1913 2176 2479 2833 3204 3712
CONDITIONS : FLAP 18' 1 FULL THROTTLE PRIOR TO BRAKES RELEASE! PAVED, LEVEL RUNWAY -ZERO WlND Totalto dearSon 1455 1638 1878 2174 2485 2851 Ground Roll 948 1082 1234 1434 1644 1877 10'C Totalto clear50R 1504 1708 1940 2245 2564 2940 Gmund Roll 986 1121 1273 1466 1703 1955
Ibs(kg)
2250 (1020)
For operaran on grass ~nwaysthetolal Iakeafld'etances scheduledfor p a d runways must be increased as follows
>
Foropemlon h headwnid wndllonsthe following w m d a n r may be appl'ed: Decrease d'atancer by 10% for each 9 knals
(0
Diygrass (8 b long): x Wetgnss (8 ins long):

> <
20% ofthe totattakeoffd'aance

oro opera tan iolaiMnd w n d ' l t l a n s t h e f a l i ~ r r e m n must be applied' w
30% ofthetotal takeoffd'aance
s Increase distance by 10%for each 3 5 knots
In the eientof a Raplesslakeoh(ll0ff speed af 4Ms 14S.speed

at50 men heQhtaf74 kls IAS) the totallakeoffdaance should be inmared by 29%
P 5-3 CAA Approved A p r i l 1998 A8 TP .T67M200/FM
5.3
CLIMB -
5.3.1 Climb Speeds The b e s t r a t e o f climb speed a t maximum AUW 975 kg (2150 l b s ) i s 80 k t s I A S w i t h o u t f l a p i n ISA temperatures. 5.3.2 Rate o f Climb i n ISA Temperatures
ALTITUDE (Feet)
<
Note:
I n h o t weather, reduce the r a t e o f c l i m b by 25 f e e t p e r minute f o r every 5C above t h e standard temperature a t t h e a l t i t u d e i n question .
S e r v i c e c e i l i n g i s 16,000 f t ( r e f e r t o l i m i t a t i o n s s e c t i o n : 2.7.1).
CAA Approved A p r i l 1990 A7 TP .T67M200/FM
I N ' T E N T I O N A L L Y BLANK
P. 5-4A CAA Approved A p r i l 1990 A7 TP .T67M200/FM
P I L O T S NOTES F I R E F L Y T67M200
5.4
LANDING PERFORMANCE
The i n f o r m a t i o n i s d e r i v e d from t h e t a b l e and r e p r e s e n t s t h e l a n d i n g d i s t a n c e r e q u i r e d from a h e i g h t o f 5 0 f t (15m) t o b r i n g t h e- a i r c r a f t t o rest
PRE M D 358 O
CONDITIONS : FLAP 40- POWER OFF -MODEPATE BPAKING -HARD DRY RUNWAY . ZERO WlND Gms Weoht Indicated AiSpeed Al50R Prersure Anitude R (ml Sea Lee1 1000 (305) 2000 (610) 3000 (914) 4000 (1219) 5000 (1524) O'C Gmund Roll 826 857 889
922
Ibs(kg)
2150 (9751
65 KIE
957 993
Totalto dear M R 1755 1820 1888 1958 2032 2109
Gmund Roll 857 888 921 956 992 1030
1O'C Totalto dearMt 1819 1887 1957 2030 2107 2187
20'C Gmund Roll 887 920 954 990 1027 1066 Total10 dear5OR. 1884 1953 2026 2102 2181 Gmund Rail 917 951 987 1024 1062 1102
3VC Totalto dear 5OR. 1948 2012 2095 2173

2256
40% Gmund Roll 948 983 1109 1057 1097 1139 Tatalto dear50H 2012 2087 2164 2245 2330 2418
22M
2341
Far operation an grass runwaysthe Iota1landing dbiances Scheduled for paved wnways must & haeased as follows:
For operation n headvnnd conditionsthefollaw'ng wrrea'ons may be applied:
I'I
I
Decrease & acr &ne l
by 10% for each 8 knots
(0 ow grass (8 ins long):

lih Weioias 1 ms I o n 1 8 ,, , -,
>. ~.
.c
15% ofme total landing titstance For opeman mtaUwind wnd'llonr the follaving mma'an mus &applied: 30% of the total landinadbtance
E
Increase diaance by 10% for each 2 knots In me een1of a napless landing (approach speed of 74 m 1 5 the total landing atstance 4) should be increased by 20%
CAA Approved A p r i l 1998 A8 TP T67M2001FM
A { ~ A\,lATION mOy u K LT
POST MOO 358 I n cases o f emergency o n l y , where l a n d i n g s have t o be c a r r i e d o u t a t AUW's between 2150 l b s and 2250 l b s ground r o l l and t o t a l l a n d i n g d i s t a n c e s s h o u l d be as shown i n t h e f o l l o w i n g t a b l e Heavy l a n d i n g checks-'(ref 7.3.5) must be c a r r i e d o u t .
>
<
For operalion on grass runwaysthetolal landing #&lances Ynmuled forpayed lunwal.must be mmased ar follows.
For operafan n headvlnd conditlansthe fallwnng corredanr may be a W i .
>
(9
Decreasedibtances by 10% for each 8 knoll

Dlygiass (8 ins long):
15% ofthe total landing distance
Far operain n t a i M d modi~ions fallwnng coriecinn must be a W i the
(3 Weisrass (8 ins long): 30% oflhe total landing dblance
2 -
Increase dlrtance by l o % for each 2 knoll

> <
10 the e*ed o f a napless iand'kg (approach speed cf 74 kll MS)the total landing dinance should be haeased by20%
5.5
GLIDE PERFORMANCE
A t maximum t o t a l w e i g h t o f 975 k g (2150 l b s )

>
S e t speed t o 70 k t s ( I A S ) . T h i s g i v e s t h e maximum g l i d e a n g l e w h i c h i s 1 i n 8 2 P o s t Mod 333 o r 1 i n 9 P r e Mod 333. Engine O f f

-
Propeller Windmilling
Flaps Retracted
No Wind.
DISTANCE TRAVELLED (N.Miles)
P . 5-6 CAA Approved December 1988 A6 TP. T67M200/FM
5 6
ENDURANCE PERFORMANCE
-
I N HOURS
MAX FUEL CONTENTS 34.62 Imp Gal ( 4 1 . 5 8 US Gal) 157.4 l i t r e s )
N N
---m
, I h .
*
V)
I-'
m w
U
0
e m
m m
m b
o m
z
Y
-- -.
.- .wm
7 -
m
m
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2 =
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-low
"-
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m
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m a U) m mm
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5e 2
k
,-A
P
,
'91'9s
* * L C
Y 'A EL 0
rn m
.x
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h N
m0
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-z
nn
'A Z
-4
o w * m m w w m m * L "
A N NN
..
m m
o m
o m
0
L
rn
75 U
P..5-7
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A p r i 1 1998 A8 TP .T67M200/FM
PILOTS NOTES
FIREFLY T67M200
5.7
C R U I S E PERFORMANCE
l[;il
I I
:s i
-40
.ddd
-..x
l[lA5i'l
=mc>
i i i l
* .
: Y? 9 m
-.
L.4
#,
rn
yz,
-*a,
4 - 4 0
C.99
mm-am
. ..,
r-mN N A
- 4 -
" = c, ? z
4
E
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4
mN* 004 N N N
--.Nm* o m a
l
---
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om-
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'
5 44.1
1;
-"a-
.&<dm'
"NO" '=--m
....
P..5-8
>
<
A p r i l 1998 A 8 TP . T 6 7 M 2 0 0 1 F M
P . 5-9
> <
A p r i 1 1998 A8 TP .,T67M200/FM
5.8
RANGE PERFORMANCE (PRE MOD 358) MAX FUEL CONTENTS 34.62 Imp Gal (41.58 US G a l ) (157.4 l i t r e s )
I N
P.5-10
> <
A p r i l 1 9 9 8 A8 TP .T67M200/FM
5.8A
RANGE PERFORMANCE (POST MOD 358)

-
IN
S MAX FUEL CONTENTS 34.62 Imp Gal (41.58 U Gal) (157.4 l i t r e s )
P.5-10A
> <
A p r i l 1998 A8 TP .T67M200/FM
5.9
T I M E , F U E L AND D I S T A N C E TO CLIMB
MAXIMUM RATE OF CLIMB (PRE MOD 358)
5.9A
TIME,
FUEL AND DISTANCE TO CLIMB

(POST MOD 358)
MAXIMUM RATE OF C L I M B
62
u nn
2 ': U
L,
nv ,
P..5-11
>
<
A p r i 1 1998 A8 TP .T67M200/FM
5.10
TIME, FUEL AND DISTANCE TO DESCEND
PRE MOD 3 5 8 MAX AUW 2 1 5 0 LBS ( 9 7 5 KG) AND POST MOD 3 5 8 MAX AUW FOR TAKE OFF 2 2 5 0 LBS ( 1 0 2 0 KG)
P..5-12
> <
A p r i l 1998 A8 TP . T 6 7 M 2 0 0 / F M
SECTION 6
SYSTEMS LAYOUT. DESCRIPTION AND USE CONTENTS
6.1
The Engine and P r o p e l l e r
6.1.1 6.1.2 6.1.3 6.1.4 6-4 6 ..I.. 5 Tachometer M a n i f o l d Pressure 6-4 6.1.6 Starter 6-4 6.1.7 P r o p e l l e r and Constant Speed U n i t ....................... 6-5 6.1.8 6-6 6.1 9 Normal Use ............................................................ 6-6 6 1.10 Malfunctions
.................................................. 6-1 General D e s c r i p t i o n ................................................. 6-1 The Engine .......................................................... 6-1 6-1 Engine L u b r i c a t i o n System ................................... Magnetos ............................................................ 6-2
...................................................... ........................................... ...........................................................
6.2
........................................................ The Airframe and Engine Fuel System .................................. 6-7 6.2.1 General D e s c r i p t i o n ............................................ , ....... 6-7 6.2.2 Fuel Tank .......................................................... 6-7 6.2.3 Fuel Contents Gauge .............................................. 6-8 6..2..4 Fuel Pressure Gauge ................................................. 6-8 6.2.5 Fuel Control U n i t ..................................................... 6-8 6.2.6 Fuel D i s t r i b u t o r ...................................................... 6-9 6.2.7 T h r o t t l e ............................................................. 6-9
6.2.8 6 ..2.. 9 6..2.10 6.2.11
6-9 Fuel M i x t u r e / C u t - o f f C o n t r o l .......................................... Normal Use .......................................................... 6-10 M a l f u n c t i o n i n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-11 . . . . . .< . . . . . . . .... . Fuel System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-11. .....
6.3
The E l e c t r i c a l System
...................................................... 6-12
6 3 .1 General 6.3.2 6 ..3.. 3 6.3.4 6 ..3.. 5 6 ..3.. 6 6.3.6A 6.3.7 6.3.8 6.3.9
..................................................... ............ 6-15 The E l e c t r i c a l C i r c u i t Diagram ............................. C i r c u i t Breaker Layout .......................... 6-16 C i r c u i t Breaker Layout ...................... 6-16
Deswiption 6-12 6-12 Battery A1 t e r n a t o r 6-12 6-12 C i r c u i t Breakers ..................................................... Normal Use o f t h e System .......................................... 6-14 Malfunctioning 6-14 Emergency back-up b a t t e r y f o r p o r t e l e c t r i c a l a r t i f i c i a l h o r i z o n (MOD 312) 6-14
........................................................ ...........................................................
.........................................................
A p r i l 1988 A8 TP .. T67M2001FM
PILOTS NOTES
FIREFLY T67M200
..6.4
General Equipment
..........................................6-17 S a f e t y Equipment .................................... 6..17 Access t o t h e C o c k p i t .....,.........................6-17 A i r c r a f t S e c u r i t y ................................... 6-17 Canopy ................... . .......................6-17 S e a t s and Harnesses ................................ 6-19 A i r c r a f t E x t e r n a l L i g h t i n g ......................... 6-20 C o c k p i t L i g h t i n g ................................... 6-20 C o c k p i t V e n t i 1 a t i on and H e a t i n g .................... 6-20
6.5
U n d e r c a r r i age
............................................. 6-23 6.5.1 G e n e r a l D e s c r i p t i o n ................................ 6-23 6.5.2 T y r e s .............................................. 6-23 6.5.3 The Nosewheel ...................................... 6.. 24 6.5.4 The Mainwheels ..................................... 6-24 6.5.5 Nosewheel S t e e r i n g ................................. 6-24 6.5.6 Wheelbrakes ........................................ 6-24 6.5 . 7 T a i 1 Bumper .......................................... 6-25 6.5.8 Ground H a n d l i n g Arms ............................... 6-25 6.5.9 P i c k e t i n g .......................................... 6-25 6.5.10 Normal Use ........................................ 6-25
F l i g h t Instruments
6.6
6.6.1 6.6.2 6.6.3 6.6.4 6.6.5 6.6.6 6.6.7 6.6.8 6.6.9 6.6.10 6.6.11 6.7
........................................ 6-26 General D e s c r i p t i o n ................................ 6-26 The P i t o t and S t a t i c Systems ....................... 6-26 P i t o t and S t a t i c I n s t r u m e n t s ....................... 6 .27 . The S u c t i o n S u p p l y ................................. 6-29 S u c t i o n D r i v e n I n s t r u m e n t s ......................... 6-29 The S t a l l Warning .................................. 6-30 The M a g n e t i c Compass ............................... 6-31 The T u r n C o - o r d i n a t o r .............................. 6-32 M i s c e l l a n e o u s I n s t r u m e n t s .......................... 6.. 33 Normal Use ......................................... 6..34 M a l f u n c t i o n i n g ..................................... 6.. 34
F l y i n g C o n t r o l s and F l a p s
6.7.1 6.7.2 6.7.3 6.7.4
................................. 6-35 General D e s c r i p t i o n ................................ 6-35 C o n t r o l Column ..................................... 6..35 E l e v a t o r and Trimmer ............................... 6-35 A i l e r o n s ........................................... 6-35
August 1985 TP T67M200IFM
PILOTS NOTES FIREFLY T67h1200
&
6.4
Gener a1 Equi pment ............................................................................... 6-17
S a f e t y Equipment 6-17 Access t o t h e Cockpit ......................................................... 6-17 Aircraft Security 6-17 Canopy ........................................................................ 6-17 S e a t s and Harnesses ..................................................... 6-19 A i r c r . a f t External Lighting 6.. 20 Cockpit L i g h t i n g 6-20 Cockpit V e n t i l a t i o n and Heating ....................................... 6-20
...................................................... ........................................
.........................................................
..................................
6.5
Undercarri age
6 5.1 6.5 2 6.5.3 6 ..5..4 6..5 . 5 6.5 . 6 6.5 7 6..5 .. 8 6 ..5..9 6 .. 5.. 10
..................................................................................... 6.-.23
General D e s c r i p t i o n 6-23 Tyres ................................................................................... 6-23 The Nosewheel ................................................................ 6-24 The Mai nwheels 6-24 Nosewheel S t e e r i n g 6-24 Wheel br akes 6-24 Tai 1 Bumper 6-25 Ground Handling Arms 6-25 Picketing 6-25 Normal Use 6-25
........................................
......................................................... .................................................... ................................................. ..................................................... ............................................. ........................................................ .............................................................

............................................................. 6.-26
6.6
1 1 i ght Instruinents
6 . 6 1 General D e s c r i p t i o n 6-26 6 . 6 .. 2 The P i t o t and S t a t i c Systems 6.-26 6 . 6 .. 3 P i t o t and S t a t i c Instruments 6-27 6 6 . 4 The S u c t i o n Supply 6-29 6 . 6 .. 5 S u c t i o n Driven Instruments 6-29 6.6.6 The S t a l l Warning 6-30 6 .. 6.7 The Magnetic Compass ...................................................... 6-31 6 . 6.8 The T u r n Co-ordi nator 6-32 6 . . 6 . 9 Miscellaneous Instruments ............................................. 6-33 6 6 .. 1 0 Normal Use 6-34 6 . 6 . 11 Malfunctioning 6-34
.......................................... .....................................................
.................................................. ........................................ ............................... .................................................. ........................................
............................................................... ..........................................................
6. 7
F l y i n g C o n t r o l s and Flaps
6 .7 .1 G .7 .2 6.7.3 6 .7 . 4
General Control Elevator and Trimmer .................................................. 6-35 A i l e r o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-35 . . . . . . . . . ....
.................................................... 6-35 D e s c r i p t i o n ................................................... 6-35 Colu:ni> ........................................................... 6.. 35
August 1985 TP .T67M200/FM
c.1.5
---
6.7.6 5.7.7 6.7.8 6.7.9

6.8
riudder Control L.ocks Flaps Normsl ilse Maifunctioning
............................................. 6-35 .......................................5-,36 .............................................. 6-35 .......................................... 6-37 ..................................... 6-37
Radio Equipment
........................................... 6-38
Last e f f e c t i v e pzye i s P.6-.'38
August 1985 T P .T67M200/FM
=({SLINGSBY AVIATION PLC

I N T E N T I O N A L L Y BLANK
A u g u s t 1985 TP .T67M2OG/FM
6.1 6.1.1
THE ENGINE AND PROPELLER Gener a1 D e s c r i p t i o n -
The a i r c r a f t i s powered by a 4 c y l i n d e r 4 s t r o k e p e t r o l engine d r i v i n g a 3 bladed v a r i a b l e p i t c h p r o p e l l e r which r o t a t e s c l o c k w i s e as viewed by t h e a i l o t . The p r o a e l l e r i s d r i v e n d i r e c t l y f r m t h e engine. F u e l i s p r o v i d e d t o t h e c y l i n d e r s by a f u e l i n j e c t o r system equipped w i t h t h r o t t l e and m i x t u r e c o n t r o l s ; t h e r e i s p r o v i s i o n f o r o i 1 and f u e l s u p p l i e s t o a l l o w s u s t a i n e d power d u r i n g i n v e r t e d f l i g h t . . Engine i g n i t i o n i s p r o v i d e d by t w i n magnetos.
The engine i s an Avco-.Lycoming AEIO-360-A1E r a t e d a t 200 HP a t 2700 RPM. A p u l l e y on t h e p r o p e l l e r d r i v e p r o v i d e s power f o r t h e b e l t - d r i v e n a l t e r n a t o r ; d r i v e s f r m t h e back o f t h e engine power t h e vacuum pump, mechanical f u e l pump, t w i n magnetos and engine speed tachometer: a drive from t h e f r o n t o f t h e engine s u p p l i e s engine speed i n f o r m a t i o n t o t h e p r o p e l l e r c o n s t a n t speed u n i t . 6.1.3 Engine L u b r i.c a t i o n System -
General The wet sump engine o i l system p r o v i d e s f o r l u b r i c a t i o n o f t h e i n t e r n a l b e a r i n g s under pressure. There are no p i l o t - o p e r a t e d c o n t r o l s , b u t B o t h gauges a r e marked i n d i c a t o r s show t h e o i 1 p r e s s u r e and temperature. w i t h y e l l o w ( c a u t i o n a r y ) , green (normal) and r e d (danger bands and knowledge o f t h e c o r r e s p o n d i n g temperatur elpressur e n u m e r i c a l values i s unnecessary. O i l F i l l e r and Sump The o i l sump f i l l e r i s l o c a t e d under a f l a p on t h e t o p r i g h t -hand s i d e o f t h e engine cowling, and i n c o r p o r a t e s a d i p s t i c k . The d i p s t i c k i s marked i n U Quarts; S t h e maximum l e v e l i s t h e 8 U q u a r t mark S The maximum o i 1 consumption i s 0.484 and t h e minimum l e v e l i s 4 US q u a r t s . U quarts/hour a t r a t e d power and 0.272 US q u a r t s l h o u r at 75% r a t e d power. S The o i 1 f i l l e r cap s h o u l d be t i g h t e n e d by hand on1 y.
A procedure f o r e s t a b l i s h i n g t h e normal o p e r a t i n g l e v e l of o i l c o n t e n t s f o r each i n d i v i d u a l engine i s l a i d out i n t h e Avco-Lycoming Operations Manual and should be f o l l o w e d c a r e f u l l y . The normal o p e r a t i n g l e v e l may be as low as 7 U q u a r t s and, i f t h e engine i s f i l l e d above i t s "normal" l e v e l i t w i l l S i m m e d i a t e l y dump t h e excess o i l d u r i n g f l i g h t . .
O i l Cooler An a i r - c o o l e d o i l cooler i s mounted on t h e l e f t - h a n d s i d e o f t h e engine. An i n t e g r a l t h e r m o s t a t i c v a l v e d i r e c t s o i l t h r o u g h t h e c o o l e r or bypasses i t dependant on o i l temperature. Cooling a i r supply i s taken f r m t h e back b a f f l e p l a t e s on t h e l e f t - h a n d p a i r o f c y l i n d e r s , t h e a i r f i r s t e n t e r i n g t h e main i n t a k e a t t h e f r o n t o f t h e cowling. The a i r exhausts w i t h t h e r e s t of t h e engine c o o l i n g a i r a t t h e b o t t m o f t h e lower engine c o w l i n g .
P.6-1 August 1985 TP .T67M200/FM
PILOTS NOTES FIREF1.Y T 6 7 M 2 0 0
I n v e r t e d F l i g h t O i l System The engine i n v e r t e d f l i g h t o i l system i n c o r p o r a t e s a pump, a g e o v e r v a l v e and an o i l s e p a r a t o r . The o i l s e p a r a t o r a l l o w s t h e t o p o f t h e engine crankcase t o be vented t o atmosphere and c o l l e c t s any o i l d r o p l e t s i n t h e vented a i r f o r r e t u r n t o t h e engine sump. I n i n v e r t e d f l i g h t t.he " t o p " o f t h e engine becomes t h e sump and t h e sump becomes t h e t o p : t o s t o p t h e o i l f r o m b e i n g vented d i r e c t 1 , y t o atmosphere a s t e e l b a l l i n t h e s e p a r a t o r m v e s under g r a v i t y t o b l o c k t h e v e n t c o n n e c t i o n f r o m what i s now t h e bottom o f t h e e n g i n e . On r e t u r n t o normai f i i g h t t h e b a i l f a i l s bacic again and normal v e n t i n g t a k e s p l a c e . The changeover v a l v e d i r e c t s o i l t o t h e o i l pump: i n normal f l i g h t o i l i s taken f r o m t h e sump; i n i n v e r t e d f l i g h t o i l i s taken v i a t h e o i l b r e a t h e r p i p e a t t h e t o p of t h e e n g i n e ( w h i c h becomes t h e sump), t h e v a l v e changing o v e r a u t o m a t i c a l l y under g r a v i t y , t h u s a l l o w i n g a supply o f o i l t o t h e pump under b o t h normal and i n v e r t e d f l i g h t Extreme manoeuvres ( e g v e r t i c a l f l i g h t ) w i l l r o b t h e pump o f a l l o i l supply and t h i s g i v e s r i s e t o t h e l i m i t a t i o n s i n S e c t i o n 2,.4. D u r i n g t r a n s i t i o n from normal f l i g h t t o i n v e r t e d f l i g h t o r back a g a i n t h e o i l p r e s s u r e may f l i c k e r momentarily, d r o p p i n g b y 1 0 t o 30 p s i b u t i t should r i s e again w i t h i n m e ~3econ8. Due t o t h e l o n g e r p a t h f o r o i l f r o m sump t o pump i n i n v e r t e d f l i g h t , t h e s u s t a i n e d o i l p r e s s u r e i n i n v e r t e d I f the o i l pressure i n f l i g h t w i l l be 5.-10 p s i l o w e r than i n normal f l i g h t i n v e r t e d f l i g h t s t a b i l i z e s a t more than 20 p s i below t h e normal f l i g h t f i g u r e t h i s s i g n i f i e s a f a u l t i n t h e o i l supply system and t h e a i r c r a f t s h o u l d be r i g h t e d i m m e d i a t e l y and t h e f a u l t i n v e s t i g a t e d on t h e ground.. On s t a r t - u p , t h e o i l pressure should r i s e t o t h e y e l l o w o r green s e c t o r i f i t does n o t , t h e engine should be stopped w i t h i n t h i r t , y seconds; i m m e d i a t e l y o r severe i n t e r n a l damage may r e s u l t . The engine i s v e r y s l o w t o warm up and c a r e should be t a k e n t o observe engine o i l t e m p e r a t u r e and p r e s s u r e minima and maxima. There a r e no o i l temperature minima f o r run-up o r t a k e o f f b u t t h e engine run-.up should n o t be commenced u n t i l t h e e n g i n e has been warmed up f o r f o u r minutes from c o l d ; t a k e o f f s h o u l d o n l y be c o n t i n u e d i f t h e engine a c c e l e r a t e s smoothly as t h e t h r o t t l e i s opened and 2550 RPM i s o b t a i n a b l e i m m e d i a t e l y t h e t h r o t t l e i s opened f u l l y a t t h e b e g i n n i n g o f t h e t a k e o f f r u n Engine l i f e i s maximised i f t h e o i l i s warmed t.o 40C b e f o r e takeoff. The engine may over.coo1 d u r i n g a prolonged g l i d e w i t h t h e e n g i n e t h r o t t l e d f u l l y back and t h i s may l e a d t o v e r y poor and slow e n g i n e a c c e l e r a t i o n when t h e e n g i n e t h r o t t l e i s subsequently opened This c o o l i n g takes place a t the e n g i n e c y l i n d e r s and w i l l be apparent on t h e c y l i n d e r head temperature gauge P r o l o n g e d g l i d e s a r e most l i k e l y d u r i n g engine f a i l u r e p r a c t i c e and, t o a v o i d > t h e problem o f o v e r - c o o l i n g , t h e engine should be c l e a r e d as r e q u i r e d by < opening t h e t h r o t t l e t o f u l l power f o r a t l e a s t t h r e e seconds and c l o s i n g i t again t o i d l e A d d i t i o n a l l y t h e t h r o t t l e should be opened s l o w l y on t h e climb out. 6.1.4 Magnetos
Two B e n d i x magnetos a r e employed; the,y a r e mounted a t t h e back o f t h e e n g i n e , t h e ' l e f t ' one b e i n g a t e l e v e n o ' c l o c k and t h e ' r i g h t ' one a t one o'clock. Each o f t h e f o u r engine c y l i n d e r s has two s p a r k i n g p l u g s ; both magnetos work t o g e t h e r , each one s u p p l y i n g one s p a r k i n g p l u g i n each c y l i n d e r so t h a t f o r s a f e t y , t h e engine w i l l c o n t i n u e t o r u n i f one magneto f a i l s . P. 6-2 September 1987 A2 TP .T67M200/FM
J{~umzw
AVIATION P ~ C
The magneto s w i t c h ( F i g . 8 4) c o n t r o l s b o t h magnetos and i s marked OFF - R L - BOTH. I n t h e 'OFF' p o s i t i o n b o t h magnetos a r e e a r t h e d and so w i l l produce no spark; i n t h e 'R' p o s i t i o n t h e r i g h t magneto i s made l i v e w h i l s t t h e l e f t magneto i s e a r t h e d and t h u s t h e r i g h t magneto s h o u l d produce s p a r k s . I n t h e ' 1 ' p o s i t i o n t h e l e f t magneto alone i s now l i v e and i n t h e 'BOTH' p o s i t i o n , b o t h magnetos are l i v e The l e f t magneto i s f i t t e d w i t h an impulse and spark r e t a r d d e v i c e which makes t h e engine easy t o s t a r t : t h e d e v i c e o n l y o p e r a t e s a t v e r y l o w RPM and t h u s t h e magneto i s p r o v i d i n g a n o r m a l l y t i m e d spark a t a l l RPM s e t t i n g s available t o the p i l o t . F o r s t a r t i n g t h e engine, t h e magneto s w i t c h s h o u l d b e s e l e c t e d t o ' L ' and then t o 'BOTH' when t h e e n g i n e f i r e s Prolonged r u n n i n g w i t h one magneto s w i t c h e d o f f w i l l l e a d t o o i l i n g up o f i t s s p a r k i n g p l u g s and a consequently l a r g e magneto "drop"
I f one magneto becomes dead d u r i n g e n g i n e o p e r a t i o n , i t may n o t i m m e d i a t e l y be a p p a r e n t as t h e engine w i l l c o n t i n u e t o r u n . It may a l s o happen t h a t one magneto becomes permanently l i v e ; t h i s w i l l n o t n o r m a l l y be d i s c o v e r e d as i t i s t h e usual p r a c t i c e t o stop t h e engine by c u t t i n g o f f t h e f u e l . . F o r t h i s reason a " d e a d / l i v e U magneto check i s c a r r i e d o u t i m m e d i a t e l y a f t e r s t a r t i n g and i m m e d i a t e l y b e f o r e s t o p p i n g t h e e n g i n e . 'The purpose o f t h i s check i s t o ensure t h a t t h e r e i s a drop i n engine RPM when a magneto i s s w i t c h e d o f f b u t t h a t t h e engine c o n t i n u e s t o r u n .
An i n d i v i d u a l check o f t h e performance o f each magneto i s c a r r i e d o u t b e f o r e t a k e o f f i n t h e Engine Run, b u t t h e 'Dead C u t ' check has two purposes as follows: a. b. To ensure t h a t each magneto can r u n t h e engine. To ensure t h a t e i t h e r o r b o t h can be s w i t c h e d o f f i f r e q u i r e d .
Should t h e r e be no RPM drop, t h e n t h e magneto t h a t has been s w i t c h e d o f f i s permanently l i v e and t h e engine i s i n a dangerous c o n d i t i o n because:
1.
I f t h a t magneto m a l f u n c t i o n e d , i t c o u l d n o t be s w i t c h e d o f f .
2~
3
The engine c o u l d n o t be stopped by s w i t c h i n g o f f t h e magnetos (eg f i r e d r i l l ) , , There i s a r i s k o f t h e engine s t a r t i n g when t h e p r o p e l l e r i s t u r n e d d u r i n g e n g i n e e r i n g work on t h e ground
>
The magneto performance check i s done b e f o r e each f l i g h t and i s c a r r i e d o u t t h e r i g h t magneto i s t h e n b y s e t t i n g 2000-2100 RPM w i t h 'BOTH' s e l e c t e d ; and t h e RPM i s m o n i t o r e d t o check t h a t t h e s w i t c h e d o f f by s e l e c t i n g 1 engine r u n s smoothly and t h e RPM drop does n o t exceed 175 ( i e t h e RPM does n o t f a l l below 1825 RPM). The magneto s w i t c h i s r e t u r n e d t o 'BOTH' and t h e RPM a l l o w e d t o r e - - s t a b i l i z e a t 2000-2100 RPM. Then t h e l e f t magneto i s s w i t c h e d o f f by s e l e c t i n g R ; t h e engine s h o u l d a g a i n c o n t i n u e t o r u n smoothly and t h e RPM s h o u l d be above 1825; a d d i t i o n a l l y , t h e RPM s h o u l d be < w i t h i n 50 RPM o f t h a t achieved w i t h ' L ' s e l e c t e d . . ( I f the engine i s n o t w i t h i n t h e s e l i m i t s an e n g i n e e r i n g i n v e s t i g a t i o n i s r e q u i r e d ) , . The magnetos should t h e n be s e l e c t e d t o ' B O T H ' , .
P .6--3 J u l y 1988 A5 TP .T67M200/FM
PILOTS NOTES FIREFLY l'67M200
A c e r t a i n t y p e o f magneto f a i l u r e can occur where one magneto e i t h e r sparks i n t e r m i t t e n t l y o r sparks w i t h t h e wrong t i m i n g ; t h i s can l e a d t o rough I f rough r u n n i n g occurs and cannot be a t t r i b u t e d t o r u n n i n g o f t h e engine. any other cause (wrong m i x t u r e s e t t i n g , induction icing, o i l pressure failure) each magneto can be switched off i n t u r n t o check f o r malfunctioning.. Should normal engine r u n n i n g be r e s t o r e d w i t h one magneto s w i t c h o f f t h e a i r c r a f t should n o t t a k e o f f and, i f a l r e a d y a i r b o r n e , s h o u l d l a n d a t t h e n e a r e s t s a f e l a n d i n g ground as c o n t i n u e d engine o p e r a t i o n now depends on a s i n g l e magneto.
6.1.5
Tachometer
---
A d r i v e f r m t h e back o f t h e engine i s t r a n s m i t t e d b y a s l e e v e d c a b l e t o a tachmeter i n the cockpit The f a c e of t h e t a c h m e t e r i s graduated f r o m 0 t o 3500 RPM and i s marked w i t h a r e d l i n e a t t h e l i m i t i n g engine RPM o f 2700 RPM. The ' h o u r s ' f i g u r e on t h e f a c e o f t h e i n s t r u m e n t assumes a c o n s t a n t RPM and may t h e r e f o r e under- or over- read a g a i n s t r e a l time; i t cannot t h e r e f o r e be used t o measure engine o p e r a t i n g time.
6.1.6 M a n i f o l d Pressure
The m a n i f o l d p r e s s u r e g i v e s t h e o p e r a t o r a d i r e c t i n d i c a t i o n o f how h a r d t h e engine i s w o r k i n g w h i l s t t h e RPM t e l l s him how f a s t t h e engine i s g o i n g round. As i s t h e case w i t h most p i s t o n engines, t h e engine should n o t be made t o work t o o hard a t l o w RPM.. The m a n i f o l d p r e s s u r e gauge shows t h e p r e s s u r e of a i r b e i n g f e d t o t h e c y l i n d e r s and hence, t h e higher t h e pressure, t h e harder t h e engine i s working. When t h e engine i s r u n n i n g , opening t h e t h r o t t l e admits more a i r t o t h e m a n i f o l d and a l l o w s t h e p r e s s u r e t o rise. If t h e m a n i f o l d p r e s s u r e i s t o o h i g h f o r t h e RPM b e i n g used, d e t o n a t i o n and engine damage may r e s u l t : t o avoid t h i s c o n d i t i o n the m a n i f o l d p r e s s u r e ( i n inches o f mercury) should never be a l l o w e d t o exceed t h e RPM ( i n hundreds) by more t h a n 4, eg t h e maximum m a n i f o l d p r e s s u r e a l l o w e d a t 2200 R M i s 26 inches o f mercury. P T h i s c o n d i t i o n can i n a d v e r t e n t l y be encountered when i n c r e a s i n g or d e c r e a s i n g power s e t t i n g s , so a s i m p l e r u l e t o remenber i s - when i n c r e a s i n g power "REV UP" f i r s t , when d e c r e a s i n g power "THROTTLE BACK" f i r s t . 6.1.7
It i s
Starter
The s t a r t e r i s l o c a t e d a t t h e f r o n t o f t h e engine under t h e p r o p e l l e r d r i v e . . operated b y a push-button on t h e c e n t r e console, t h e b u t t o n b e i n g o b s t r u c t e d when t h e f u e l cock i s s e l e c t e d t o 'OFF'.. E l e c t r i c a l power i s a v a i l a b l e t o t h e s t a r t e r t h r o u g h t h e s t a r t e r b u t t o n when t h e master i s s w i t c h e d on. A s t a r t e r warning l i g h t i l l u m i n a t e s when t h e s t a r t e r i s engaged; i t should l i g h t o n l y w h i l s t t h e s t a r t e r b u t t o n i s pressed and s h o u l d i t f a i l t o go out when t h e b u t t o n i s r e l e a s e d , t h e engine must be stopped immediately o r mechanical damage w i l l ensue. The s t a r t e r c i r c u i t i s n o t r o u t e d t h r o u g h t h e ammeter and thus t h e s t a r t i n g c u r r e n t i s n o t shown on t h e ammeter.
P.6..4 Au u s t 1985 TP . T % ~ M ~ O O / F M
6.1.8
P r z l l e r and Constant Speed U nit
The p r o p e l l e r i s a Hoffmann 3 b l a d e d v a r i a b l e - p i t c h p r o p e l l e r . The l e a d i n g edges a r e covered w i t h a r e p l a c e a b l e m e t a l s t r i p . I n t h e event o f any damage, c r a c k s , c h i p s or s u r f a c e c r a n ng b e i n g detected, r e f e r e n c e should be made t o t h e makers handbook which g i v e s d e t a i 1s o f a c c e p t a b l e i m p e r f e c t i o n s . The p r o p e l l e r r o t a t e s c l o c k w i s e as seen by t h e p i l o t . The p r o p e l l e r hub i s h i d d e n by t h e spinner which i s secured t o t h e p r o p e l l e r back p l a t e b y screws; t h u s t h e hub cannot be inspected on a d a l l y b a s i s P r o p e l l e r p i t c h i s v a r i e d by t h e movement o f a p i s t o n i n t h e p r o p e l l e r hub: t h i s p i s t o n i s connected t o a l l 3 p r o p e l l e r blades and moves them s i m u l t a n e o u s l y t o vary t h e i r p i t c h f r m low p i t c h ( f u l l y f i n e ) t o h i g h p i t c h ( f u l l y coarse). The blades have c o u n t e r - w e i g h t s attached at. t h e i r r o o t s ; when t h e p r o p e l l e r i s t u r n i n g t h e s e c o u n t e r w e i g h t s e x e r t a f o r c e on t h e b l a d e s t o make them move t o t h e f u l l y coarse p o s i t i o n . . The c o u n t e r w e i g h t s a r e heavy enough t o overcome t h e s p r i n g f o r c e and t h e n a t u r a l c e n t r i f u a l force, b o t h o f which t e n d t o move t h e p r o p e l l e r t o f i n e p i t c h . Thus, once t h e e n g i n e i s r u n n i n g , t h e blades can o n l y be moved f r c m f u l l y c o a r s e by a p p l y i n g enough p r e s s u r e t o t h e p i s t o n i n t h e hub t o overcome t h e f o r c e generated by t h e counter-.weights.. The source o f p r e s s u r e i s t h e o i l pump and t h e amount of p r e s s u r e allowed t o go t o t h e p i s t o n i s c o n t r o l l e d by t h e c o n s t a n t speed unit. The f u n c t i o n o f t h e constant speed u n i t i s t o vary t h e p i t c h o f t h e pr ope1 l e r b l a d e s t o keep t h e p r o p e l l e r RPM a t t h e value s e l e c t e d by t h e RPM ' c o n t r o l . . I t works on t h e p r i n c i p l e t h a t i f t h e p i t c h o f t h e p r o p e l l e r blades i s increased, t h e blades w i l l develop more l i f t ( t h r u s t ) b u t w i l l a l s o develop more drag; t h i s i n c r e a s e i n drag w i 11 slow t h e p r o p e l l e r RPM down. Conversely, i f t h e p i t c h i s decreased, t h e p r o p e l l e r w i l l speed up. The d e s i r e d RPM i s s e t i n t h e constant speed u n i t by movement of t h e RPM c o n t r o l ; t h e u n i t then e i t h e r l e t s o i l i n under p r e s s u r e t o decrease t h e p r o p e l l e r p i t c h or l e t s o i l o u t a l l o w i n g t h e p i t c h t o i n c r e a s e u n t i l t h e s e t RPM i s reached.. I f t h e RPM then v a r i e s f r o m t h e s e t value t h e c o n s t a n t speed u n i t changes t h e p i t c h u n t i 1 t h e c o r r e c t RPM i s r e g a i n e d . The c o n s t a n t speed u n i t can o n l y f u n c t i o n c o r r e c t l y when t h e engine i s d e v e l o p i n g enough power t o t u r n t h e p r o p e l l e r at t h e RPM s e t by t h e RPM c o n t r o l . . When t h e t h r o t t l e i s c l o s e d on t h e ground t h e engine develops v e r y l i t t l e power; the constant speed u n i t w i l l a t t e m p t t o keep t h e RPM at t h e v a l u e s e t by t h e RPM c o n t r o l and, as t h e engine slows down, w i l l move t h e p r o p e l l e r t o a lower and lower p i t c h u n t i l i t i s a t minimum p i t c h ( f u l l y fine). At ground i d l e t h e engine i s not d e v e l o p i n g enough power t o keep t h e RPM above about 800 ... even a t minimum p i t c h . Thus i t can be seen t h a t , a t low t h r o t t l e s e t t i n g s , t h e p r o p e l l e r w i l l be f u l l y f i n e and t h e t h r o t t l e w i l l c o n t r o l t h e RPM; opening t h e t h r o t t l e w i 11 i n c r e a s e t h e RPM u n t i l t h e engine i s developing enough power t o d r i v e t h e p r o p e l l e r round a t t h e v a l u e s e t by t h e RPM c o n t r o l ; once t h e s e t RPM i s reached, t h e constant speed u n i t w i l l keep t h e RPM t h e same by c o a r s e n i n g t h e p r o p e l l e r as t h e t h r o t t l e i s opened further.. Conversely, as t h e t h r o t t l e i s p r o g r e s s i v e l y c l o s e d f r cm f u l l y open, t h e constant speed u n i t p r o g r e s s i v e l y reduces t h e p r o p e l l e r p i t c h t o keep t h e s e t RPM.. E v e n t u a l l y , a t a c e r t a i n t h r o t t l e p o s i t i o n , t h e p r o p e l l e r i s f u l l y f i n e , t h e u n i t can no longer m a i n t a i n t h e set RPM; t h e RPM w i l l t h e n f a l l as t h e t h r o t t l e i s c l o s e d beyond t h i s p o s i t i o n .
P .6-5 August 1985 Tp T67M2001FM
= ( {AVIATION -!LC ~ ~ ~ , s U ~
i n p r a c t i c e , a t normal f l i g h t power s e t t i n g s , t h e RFW c o n t r o l and t h e t h r o t t l e c o n t r o l s t h e manifold p r e s s u r e . I t i s only on when reducing t o low t h r o t t l e s e t t i n g s t h a t t h e power output of t o o low t o a l l o w t h e c o n s t a n t speed u n i t t o work and then contr 01 s t h e RPM.
s e t s t h e RPM t h e ground or t h e engine i s the t h r o t t l e
>
The p i t c h change f o r c e s of Hoffmann c u n p o s i t e blades a r e much lower than t h o s e of m e t a l b l a d e s . T h i s means t h a t l w e r p i t c h change f o r c e s a r e required The p i t c h w i l l change f a s t e r t h a n w i t h m e t a l blades..
CAUTi ON -
Move p r o p e l l e r speed c o n t r o l smoothly Do not o p e r a t e the c o n t r o l a b r u p t l y . Rapid movement of c o n t r o l governor s t a b i l i z e s . Over - speed may cause surging or overspeeding u n t i l the
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Up t o 3105 RPM i f t h e p r o p e l l e r overspeeds between 2700 PRM and 3/05 RPM ( a n o v e r s p e e d ' o f 0% - 15% over t h e engine t a k e o f f RPM l i m i t of 2700) a normal propel 1 er p e r i o d i c 100 hour i n s p e c t i o n must be c a r r i e d o u t .
3105 RPM t p 3375 RPM i f the p r o p e l l e r overspeeds between 3105 RPM and 3375 RPM ( r e p r e s e n t i n q an overspeed of 15% - 25% over t h e engine t a k e o f f RPM l i m i t of 2700) t h e p r o p e l l e r must be r e t u r n e d t o t h e manufacturer or a u t h o r i s e d agent f o r i n s p e c t i o n . The e x a c t overspeed RFM should be noted Above 3375 RPM The p r o p e l l e r should be r e t u r n e d t o t h e manufacturer a u t h o r i s e d a g e n t f o r i n s p e c t l o n and no f e r r y f l l ght should be made. Normal Use
01
6.1.9
The d r i l l s f o r the normal use of t h e engine a r e given i n S e c t i o n 3 and in t h e F l i g h t R e f e r e n c e C ~ r d s(FRCs). The l i m i t a t i o n s a r e given i n S e c t i o n 2 of t h i s manual and c r i t i c a l l i m i t a t i o n s a r e sumnarised i n t h e FRCs,. C r u i s i n g Power During F i r s t 50 hrs Engine L i f e C r u i s i n g s h a r l d be done a t 65% - 75% power u n t i l 50 hrs e n g i n e l i f e has accumulated or o i l consumption has s t a b i l i s e d . 6.1.10 Malfunctions
T h e m e r g e n c i e s a r e covered i n S e c t i o n 4 and a r e reproduced in t h e emergency check l i s t s ( r e d pages) of t h e FRCs
P.6-6 March 1988 A4 T P T67M200lFM
6.2
THE AIRFRAME AND ENGINE FUEL SYSTEM
6.2.1 General D e s c r i p t i o n Fuel i s contained i n two separate wing tanks, o t h e r o f t h e tanks, v i a a L e f t I R i g h t s e l e c t o r means o f an e l e c t r i c pump or an engine d r i v e n equipped w i t h a continuous flow fuel i n c o r p o r a t e s a f u e l pressure sensor. 6.2.2 Fuel Tanks The two GRP tanks form i n t e g r a l p a r t s o f each wing inboard l e a d i n g edge structure. The c a p a c i t y o f each tank i s 80..7 l i t r e s (17.75 Imp G a l l s ) o f which 78.7 l i t r e s (17.31 Imp G a l l s ) a r e usable. Fuel t y p e i s AVGAS 10DLL. The tank f i l l e r s a r e l o c a t e d on t h e upper s u r f a c e o f t h e wing 1eading edge. Vent pipes from each tank a r e l e d separately, from a b r e a t h e r box assy, t o vent from under t h e fuselage inboard o f Rib 1 p o r t and starboard. The b r e a t h e r box assembly i n c o r p o r a t e s a f l a p p e r v a l v e t o minimise f u e l l o s s i n i n v e r t e d f l i g h t . Both f i l l e r caps i n c o r p o r a t e a p o s i t i v e l o c k and rubber s e a l i n g washer t o prevent f u e l l o s s d u r i n g i n v e r t e d f l i g h t . , Each tank c o n t a i n s a f l o a t metering u n i t which s u p p l i e s i n f o r m a t i o n t o t h e e l e c t r i c f u e l contents gauges ( F i g . 8 . . 4 ) when t h e master s w i t c h i s
cn i t can be f e d from one o r valve, t o t h e engine by pump (EDP). The engine i s i n j e c t i o n system which
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Fuel d r a i n s a r e f i t t e d t o both t a n k s . I n both cases t h e d r a i n i s taken from t h e lowest p o i n t o f t h e tank and t h i s w i l l c o l l e c t any water t h a t may be present i n t h e f u e l from condensation or contamination. The f u e l can be sampled b e f o r e each f l i g h t by pressing up on t h e s p r i n g loaded screw and c o l l e c t i n g t h e f u e l which flows out i n a s u i t a b l e wide necked glass c o n t a i n e r . , CAUTION THE SPRING LOADED SCREW WILL REMAIN I N THE UP POSITION I F I T I S INADVERTENTLY TURNED, THEREFORE CARE MUST BE TAKEN TO ENSURE THAT THE FUELHAS CEASED TO FLOW AFTER THE SAMPLE HAS BEEN TAKEN. Fuel t o t h e engine i s drawn from t h e bottom o f t h e inboard s i d e o f t h e t a n k through a f u e l feed pipe. Attached t o t h e f u e l feed p i p e i n s i d e t h e tank i s a f l o p tube which i s f i t t e d w i t h a f i l t e r and non-eturn v a l v e assembly. The f l o p tube i s contained i n a c o l l e c t o r tank; t h i s ensures adequate supply o f f u e l t o t h e engine d u r i n g i n v e r t e d f l i g h t or, steep t u r n s . Fuel f l o w s from t h e tank t o a s e l e c t o r v a l v e c o n t r o l l e d by a f u e l c o n t r o l (Fig.8.4) mounted on t h e c e n t r e lower instrument panel such t h a t t h e s t a r t e r b u t t o n i s o b s t r u c t e d when t h e f u e l i s t u r n e d o f f , , The f u e l c o n t r o l has 3 s e t t i n g s FUEL OFFILEFT TANKIRIGHT TANK. Post Mod 327 A b a l k i s f i t t e d t o t h e panel t o - ensure t h a t , when s w i t c h i n g from r i g h t t o l e f t tank, t h e f u e l cannot be i n a d v e r t e n t l y t u r n e d o f f ' . I n o r d e r t o s e l e c t o f f t h e knob must be p u l l e d towards t h e p i l o t and t u r n e d towards t h e o f f p o s i t i o n thus l i f t i n g i t over t h e b a l k . When s e l e c t i n g l e f t t a n k from t h e o f f p o s i t i o n t h e s p r i n g loaded s e l e c t o r knob w i l l r i d e over t h e s l o p i n g face o f t h e b a l k and w i l l n o t r e q u i r e l i f t i n g . From t h e f u e l c o n t r o l f u e l Passes through a f i l t e r t o an P.6-7 A p r i l 1998 A8 TP . T67M2001FM
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e l e c t r i c a l l y o p e r a t e d f u e l pump. The pump i s c o n t r o l l e d by a FUEL PUMP ON/OFF SWITCH (Fig.8.4), mounted on t h e lower c e n t r e console; i t i s p r o t e c t e d b y a c i r c u i t b r e a k e r l o c a t e d on t h e r i g h t o f t h e i n s t r u m e n t panel.. Pump o u t p u t i s capable o f s u p p l y i n g f u e l t o t h e e n g i n e a t maximum power w i t h t h e EDP f a i l e d I n c r u i s i n g f l i g h t t h e e l e c t r i c f u e l pump can be s w i t c h e d o f f and f u e l drawn by t h e EDP w i l l be drawn t h r o u g h t h e bypaSs i n c o r p o r a t e d i n t o t h e pump. The EDP i s mounted c e n t r a l l y a t t h e back o f t h e engine f o r w a r d o f f i r e w a l l ; i t i n c o r p o r a t e s a bypass v a l v e so t h a t f u e l can f l o w when e n g i n e i s n o t t u r n i n g o r t h e pump has f a i l e d . . A v e n t f r o m t h e emerges under t h e e n g i n e c o w l i n g f o r w a r d o f t h e nosewheel l e g . p i l o t has no c o n t r o l s f o r t h e EDP. 6.2.3 Fuel Contents Gauqes ( R e f . I l l u s t r a t i o n 8.4) the the EDP The
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The f u e l gauges a r e mounted a t t h e t o p o f t h e i n s t r u m e n t p a n e l . They r e q u i r e e l e c t r i c a l power which i s s u p p l i e d t h r o u g h t h e m a s t e r s w i t c h . They a r e p r o t e c t e d by a c i r c u i t b r e a k e r which a l s o c o n t r o l s t h e e l e c t r i c a l s u p p l y t o t h e o i l temperature, o i l p r e s s u r e and f u e l p r e s s u r e gauges. The gauge i s marked i n l i t r e s and I m p e r i a l G a l l o n s , each f u l l t a n k c o n t a i n s 78.7 l i t r e s ( 1 7 ' 3 1 Imp g a l l s ) useable f u e l .. The c o n t e n t s m e t e r i n g f l o a t i s l o c a t e d away f r o m t h e f i l l e r neck and t h u s t h e c o n t e n t s gauge may be used t o g i v e an i n d i c a t i o n o f f u e l l e v e l d u r i n g r e f u e l l i n g . . P o s t Mod 292B f u e l gauges a r e marked i n l i t r e s and US Gals., 6.2.4 Fuel P r e s s u r e Gauqe (Ref I l l u s t r a t i o n 8.4)
The f u e l p r e s s u r e gauge i s mounted on t h e l e f t - h a n d i n s t r u m e n t panel on a gauge shared w i t h t h e m a n i f o l d p r e s s u r e i n d i c a t o r . I t i s c a l i b r a t e d f r o m 0-10 p s i The f u e l p r e s s u r e sensor i s mounted on t h e f u e l d i s t r i b u t o r i n l e t so t h a t t h e p r e s s u r e recorded i s t h e same as t h a t being experienced a t t h e i n j e c t o r s . . The gauge senses t h e f u e l p r e s s u r e d i r e c t l y t h r o u g h a p i p e and, f o r t h i s reason, a r e s t r i c t o r i s p u t i n t h e p r e s s u r e l i n e t o t h e gauge so t h a t f u e l i s n o t pumped i n t o t h e c o c k p i t i f t h e p i p e breaks. The f u e l p r e s s u r e s u p p l i e d t o t h e d i s t r i b u t o r i s c o n t r o l l e d by t h e f u e l c o n t r o l u n i t which responds t o t h r o t t l e demands~ The amount o f f u e l f e d t o t h e e n g i n e i s d i r e c t l y p r o p o r t i o n a l t o t h e f u e l p r e s s u r e and t h u s t h e f u e l p r e s s u r e gauge may b e expected t o read h i g h when t h e t h r o t t l e i s open and l o w when t h e t h r o t t l e i s c l o s e d : i t s h o u l d n e v e r read z e r o when t h e e n g i n e i s r u n n i n g . The r e l a t i o n s h i p between f u e l p r e s s u r e and f u e l f l o w i s g i v e n i n S e c t i o n 6.,2.5,, I n t h e event o f e n g i n e m a l f u n c t i o n a check o f t h e gauge p r e s s u r e w i l l c o n f i r m whether t h e problem i s caused by a f u e l s u p p l y problem. I f t h e f u e l p r e s s u r e gauge reads v e r y l o w t h e l i k e l y r e c t i f i a b l e causes a r e f u e l pump f a i l u r e o r f u e l s u p p l y f a i l u r e ; t h e e l e c t r i c pump s h o u l d be s w i t c h e d on and t h e f u e l cock and c o n t e n t s checked. 6.2.5 Fuel C o n t r o l U n i t
The f u e l c o n t r o l u n i t t a k e s t h e p l a c e o f t h e c a r b u r e t t o r . . I t s u p p l i e s f u e l t o a f u e l d i s t r i b u t o r which d i r e c t s f u e l t o t h e a p p r o p r i a t e c y l i n d e r where i t i s i n j e c t e d d i r e c t 1 y i n t o t h e i n l e t p o r t . P.6-8 A p r i l 1998 A8 TP .T67M200/FM
PRE MOD 3 0 0 A
!
FUEL
RIGHT TANK
I STARTER 6I
I
LEFT TANK
POST .
MOD 3 0 0 A
.
RIGti'T 'TANK
FUEL.
. <
STARTER
LEFT TANK
FUEL SELECTOR CONTROL LABELS WITHOUT BALK
P6-8A A p r i l 1998 A8 TP .T67M200/FM
SUN^^^^
A\fIATION LTD
PRE MOD 336
FOR FUEL O F F PULL ANDTURN
7 R1GH.T
POST' MOD 336
TANK
TANK
PULL AND TURN
OFF
I
FUEL SELECTOR CONTROL LABELS WITH BALK
P6-8B A p r i 1 1998 A8 TP .T67M200/FM
J{S.INGSBYLTo a\llnTioN
The f u e l c o n t r o l u n i t senses t h e a i r f l o w through t h e m a n i f o l d i n t o t h e engine and provides t h e appropriate amount o f f u e l t o g i v e t h e c o r r e c t a i r / f u e l mixture. I t a c t u a l l y achieve t h i s by v a r y i n g t h e f u e l pressure; t h i s changes t h e f u e l f l o w and gives t h e c o r r e c t m i x t u r e . Opening t h e t h r o t t l e w i l l increase t h e a i r f l o w i n t h e m a n i f o l d and t h e f u e l c o n t r o l u n i t schedules a higher f u e l flow. A t a l t i t u d e the' r e d u c t i o n i n d e n s i t y r e s u l t s i n a lower m a n i f o l d a i r f l o w being sensed b y t h e u n i t which a u t o m a t i c a l l y schedules a lower f u e l flow, a v o i d i n g an o v e r - r i c h m i x t u r e . The f u e l c o n t r o l u n i t i s s e t t o p r o v i d e a maximum power ( r i c h ) f u e l l a i r m i x t u r e throughout t h e o p e r a t i n g range but weakening t h e m i x t u r e t o economy c r u i s e s e t t i n g s can be achieved by use o f the mixture control. The f u e l c o n t r o l u n i t depends on t h e supply o f f u e l under pressure t o f u n c t i o n c o r r e c t l y and f a i l u r e o f t h e pressure supply w i l l r e s u l t i n power f a i l u r e . Both t h e engine d r i v e n f u e l pump and t h e e l e c t r i c f u e l pump can i n d i v i d u a l l y p r o v i d e s u f f i c i e n t pressure f o r c o r r e c t f u e l supply. Under normal circumstances only t h e engine d r i v e n pump i s used. A f a i l u r e o f t h i s pump w i l l r e s u l t i n power l o s s and low o r zero f u e l pressure; normal engine performance can be r e s t o r e d by use o f t h e e l e c t r i c f u e l pump. A f a i l u r e i n t h e f u e l c o n t r o l u n i t or impact i c i n g on t h e t h r o t t l e o r a i r pressure sensing pipes w i l l cause reduced f u e l or a i r f l o w and w i l l l e a d t o l o s s o f power: i c i n g c o n d i t i o n s must be avoided as t h e r e i s no p r o v i s i o n f o r m a n i f o l d o r t h r o t t l e i c e clearance. 6.2.6 Fuel D i s t r i b u t o r (Ref I l l u s t r a t i o n 8.4)
The f u e l d i s t r i b u t o r i s downstream o f t h e f u e l c o n t r o l u n i t and d i r e c t s f u e l t o t h e i n l e t p o r t o f each c y l i n d e r i n t u r n as they commence t h e i r i n d u c t i o n s t r o k e . There are no p i l o t c o n t r o l s o r i n d i c a t o r s b u t t h e f u e l pressure experienced a t t h e i n d i c a t o r i s shown on t h e f u e l pressure gauge i n t h e c o c k p i t . 6.2.7 T h r o t t l e (Ref I l l u s t r a t i o n 8.4)
A t h r o t t l e i s provided f o r left-handed use by each p i l o t . The l e f t - h a n d t h r o t t l e i s o f t h e l e v e r type and i s l o c a t e d on t h e l e f t c o c k p i t w a l l , i n c o r p o r a t i n g a s p i n d l e f r i c t i o n damper. The r i g h t - h a n d t h r o t t l e (Item 6 F i g 8.4) i s on t h e c e n t r e lower. instrument panel and i s o f t h e p l u n g e r type.. The two t h r o t t l e s are ganged t o g e t h e r and thus operate simultaneous1 y.. The t h r o t t l e i s f u l l y open when t h e c o n t r o l s a r e f u l l y forward. 6.2.8 Fuel M i x t u r e / C u t o f f Control (Ref I l l u s t r a t i o n 8.4) The m i x t u r e / c u t o f f c o n t r o l i s s i t u a t e d on t h e c e n t r e lower console and i s of t h e p l u n g e r type.. The m i x t u r e i s f u l l y r i c h when t h e c o n t r o l i s f u l l y forward and p r o g r e s s i v e l y weakens as t h e c o n t r o l i s p u l l e d back: t h e f u e l i s completely c u t o f f when t h e c o n t r o l i s f u l l y back. 'The c o n t r o l i s o f t h e v e r n i e r type and incorporates a c e n t r a l push b u t t o n t o r e l e a s e t h e v e r n i e r . . An a d j u s t a b l e f r i c t i o n d e v i c e i s a l s o provided which t u r n s c l o c k w i s e t o increase f r i c t i o n . The f r i c t i o n c o n t r o l should always be s e t t i g h t as v i b r a t i o n may otherwise cause t h e s e t t i n g t o ' creep ' ..
P .6-9 A p r i l 1998 A8 TP .,T67M200/FM
J{SLINGSBY A\tlArIoN LTo

For t a k e o f f , climb and a t low levels AMSL f u l l y rich should always be selected and locked. I n the cruise i t may be weakened t o reduce fuel pressure t o t h e value derived from t h e performance graph a t Section 5. Weakening beyond t h i s point will cause rough running and may lead t o RPM surging as the constant speed unit attempts t o maintain RPM under conditions of fluctuating power. This fuel pressure s e t t i n g gives the mixture which i s the most e f f i c i e n t f o r that p a r t i c u l a r RPM, temperature, speed and a l t i t u d e and will need r e s e t t i n g i f any of these conditions change. The mixture should always be s e t f u l l y rich before changing a n y t h r o t t l e s e t t i n g or commencing any climb o r descent.. The engine should normally be stopped on t h e ground by s e t t i n g t h e mixture t o cutoff so t h a t fuel i s n o t i e f t in the cylinders a f t e r t h e engine has stopped; t h i s stops lubricating o i l being washed from t h e cylinder walls and minimises the chance of the engine f i r i n g i f the propeller i s turned. Should the engine ever seem t o be suffering from power loss with no other symptoms (eg mechanical noise, o i l system malfunction, induction icing) immediately s e l e c t the mixture t o f u l l y rich in case incorrect mixture was t h e cause of the t r o u b l e . 6.2.8A Exhaust Gas Temperature (EGT) Gauqe (Mod 313)
An E . G . T . gauge i s mounted a t the bottom right-hand s i d e of t h e instrument panel (Fig. 8.4C). A probe placed i n t o the exhaust pipe operates the gauge without need for any additional power supply. During f l i g h t i n c r u i s e conditions, a t power s e t t i n g s of not above 75%, the mixture can be leaned until the needle of t h e EGT gauge j u s t peaks. This s e t t i n g i s the recommended lean mixture position. For ease of reference the adjustable pointer may be pre-set t o peak EGT
CAUTIONS (1) (2)
ENGINE DAMAGE MAY BE C U E BY M X U LEANING AT HIGHER A SD AI M M THAN RECOMMENDED CRUISE POWER SETTINGS.
THE E N G I N E M S NOT BE OPERATED AT ANY TIME ON THE LEAN UT SIDE OF PEAK EGT.
6.2.9 Normal Use Before Fliqht Ensure t h a t there i s s u f f i c i e n t fuel f o r the f l i g h t and t h a t t h e fuel caps a r e both secure Check t h a t both vent pipes a r e c l e a r . Sample fuel f o r a contamination check i f required ( F i r s t f l i g h t of each day). Once the master switch 1s on, check fuel gauge indicators, both tanks, leave fuel on and carry out engine s t a r t i n g d r i l l . After take off switch off booster pump
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Durinq Fliqht Switch ON e l e c t r i c fuel pump f o r takeoff. Switch off e l e c t r i c fuel pump f o r cruise unless engine driven fump f a i l s . Periodically monitor fuel gauge indicators. Switch from one tank t o the other from time t o time during long f l i g h t s t o maintain the balance of fuel in t h e tanks.. Fuel asymmetry before commencing aerobatics and spinning manoeuvres should not exceed 14 l i t r e s ( 3 Imp G a l l s ) . The e f f e c t of assymmetry of fuel greater than 14 l i t r e s will not hazard t h e a i r c r a f t b u t does lead t o s l i g h t increase in control s t i c k aileron forces and l e s s precise aerobatic manoeuvres. P.6-10 April 1998 A 8
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Switch on e l e c t r i c f u e l pump when beginning a l a n d i n g approach., Should a low f u e l s i t u a t i o n a r i s e , i t i s advisable t o s e l e c t one tank u n t i l t h e engine begins t o f a l t e r and then s w i t c h t o t h e o t h e r t a n k c o n t a i n i n g t h e remaining f u e l .
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6.2.10
Malfunctioninq
These a r e covered i n Section 4 and i n t h e FRCs - r e d s e c t i o n .
6.2.11
Fuel System Diaqram
FUEL QUANTITY INDICATORS
FLOP TUBE WITH FILTER AND NON-RETURN VALE
-VENT PIPES
MIXTURE CONTROL
FUEL CONTROL UNIT (below the engine)
7 HROTTLE
CONTROL
FUEL
FUEL PRESSURE INDICATOR
FUEL DISTRIBUTOR (top of the engine)
ELECTRICAL MECHANICAL FUEL PRESSURE
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-'
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P.6-11 A p r i l 1998 A8
6.3
THE ELECTRICAL SYSTEM
6.3.1 General D e s c r i p t i o n
-.
A b a t t e r y p r o v i d e s 24V D f o r a l l e l e c t r i c a l s e r v i c e s . Any equipment C r e q u i r i n g AC i n c o r p o r a t e s i t s own s o l i d s t a t e i n v e r t e r t h u s e l i m i n a t i n g t h e need f o r any s e p a r a t e AC d i s t r i b u t i o n system. An e n g i n e - d r i v e n a l t e r n a t o r charges t h e b a t t e r y . A l l c i r c u i t s a r e p r o t e c t e d by c i r c u i t b r e a k e r s which a r e a c c e s s i b l e t o t h e p i l o t i n f l i g h t . 6.3.2 B a t t e r y The 24 v o l t b a t t e r y r a t e d a t 15 ampere hours i s l o c a t e d i n t h e luggage compartment. I t can s u p p l y a l l e l e c t r i c a l s e r v i c e s b u t demands on i t s h o u l d b e k e p t t o a p r a c t i c a b l e minimum u n t i l a l t e r n a t o r o u t p u t i s a v a i l a b l e ; t h i s w i l l r e t a i n b a t t e r y c a p a c i t y f o r s t a r t i n g t h e engine and f o r u s e i n t h e a i r should t h e a l t e r n a t o r f a i l b e f o r e i t has f u l l y charged t h e b a t t e r y . No emergency b a t t e r y i s f i t t e d . An ammeter ( F i g . 8.4) i n d i c a t e s t h e r a t e o f b a t t e r y charge o r d i s c h a r g e . The b a t t e r y i s connected t o t h e DC busbar by a b a t t e r y r e l a y which i s o p e r a t e d by t h e m a s t e r s w i t c h ( F i g . 8 . 4 ) ,. No e l e c t r i c a l s e r v i c e s except t h e c l o c k w i l l o p e r a t e u n t i l t h e master s w i t c h i s o n . Once t h e e n g i n e i s running, t h e a l t e r n a t o r may be s w i t c h e d on t o charge t h e b a t t e r y ; t h e master must n e v e r be s w i t c h e d o f f when t h e a l t e r n a t o r i s on and t h e engine r u n n i n g , as a l t e r n a t o r damage may o c c u r . 6.3.3 Alternator
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The 24 v o l t 70 amp P r e s t o l i t e a l t e r n a t o r i s d r i v e n by a f r i c t i o n b e l t f r o m a p u l l e y on t h e p r o p e l l e r d r i v e s h a f t ; a r e d warning l i g h t marked ALT ( F i g 8.4) f l a s h e s whenever t h e master i s on and t h e a l t e r n a t o r i s n o t g i v i n g any o u t p u t . The f l a s h i n g can b e stopped b y p r e s s i n g t h e w a r n i n g b u t t o n f o r more t h a n h a l f a second which w i l l cause t h e l i g h t t o r e v e r t t o steady r e d . Over- and u n d e r - v o l t a g e c o n t r o l boxes a r e mounted on t h e main e l e c t r i c a l panel b u t no c o n t r o l s o r i n d i c a t o r s a r e available t o the p i l o t . The a l t e r n a t o r r e q u i r e s an e x c i t a t i o n c u r r e n t t o b e a p p l i e d t o i t s f i e l d c o i l s b e f o r e i t w i l l s t a r t d e l i v e r i n g c u r r e n t even though i t i s b e i n g t u r n e d by t h e engine; t h i s c u r r e n t i s s u p p l i e d f r o m t h e busbar, t h r o u g h t h e e x c i t a t i o n s w i t c h ( F i g 8 , . 4 ) . . Two c i r c u i t b r e a k e r s p r o t e c t t h e a l t e r n a t o r ; one, r a t e d a t 5 amps, p r o t e c t s t h e e x c i t a t i o n c i r c u i t and t h e o t h e r , r a t e d a t 60 amps, p r o t e c t s t h e main a l t e r n a t o r o u t p u t . The a l t e r n a t o r s h o u l d b e s w i t c h e d on once t h e e n g i n e i s r u n n i n g and s h o u l d b e s w i t c h e d o f f b e f o r e t h e e n g i n e has been s h u t down. The ammeter ( F i g 8.4) i n d i c a t e s t h e r a t e o f b a t t e r y charge o r d i s c h a r g e and s h o u l d b e c a r e f u l l y m o n i t o r e d when t h e a l t e r n a t o r i s s w i t c h e d on; t h e ammeter s h o u l d i m m e d i a t e l y be expected t o i n d i c a t e about 120 amps b u t s h o u l d f a l l t o no more t h a n +10 amps a f t e r about 60 seconds o r t h e b a t t e r y i s l i k e l y t o ' b o i l 1 and s p i l l a c i d . The charge r a t e w i l l s t e a d i l y f a l l f r o m about +10 t o +2 amps as t h e b a t t e r y becomes f u l l y charged. The a l t e r n a t o r i s capable o f f u l l o u t p u t a t grourrd i d l e RPM (700 RPM) and w i l l t h u s r e t a i n o u t p u t a t w i n d m i l l RPM (800 RPM) a t g l i d i n g speed f o l l o w i n g an e n g i n e f a i l u r e ; i t w i l l n o t produce any o u t p u t when t h e p r o p e l l e r has s t o p p e d , P.6-12 March 1988 A4 TP.T67M200/FM
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~ { s &\JIATION LTO * W L , ~ ~
PILOTS NOTES FIREFLY T67MZOO
WARNING
The m a s t e r s w i t c h s h o u l d n o t be s w i t c h e d o f f when t h e a l t e r n a t o r i s switched on w i t h t h e e n g i n e r u n n i n g as t h i s may r e s u l t i n damage t o t h e a l t e r n a t o r c o n t r o l components. A l t e r n a t o r f a i l u r e w i l l be i n d i c a t e d by t h e ALT l i g h t f l a s h i n g and t h e ammeter i n d i c a t i n g a d i s c h a r g e . The a l t e r n a t o r e x c i t a t i o n s h o u l d be s w i t c h e d o f f and t h e c i r c u i t breakers checked and r e s e t i f necessary; t h e a l t e r n a t o r may t h e n be switched on b u t i f a c i r c u i t b i e a k e r t r i p s a g a i n t h e a l t e r n a t o r s h o u l d be switched o f f and t h e f a u l t i n v e s t i g a t e d on t h e g r o u n d .
>
6.3.4 C i r c u i t Breakers (Ref I l l u s t r a t i o n s 6.3.8
and 6.3.9)
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The c i r c u i t b r e a k e r s a r e a l l a c c e s s i b l e t o t h e p i l o t i n f l i g h t . The ampere r a t i n g s a r e stamped on t h e head o f each o n e . When a c i r c u i t b r e a k e r t r i p s i t p r o t r u d e s about h a l f - i n c h f r o m t h e panel and a w h i t e p o r t i o n on i t s stem i s c l e a r l y v i s i b l e . 'The c i r c u i t b r e a k e r s may be t r i p p e d by t h e p i l o t by p u l l i n g out t h e head o f t h e c i r c u i t b r e a k e r u n t i l t h e w h i t e p o r t i o n i s v i s i b l e . They may be r e s e t by p u s h i n g t h e head back t o t h e ' s e t ' p o s i t i o n .
CIRCUIT BREAKER SET
CIRCUIT BREAKER TRIPPED
>
I f a c i r c u i t b r e a k e r t r i p s , t h e c i r c u i t which i t i s p r o t e c t i n g s h o u l d b e s w i t c h e d o f f ( i f t h e r e i s a s w i t c h ) b e f o r e any a t t e m p t i s made t o r e s e t t h e c i r c u i t breaker; t h e c i r c u i t b r e a k e r s h o u l d be a l l o w e d t o c o o l f o r a b o u t 30 seconds and t h e n i t may be r e s e t . Under no c i r c u m s t a n c e s s h o u l d a c i r c u i t b r e a k e r ever b e h e l d p r e s s e d i n as t h i s can r e s u l t i n an e l e c t r i c a l f i r e . Once a c i r c u i t b r e a k e r has been r e s e t , t h e c i r c u i t which i t was p r o t e c t i n g may be s w i t c h e d on again; i f t h e c i r c u i t b r e a k e r t r i p s a second t i m e t h e c i r c u i t s h o u l d be s w i t c h e d o f f and no f u r t h e r attempt made t o r e s e t i t . Same c i r c u i t b r e a k e r s s e r v e more t h a n one c i r c u i t b u t t h i s i s n o t always i n d i c a t e d on t h e panel. D e t a i l s o f a l l c i r c u i t breakers, t h e i r l o a d i n g s and t h e c i r c u i t s p r o t e c t e d by them a r e g i v e n on t h e diagram o f t h e e l e c t r i c a l system i n t h i s c h a p t e r a t 6 . 3 . . 7 .
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P.6-.13 March 1988 A4 TP .T67M200/FM
6.3.5 Normal Use o f t h e System Before f l i q h t : Check e l e c t r i c a l services as d e t a i l e d i n t h e FRCs. S e l e c t t h e master s w i t c h on before s t a r t i n g t h e engine and leave i t on u n t i l t h e engine has been shut down. Once t h e engine i s running s e l e c t t h e a l t e r n a t o r e x c i t a t i o n switch t o ON and monitor t h e ammeter readings t o ensure t h a t t h e i n i t i a l charge r a t e o f about 20 amps f a l l s t o 10 amps i n 60 seconds and about 2 amps i n 5 minutes. S e l e c t s e r v i c e s as required. Ourinq f l i q h t : as r e q u i r e d . M o n i t o r t h e charge r a t e p e r i o d i c a l l y . S e l e c t s e r v i c e s
After fliqht: Switch o f f t h e a l t e r n a t o r b e f o r e engine shutdown and s w i t c h o f f t h e master once t h e engine has stopped. Use o f Avionics: Avionics should o n l y be switched on and o f f w h i l s t t h e a l t e r n a t o r i s running t o p r o t e c t them from t r a n s i e n t v o l t a g e fluctuations. CAUTION I F A V I O N I C GROUND CHECKS ARE REOUIRED. WITHOUT E N G I N E RUNNING, DO NOT OPERATE MASTER OR STARTER SWITCHES WHILST
RADIOS ARE TURNED ON,,
6.3.6
Malfunctioning
Alternator failure: F a i l u r e w i l l be i n d i c a t e d by t h e r e d ALT warning ( F i g 8.4) i l l u m i n a t i n g and the ammeter ( F i g 8.4) indicating a discharge. The d r i l l f o r attempting t o r e s t o r e a l t e r n a t o r output i s given i n t h e FRC. F l a t b a t t e r y : Should t h e engine i t w i l l be s e r v i c e a b l e one. Mod socket f i t t e d t o p o r t C i r c u i t breaker t r i p : t h e r e be too l i t t l e power i n t h e b a t t e r y t o s t a r t necessary t o have t h e b a t t e r y changed o r t o f i t a 314 makes p r o v i s i o n f o r an e x t e r n a l power supply s i d e o f centre f u s e l a g e . See 6 . 3 . 4 i n t h i s chapter.
6.3.5A Emerqency backup b a t t e r y f o r p o r t e l e c t r i c a l a r t . h o r i z o n (MOD 312) The p o r t e l e c t r i c a l a r t i f i c i a l horizon, where f i t t e d , i s provided w i t h an emergency back-up b a t t e r y which i s c o n t r o l l e d by a guarded s w i t c h mounted on t h e instrument panel ( F i g 8.4C). ON Before F l i g h t Ensure t h a t t h e emergency s w i t c h i s i n t h e D W p o s i t i o n and t h a t t h e 10A (emergency b a t t e r y supply) c i r c u i t breaker i s i n t h e s e t (pushed i n ) p o s i t i o n .
P.6-14 A p r i l 1998 A8 TP .T67M200/FM
6.3.7
The Electrical Circuit Diagram
EXTERM POWER
SUPPLY
SOCKET
PORT NIIYI ITROBE
DETAIL ' A
COMBINED NILVISTROBE WWG TIPLIGHIS MOO 297
CO-ORDINATOR
AllERNATOR WARNING LlGHT
LOW VOLTAGE
WARNING-SENSOR
CO-ORDINATOR
- ---
- 1 .
CIRCUIT BREAKERS SHOWING LOADING
1 P,, 0,s -
SWITCHES UNDER CONTROL
p .6--15 December 1988 A6 TP T6'7M200/FM
6.3.8
C i r c u i t Breaker L a y o u t
(Basic A/C)
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'URUCO
(?J@GQ@OQQ@
(MOD 3471
5 n i l i e i l I U T LTS
luau c .
- . - \ A
TAXI1
POS
?or.
"W LT
RIM?/
Eilll
PITO,
lt,
11R08E
@@@
(Mod 2971 -. -. COMBINED NAV I S T R O B E LIGHTS
EXCJ"
,"ST
B L I M A P L,
6 . 3 9 C i r c u i t Breaker L a y o u t (Mod 2 9 3 )
~"(YIONICS
I T A A 7 r A iNSTLrs
"A"
LT
L O *CON
PUYW SIlll
P,,O,*,
PORT ART HORIZON
(Mod 311)
.
HORIZON
'-.
P .6-16 December 1988 A6 TP T67M200/FM
PILOTS N O T E S FIREFLY T 6 7 M 2 0 0
6.3.8
C i r c u i t Breaker. L a y o u t
( B a s i c A/C)
ALT WARN1 PORT TURN CO
...
(Post Mod 403)
TAXI1
POS
em*
un mr
u*s rr i ~ u LT o
! :
6.3.9 -
C i y c u i t Breaker L a y o u t
(Mod 293)
"NLT
LO1 KY O
NYPl STALL
PRO, HT
ALT WARN1
- ' \ --
(Post Mod 403)
P.6-16A A p r i l 1990 A7 TP .T67M200/FM
6.3.10 Circuit Breaker Layout (POST MOD 402)
AVIONICS
INSTIMAP STALL
POS
FUEL
NAY L T STROBE PUMP PITOT HT
INST
ALT
POS STROBE
4 3
(Mod 297) COMBINED NAVISTROBE LIGHTS
! :
Durinq Flight If t h e low volts warning l i g h t (marked ALT) remains O n f o r more than 5 min o r the warning flag of the port a r t i f i c i a l horizon appears s e l e c t UP position on the guarded switch. The port a r t i f i c i a l horizon i s then supplied from a separate emergency back-up battery. This will give a t l e a s t half-hour of operation. Land as soon as possible. After Flight Before leaving a i r c r a f t turn a r t i f i c i a l horizon emergency back-up battery switch back t o DOWN position or BATTERY WILL DISCHARGE E V E N WT MASTER SWITCH OFF. IH P.6-168 April 1998 A 8 TP ,.T67M200/FM
6.4 6.4.1
GENERAL EQUIPMENT S a f e t y Equipment
The s a f e t y equipment f i t t e d i n t h e a i r c r a f t i s a f i r e e x t i n g u i s h e r , a f i r s t a i d k i t and a c r a s h axe. The f i r e e x t i n g u i s h e r i s f i l l e d w i t h BCF and i t s u s e s h o u l d b e m i n i m i s e d i n a c o n f i n e d space. The e x t i n g u i s h e r i s mounted on t h e back w a l l o f t h e c o c k p i t i n a c l i p t h a t p r e v e n t s i n a d v e r t e n t o p e r a t i o n The e x t i n g u i s h e r i s o p e r a t e d b y squeezing b u t a11oiv.s removal w i t h one hand. t h e t r i g g e r on t h e head o f t h e b o t t l e . There i s no p r o v i s i o n f o r engine f i r e w a r n i n g or e x t i n c t i o n . The f i r s t a i d k i t i s stowed on t h e back o f t h e b u l k h e a d b e h i n d t h e p i l o t s s e a t s and t h e axe i s mounted on t h e back w a l l beside the f i r e extinguisher. 6.4.2 Access t o t h e C o c k p i t
Access t o t h e c o c k p i t i s b y a walkway on each wing. The walkways go frwn t h e t r a i l i n g edge t o l e v e l w i t h t h e c o c k p i t and a r e s u r f a c e d w i t h n o n - s l i p material. The a r e a s o u t b o a r d and i n f r o n t o f t h e walkway a r e t h e f l a p and w i n g upper s u r f a c e and t h e l e a d l n g edge; t h e s e areas a r e n o t s t r e s s e d f o r w a l k i n g on and c a r e must b e t a k e n when g e t t i n g i n and o u t o f t h e c o c k p i t t o see t h a t t h e y a r e n o t damaged. 1s a s e n s i b l e p r e c a u t i o n t o leave t h e f l a p s a t a i r c r a f t i s n o t i n use t o make i t l e s s l i k e l y I n a d v e r t e n t 1 y t r e a d on them.
It
f u l l y down when t h e t h a t personnel w i l l
6.4.3
Aircraft Security
>
(PRE MOD 129) T h e r e i s no p r o v i s i o n f o r a k e y - o p e r a t e d l o c k t o p r e v e n t u n a u t h o r i s e d access t o the aircraft; t h e e n g i n e cannot b e s t a r t e d w ~ t h o u t a key t o s w i t c h on t h e magnetos and t h u s t h i s k e y s h o u l d be removed i f i t i s f e l t necessary t o immobilise the a i r c r a f t .
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(POST MOD 129) The canopy l a t c h mechanjsm i n c o r p o r a t e s a k e y o p e r a t e d l o c k ; ? l s o t h e e n g i n e cannot b e s t a r t e d w i t h o u t a key t o s w i t c h on t h e magnetos. Therefore t h e removal o f t h e magneto k e y and l o c k i n g o f t h e canopy w i l l t o t a l l y i m m o b i l i s e the aircraft.
6.4.4 Canopy
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(PRE MOO 129) The one-piece per spex t r a n s p a r e n c y p r o v i d e s e x c e l 1e n t a1 1-round v i s i o n , and when combined w i t h t h e l o w wing m o u n t i n g g i v e s an u n u s u a l l y good f i e l d o f view f o r b o t h p i l o t s . I t opens b y h i n g e i n g upwards and r e a r w a r d s t o a l l o w access t o t h e c o c k p i t and can be l o c k e d and u n l o c k e d i n t h e c l o s e d p o s i t i o n f r a n b o t h i n s i d e and o u t s i d e t h e c o c k p i t . T h e r e i s no p r o v i s i o n f o r jettison. The p e r s p e x b u b b l e t r a n s p a r e n c y i s screwed t o a r o u g h l y o v a l frame, t h e two p a r t s f o r m i n g t h e canopy assembly. The r e a r o f t h e canopy i s l o c k e d t o t h e a i r c r a f t b y a r u n n e r w h i c h can move f o r e and a f t i n a t r a c k b u t P.6-17 March 1987 A1 TP.T67M200/FM
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PILOTS NOTES FIREFLY T67M200 cannot l i f t up.. When opening, the f r o n t o f the canopy l i f t s up, hingeing on two r a d i u s rods attached t o the c o c k p i t edge and canopy frame. The canopy i s f i t t e d w i t h s l i d i n g c l e a r - v i e w panels, both s i d e s . Hinged f r e s h a i r vents are b u i l t i n t o the s l i d i n g panels
The canopy i s stopped from s l i d i n g too f a r rearwards by a stop i n the t r a c k o f the r e a r attachment p o i n t .
Canopy Lock The can0p.y i s locked by two hooks which engage on a b a r attached E ' T F T r o n t r a i l o f the canopy. These hooks are then p u l l e d down and locked by an over-centre l o c k mechanism; t h i s a c t i o n p u l l s t h e canopy down hard on the foam s t r i p round the c o c k p i t edge and effective1.y s e a l s the c o c k p i t from a i r b l a s t and noise. The a c t i o n o f p u l l i n g and l o c k i n g t h e hooks i s achieved by o p e r a t i n g one o f the two canopy c o n t r o l s . , One c o n t r o l i s p o s i t i o n e d a t t h e c e n t r e top o f the i n s t r u m e n t panel and i s o f t h e plunger type; when f u l l y f o r w a r d i t i s i n the locked p o s i t i o n . . The o t h e r c o n t r o l i s positionec c e n t r a l l y on t h e fuselage immediately i n f r o n t o f t h e can0p.y; i t i s a r o t a r y c o n t r o l p o i n t i n g f o r e - a n d - a f t when locked and p o i n t i n g across t h e a i r c r a f t when unlocked.. The two c o n t r o l s are ganged t o g e t h e r , moving simul taneousl y ., When the c o n t r o l s are i n t h e unlocked p o s i t i o n the hooks are s t i l l i n a p o s i t i o n t o engage on t h e canopy l o c k b a r and t h e c o n t r o l s have t o be moved f u r t h e r i n the unlocked d i r e c t i o n , against the a c t i o n o f a spring, t o move t h e hooks o u t o f t h e way t o a l l o w the canopy t o open o r c l o s e , .
>
Opening t h e Canopy Operate the c o n t r o l , e x t e r n a l o r i n t e r n a l , i n t h e < u n l o c k e d a n d then p u l l or t u r n i t as f a r as i t w i l l go a g a i n s t t h e a c t i o n o f a s p r i n g ; h o l d i n g t h e c o n t r o l i n t h i s p o s i t i o n , r a i s e the canopy about 3 inches and then r e l e a s e the c o n t r o l .. The canopy may now be r a i s e d f u l l y ; i t should always be moved i n a c o n t r o l l e d manner and never slammed open o r s h u t . The canopy should n o t be l e f t i n an i n t e r m e d i a t e p o s i t i o n as t h e r e i s t h e r i s k o f i t f a l l i n g shut and causing damage o r i n j u r y .
~~
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March 1988 A4 TP .T67M200/FM
Clo n -sii n g pull g
t h e Canopy B e i n g p r e p a r e d t o t a k e t h e w e i g h t of t h e canopy, s t a r t t h e canopy f o r w a r d and t h e n l w e r i t u n t i l i t has about 3 i n c h e s l e f t t o go., Operate t h e c o n t r o l ( i n t e r n a l or e x t e r n a l ) f u l l y i n t h e unlocked p o s i t i o n a g a i n s t t h e a c t i o n o f a s p r i n g , lcwer t h e canopy f u l l y and r e l e a s e the control. Ensure t h a t t h e l o c a t i n g clamps a t e i t h e r s i d e of t h e canopy are p r o p e r l y p o s i t i o n e d and t h a t t h e canopy i s c e n t r a l and t h e n check t h a t Using v e r y f i n pressure, b o t h hooks have engaged on t h e l o c k i n g bar o p e r a t e e i t h e r c o n t r o l i n t h e l o c k i n g d i r e c t i o i i u n t i l i t reaches t h e locked position.
WARNING It i s p o s s i b l e t o move t h e c o n t r 01s t o t h e l o c k e d p o s i t i o n w i t h o u t t h e hooks b e i n g engaged on t h e bar - THE CANOPY I S THEN NOT LOCKED - i t i s a b s o l u t e l y v i t a l t o check t h a t t h e hooks a r e b o t h engaged on t h e l o c k i n g bar A D t h e c o n t r o l i s N i n t h e l o c k e d p o s i t i o n b e f o r e t h e canopy can be declared l o c k e d .
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Normal Use of t h e L a n o u B e f o r e each f l i g h t t h e canopy should be c a r e f u l l y i n s p e c t e d f o r damage and cracks, p a r t i c u l a r l y r o u n d t h e screw h o l e s where t h e transparency i s attached t o t h e frame. The canopy should be c l o s e d and l o c k e d b e f o r e t h e engine i s s t a r t e d . To check t h a t t h e canopy i s l o c k e d , 6 p o i n t s must be checked: B o t h L o c a t i n g clanps c o r r e c t l y engaged, Both L o c k i n g hooks c o r r e c t l y engaged, B o t h L o c k i n g handles i n t h e l o c k e d p o s i t i o n . .
WARNING Should you becane aware d u r i n g f l i g h t t h a t t h e canopy i s n o t c o r r e c t l y l o c k e d MAKE NO ATTEMPT T O MOVE ANY O THE CANOPY F CONTROLS I N THE A I R . Reduce t h e speed t o 7C kt; and land a t the nearest s u i t a b l e a i r f i e l d . (POST MOO 129) The canopy c o n s i s t s o f a f i x e d windscreen separated b y a carbon f i b r e hoop f r c m an upvard and backward h i n g i n g perspex t r a n s p a r e n c y . A l a t c h mechanism i s f i t t e d t o t h e upper f o r w a r d edge o f t h e transparency and can be operated b y handles f r m e i t h e r i n s i d e o r o u t s i d e t h e a i r c r a f t , . The r e a r of t h e moveable p a r t o f t h e canopy i s f i x e d t o t h e a i r c r a f t by a runner which can s l i d e f o r e and a f t i n a t r a c k b u t cannot l i f t up. When opening t h e f r o n t l i f t s up, h i n g i n g on 2 r a d i u s arms a t t a c h e d t o t h e c o c k p i t s i l 1 and canopy frane. The canopy i s p r e v e n t e d f r a n s l i d i n g t o o f a r rearwards by a S t o p incorporated i n t o the t r a c k of t h e rear attactment
P ..6-18A March 1988 A4 TP . T67M200/FM
INTENTIONALLY BLANK
-'{SLIMGSBY .To AVIATION

PILOTS NOTES FIREFLY T67M7.00
6.4.4
Canopy,
Canopv Lock The canopy i s locked b,y the 2 hooks o f t h e canop,y l a t c h assembly, attached t o the moveable transparency, which engage on t h e l a t c h p i n p a r t o f t h e l a t c h block assembly, l o c a t e d c e n t r a l l y on t h e forward hoop. The l a t c h mechanism has been designed so t h a t i n t h e open p o s i t i o n both i n t e r n a l and external handles s t i c k o u t whereas i n the closed p o s i t i o n they l a y f l a t . P o s i t i v e v i s u a l i n d i c a t i o n as t o whether t h e l a t c h mechanism i s locked i s provided by witness marks, t h e white l i n e on t h e OPEN/CLOSED placard a l i g n i n g w i t h t h e bottom o f the handle (6.4.4A). The canopy l a t c h mechanism incorporates a key operated 1ock. 6.4.4A Canopv Latch Witness Marks
I ' When latch is properly closed the line on the label will line up with PO!NT'A
cdalai167m26011alch cdr
TAL7lP.2 o f 2 CAA Approved June 2001 TP. T67M200/FM
PIL.OTS NOTES FIREFLY T67M200
EXTERNAL HANI3L.E EXTERNAL, HANDLE INTERNAL HANDLE HANDLE
CANOPY CL.OSED
CANOPY OPEN
i n t e r n a l and
hooks of the can0p.y l a t c h which engage on t h e l a t c h c e n t r a l l y on t h e forward hoop. so t h a t i n t h e open p o s i t i o n b o t h o u t whereas i n t h e c l o s e d p o s i t i o n i h e y i n d i c a t i o n as t o whether t h e l a t c h
, , "
*0 enin
t h e Canopy To disengage t h e l a t c h mechanism from i n s l d e or o u t s i d e a steady p u l l on t h e handle i s needed u n t i l t h e mechanism i s The canopy may now be t r i g g e r e d and t h e handle snaps i n t o t h e open p o s i t i o n opened f u l l y ; i t s h o u l d always be moved i n a c o n t r o l l e d manner and never slammed open or s h u t The canopy s h o u l d never be l e f t i n an i n t e r m e d i a t e p o s i t i o n as t h e r e i s a r i s k o f i t f a l l i n g shut and causing damage The canopy must always remain c l o s e d and l a t c h e d d u r i n g f l i g h t unless emergency e v a c u a t i o n i s i n t e n d e d (see P 2 - 7 )
p o s t Mod 283 A s p l i t canopy s l i d e l o c k i s i n t r o d u c e d t o r e t a i n the canopy i n the open-position The l o c k i s o p e r a t e d f r o m a l e v e r i n s i d e t h e c o c k p i t a t the rear o f the c e n t r e console C l o s i n t h e Cano y P u l l canopy f o r w a r d u n t i l i t cannot move any f u r t h e r b d t c h handle i s i n t h e open p o s i t i o n and t h u s t h a t t h e canopy i s f u l l y home.. Press t h e handle i n t o t h e c l o s e d p o s i t i o n , i n s i d e or o u t s i d e o f t h e c o c k p i t , t h e r e b y engaging t h e 2 hooks onto t h e l a t c h p i n and s e c u r i n g t h e canopy i n t h e c l o s e d p o s i t i o n . 6.4.5 S e a t s and Harnesses -
The moulded b u c k e t s e a t s can be used w i t h o r w i t h o u t p a r a c h u t e s . Cushions a r e f i t t e d , b e i n g a t t a c h e d w i t h v e l c r o s t r i p s , and t h e s e may be removed when p a r a c h u t e s a r e w o r n . The s e a t s a r e n o t a d j u s t a b l e f o r h e i g h t b u t a d d i t i o n a l cushions can be used t o c o r r e c t p i l o t head h e i g h t . V a r i a t i o n s i n l e g l e n g t h are a l l o w e d for by r u d d e r pedal a d j u s t m e n t
P .6-19 December 1988 A6 TP T67M200/FM
The harness i s a 5 - p i e c e f u l l body r e s t r a i n t type w i t h a quick-.release f i t t i n g which r e l e a s e s a l l s t r a p s s i m u l t a n e o u s l y I t comprises two l a p s t r a p s , two shoulder s t r a p s and a n e g a t i v e G r e s t r a i n t s t r a p ; t h e quick r e l e a s e f i t t i n g i s permanently a t t a c h e d t o t h e outboard l a p s t r a p and t h e o t h e r s t r a p s have w t a l tongues which f i t i n t o i n d i v i d u a l s l o t s i n t h e fitting. A c r u c i f o r m d i s c on t h e f r o n t o f t h e f i t t i n g i s spring-loaded t o t h e l o c k e d p o s i t i o n and can be r o t a t e d about 40" b o t h c l o c k w i s e and a n t i - c l o c k w i s e t o u n l o c k t h e tongues from t h e f i t t i n g The shoulder s t r a p s may be r e l e a s e d s e p a r a t e l y l e a v i n g t h e l a p s t r a p s and n e g a t i v e G s t r a p s t i l l l o c k e d ; t h i s i s done by pushing f o r w a r d t h e metal t a g t h a t p r o t r u d e s upwards from the t o p o f the l o c k i n g b o x , The s h o u l d e r s t r a p s are connected t o a c e n t r a l i n e r t i a r e e l s t r a p which i s c o n t r o l l e d f r o m a l o c k i n g mechanism l o c a t e d between t h e seats 6.4.6 A i r c r a f t External Lighting
Navigation Lights The a i r c r a f t i s f i t t e d w i t h 3 n a v i g a t i o n l i g h t s , one a t each w i n g t i p and one on t h e rudder t r a i l i n g edge; an o n / o f f s w i t c h ( F i g 8 4 ) on t h e i n s t r u m e n t panel l e f t o f c e n t r e c o n t r o l s t h e l i g h t s once t h e master i s on A n t i - c o l l i s i o n L i g h t s A r o t a t i n g beacon i s f i t t e d under t h e fuselage The l i g h t i s c o n t r o l l e d b y an o n / o f f s w i t c h ( F i g 8 4 ) on t h e i n s t r u m e n t panel l e f t o f c e n t r e once t h e master i s on POST M D 205 A second r o t a t i n g beacon i s f i t t e d t o the t o p o f t h e f i n and i s O c o n t r o l 1 ed b y t h e same s w i t c h .
>
POST M D 297 Combined n a v / s t r o b e wing t i p l i g h t s are f i t t e d , they a r e O c o n t r o l l e d by independant nav l i g h t and s t r o b e l i g h t switches ( F i g 8 4 8 ) < L a n d i n g I T a x i Lamp Two s i n g l e f i l a m e n t l a n d i n g lamps are f i t t e d on t h e f r o n t o t the engine cowling B o t h lamps s h i n e s t r a i g h t ahead The l i g h t s a r e c o n t r o l l e d by a s i n g l e t h r e e p o s i t i o n s w i t c h ( F i g 8 4 ) such t h a t o n l y one lamp can be on a t a t i m e POST M D 347 The w i r i n g i s m o d i f i e d t o enable e i t h e r , O l a n d i n g l i g h t s t o be s e l e c t e d as f o l l o w s : M i d d l e p o s i t i o n - OFF/Switch up BOTH (LANDING) LIGHTS 6.4.7 Cockpit L i g h t i s
-
one o n l y or
both
CNE(TAX1 ?L!GHT/Switch d o w -
(Ref I l l u s t r a t i o n 8 . 4 )
C o c k p i t l i g h t i n g c o n s i s t s o f p i l l a r lamps f o r t h e i n s t r u m e n t panel and a map light The i n s t r u m e n t l i g h t i n g c o n t r o l i s a combined o n / o f f and dimmer s w i t c h , a l l o w i n g t h e b r i l l i a n c e l e v e l t o be a d j u s t e d t o t h e d e s i r e d s e t t i n g . The map l i g h t i s mounted on t h e bulkhead between t h e p i l o t s seats The map l i g h t s w i t c h i s on t h e i n s t r u m e n t panel l e f t of c e n t r e As no emergency battery l i g h t s are f i t t e d it i s essential t o carry a torch i n the cockpit during night f l y i n g
P. 6--20 December 1988 A6 TP T67M200/FM
PILOTS NOTES
FIREFLY T67M200
C o c k p i t Air C o n d i t i o n i n g Diagram
m::.:
t-j
HOT AIR
YEW l N INST WNEL W R T SiOE
-----..,,,
----.--ITEM
DESCRIPTION One on each s i d e of a i r c r a f t . To v a r y t h e volume and d i r e c t i o n of cold air flow. One f o r each p; l o t Re-directs parts of the cold a i r f l o w down t o t h e f o r w a r d c a b i n area One f o r each p i l o t Mounted on p o r t a i r d e f l e c t o r forward o f engine. Provides supply o f warm a i r t o t h e heat exchanger (ITEM 5 ) .
A i r f r o m I t e m 4 i s passed t h r o u g h t h i s u n i t which e n c i r c l e s t h e exhaust p i p e
RAM A I R INTAKE (Cold a i r system) ADJUSTABLE LOUVRE
II
COLD A I R DEFLECTOR
RAM A I R INTAKE (Hot a i r system)
HEAT EXCHANGER
P..6-21 August 1985 TP ,,~67M200/FM
PILOTS NOTES FlREFLY T 6 7 M 2 0 0
H T A I R D I STRIBUTI ON B X O O
D i r e c t s the hot a i r i n t o the cockpit . There a r e 3 main s e t t i n g s OFF, SCREEN/CABiN and SCREEN ONLY . Although t h e r e a r e 3 optimum p o s i t i o n s any p o i n t i n between may be s e l e c t e d t o gi ve a greater degree o f contr 01 .
SCREEN DE-MIST OUTLET
Positioned forward of t h e instrument panel One f o r each p i 1 o t
HOT AIR [:ONTROL.
P o s i t i o n e d on t h e f o r w a r d console be1 ar t h e main i n s t r ument panel There a r e 3 main p o s i t i o n s .
1.. FULLY I N .... . .. Heat o f f

2.
3. COLD A I R TO CABIN CONTROL HALF OUT
. . ..
.
FULLY OUT.. ,
Heat t o screen and ca b i n Heat t o s c r e e n only..
F i t t e d on i n s t r u m e n t panel adjacent t o a d j u s t a b l e l o u v r e (ITEM 2 ) . When PUSHED I N a i r t o occupants f e e t ON, PULLED OUT a i r t o occupants f e e t OFF., One f o r each p i 1 ot The c o n t r o l may be t u r n e d t o 1 ock i n any p o s i t i o n .
AVIONICS COOLING ( K i n g a v i o n i c s f i t AfC)
C o l d a i r f r c m s t a r board naca i n t a k e i s d i r e c t e d o n t o a v i o n i c s through holes bored i n a d i s t r i b u t i o n p i p e , a d i r e c t feed i s l e d f r on a 3 wa.y junction i n t o the central unit of t h e a v i oni cs stack
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6.4.8 -
C o c k p i t V e n t i l a t i o n and H e a t i n g
Separate cockpi t h o t and c o l d a i r systems a r e p r o v i d e d , , The hot a i r systen can p r o v i d e f o r f r o n t transparency d m i s t , f o r c o c k p i t h e a t i n g or f o r a c a n b i n a t i o n o f b o t h , . The c o n t r o l ( F i g 8..4) i s a p u s h f p u l l knob; when p u l l e d p a r t l y o u t t o The f i r s t s t o p i t pr.ovides p a r t i a l h o t a i r t o t h e f r o n t t r a n s p a r e n c y and hot a i r t o t h e p i l o t s f e e t ; when p u l l e d f u l l y out i t provides f u l l h o t a i r f o r f r o n t transparency d e n i s t i n g only. The a i r s u p p l y canes from an a i r i n t a k e f i t t i n g mounted on t h e p o r t a i r d e f l e c t o r f o r w a r d of t h e engine and goes t h r o u g h an exhaust p i p e heat exchanger b e f o r e e n t e r i n g t h e c o n t r o l box f o r d i r e c t i o n as d i c t a t e d b y c o n t r o l knob p o s i t i o n . , The c o l d a i r s u p p l y cones f r o n two i n t a k e s , one on each s i d e of t h e f u s e l a g e j u s t i n f r o n t o f t h e canopy , Each p i l o t has h i s own supply.. The a i r can be d i r e c t e d t o t h e p i l o t ' s f a c e or body by a d j u s t a b l e l o u v r e s ( F i g 8 . 4 ) and t o t h e f e e t by a pushfon, p u l l / o f f knob adjacent t o the l o u v r e P 6--22 March 1988 A4 TP . T67M2OOfFM
<
-'<SLINGSL)Y AVIATION PLC

6.5 THE UNDERCARRIAGE 6.5.1 General Description
The fixed t r i c y c l e undercarriage i s f i t t e d with shock absorbers and pneumatic The nosewheel i s steerable and disc brakes are fitte.' to the tyres. mai nrhee; s
6-5-2 . Tvres I Ail t h e tyres a r e tubed and thus, if t h e t y r e moves round on t h e h u b , t h e r e i s a danger t h a t the inner tube valve may be torn leading t o sudden t y r e deflation. For t h i s reason 'creep' marks are painted on t h e t y r e and hub such t h a t , with the t y r e , tube and valve in the correct position, the marks on the hub and t y r e ar.e lined up. Whilst the two marks a r e s t i l l touching each other the amount of any creep i s acceptable b u t the wheel must be removed f o r examination when t h e marks are no longer touching each other,
NO CREEP
ACCEPTABLE CREEP
UNACCEPTABLE CREEP
The t y r e should never be used i f the wear i s such t h a t any part of t h e tread i s no longer v i s i b l e or i f any cut i s s u f f i c i e n t l y deep t o have penetrated the rubber tread t o t h e cords of the t y r e car case. Other t y r e damage may include scald marks and f l a t spots (bald patciies); engi neering advice should be sought before tyres with t h i s damage are used. The correct i n f l a t i o n pressures for the t y r e s are 24 psi f o r mainwheels and 50 psi f o r t h e nosewheel ; these pressures are marked on t h e undercarriage legs. The tyr es are e l e c t r i c a l l y conductive and thus t h e r e i s no need f o r any earthing s t a t i c discharge wires.
P -6-23 August 1985 TP T67M200/FM
~{s',,,Y
AVIATION PLC
5.5.3 -
The Nosewheel . -
The nosevineel incorporates an oleo..pneumati c shock absor.ber s t r u t . A hole i n the t o p of each s i d e of the nose~iheel fork allows connection of a ground handling arm. See 6.5.5 f o r d e t a i l s of the nosewheel steering. Correct oleo-pressures must give a leg extension of about 3 inches as the combi nati on of low oleo-pressure and rough groiind could cause the propeller, t i p s t o s t r i k e the ground. Thus care must be taken when taxying over uneven ground or when braking hard and t h e control column must be kept in a position t h a t does not tend t o force t h e nose down.
0
.--6.5.4
The Mainwheels strut
The mainwheels each incorporate an oleo-,pneumati c shock absorber Correct oleo-pressures should give leg extensions of about 3 inches. 6.5.5 Nosewheel Steerinq
"-
The nosewheel i s steerable by the rudder pedals and acts in t h e same sense as the rudder: when the r i g h t rudder pedal i s pressed with the a i r c r a f t moving the a i r c r a f t nose swings t o t h e r i g h t . When t h e a i r c r a f t i s not moving i t for this takes a l o t of f o r c e t o twist the nosewheel from side t o side; reason t h e rudder pedals should n o t be moved when t h e a i r c r a f t i s s t a r i o a a r : ~ and the rudder should n o t be moved during the pre-flight check or excessive The only nethod of checking t h e ?udder s t r a i n may be p u t on the system. system f o r f u i l and f r e e movement on the ground i s t o find a safe area and The apply f u l l rudder i n each d i r e c t i o n whi 1st t h e a i r c r a f t i s moving. nosewheel i s self-centering by a spring.'-and--taro mechanism and t h i s spring action tends t o give t h e rudders a r t i f i c i a l " f e e l " i n the a i r as t h e nosewheel always remains connected t o the rudder controls. 6.5.6 Wheelbrakes
Independent brakes are f i t t e d t o the mzin.rrhee1s. They are hydraulically operated by pedals on the rudder bars, %he l e f t wheel brake being operated by The the l e f t rudder pedal and t h e r i g h t braki by the right rudder pedal. hydraulic reservoir i s behind the left-.hand seat on the back of the bulkhead, A s e t of br'ake pedals i s f i t t e d t o both s e t s of rudder bars. Braking action i s progressive, more pressure being applied at the discs as the pedais a r e pushed f u r t h e r . The brakes can be locked in t h e f u l l y on position by f i r s l : applying the brakes f u l l y and then moving t h e parking brake lever back t o t h e ON position: in t h i s position t h e pr.essure fed t o t h e brakes i s then trapped i n t h e system. The parking brake i s released by moving the parking brake lever t o OFF. A collar on the parking brake lever has t o be pulled up t h e lever snank before the lever can be ~noved from ON t o OFF or froin OFF t o ON. Once t h e parking brake control has been moved t o ON the brakes can be applied if they are not already on; once on, they can only be released by moving t h e control t o OFF.
P. 6-24 August 1985 TP .T67M200/FM
The brakes a r e v e r y p o w e r f u l and should be used w i t h c a u t i o n on wet o r s l i p p e r y s u r f a c e s i f s k i d d i n g i s t o be avoided: under t h e s e circumstances i t i s p r e f e r a b l e t o a p p l y t h e brakes w i t h a pumping a c t i o n so t h a t , i f a wheel t e n d s t o l o c k , i t i s a b l e t o s t a r t r o t a t i n g again b e f o r e any s k i d develops 6.5.7 T a i l Bumper
A t a i l bumper i s f i t t e d a t t h e r e a r o f t h e fuselage under t h e r u d d e r . M i s h a n d l i n g o f t h e c o n t r o l s d u r i n g t a k e o f f o r l a n d i n g may r e s u l t i n t h e t a i l bumper t o u c h i n g t h e ground.. The bumper i s t h e r e t o minimise t h e damage t o t h e f u s e l a g e s h o u l d t h e t a i l t o u c h t h e ground b u t i f i t i s known t h a t t h e t a i l has touched o r i f t h e bumper shows signs o f having 'ouched, an e n g i n e e r i n g i n v e s t i g a t i o n s h o u l d be c a r r i e d o u t t o ensure t h a t no r e p a i r s t o t h e a i r c r a f t s t r u c t u r e a r e needed. 6.5.8 Ground H a n d l i n g Arms
The ground h a n d l i n g arm a t t a c h e s t o the nosewheel f o r k and a l l o w s t h e nosewheel t o be t u r n e d w h i l s t t h e a i r c r a f t i s b e i n g handled on t h e ground. A l a r g e r t o w i n g arm can be used t o tow t h e a i r c r a f t on t h e ground. B o t h arms p r o t r u d e f o r w a r d t h r o u g h t h e p r o p e l l e r d i s c and cannot be used when t h e engine i s running^ E i t h e r should be removed by t h e p i l o t b e f o r e e n t e r i n g t h e c o c k p i t t o f l y as the,y c a n n o t be seen b y e i t h e r p i l o t once they a r e s t r a p p e d in. When n o t i n use t h e ground h a n d l i n g arm can be stowed i n t h e luggage comoartment.. 6.5.9 Picketing
Three p i c k e t i n g r i n g s a r e f i t t e d ; one i s under t h e t a i l j u s t i n f r o n t o f t h e t a i l bumper and two o t h e r s are on each wing under s u r f a c e about 2 f t i n f r o m the t i p s 6.5.10 Normal Use
Before F l i g h t I n s p e c t t h e t y r e s f o r c u t s , t r e a d , creep and damage and i n s p e c t t h e T h e e l b r a k e s f o r damage o r l e a k s . Examine t h e t a i l bumper t o see if i t has been touched on t h e ground. Check t h e o l e o s f o r t h e c o r r e c t extension Apply t h e p a r k i n g b r a k e b e f o r e s t a r t i n g t h e engine and t e s t t h e b r a k e s i m m e d i a t e l y t a x y i n g i s commenced W h i l s t t a x y i n g check t h a t t h e nosewheel responds f u l l y and c o r r e c t l y t o rudder d e f l e c t i o n i n b o t h directions. B e f o r e t a k e o f f and l a n d i n g p o s i t i v e l y check t h a t t h e p a r k i n g brake i s o f f After - Flight When l e a v i n g t h e a i r c r a f t , ensure t h a t t h e p a r k i n g b r a k e i s l e f t on u n l e s s t h e mainwheels a r e chocked t o p r e v e n t movement Picket the a i r c r a f t i f necessary
P . 6-25 August 1985 7 P T 67M200/FM
FIREFLY
PILOTS NOTES T67M200
6.6 6.6.1 -
FLIGHT INSTRUMENTS Gener a1 D e s c r i p t i o n
--
One s e t o f f l i g h t i n s t r u m e n t s i s p r o v i d e d , on t h e l e f t o f t h e i n s t r u m e n t panel C o n v e n t i o n a l p i t o t and s t a t i c sources s u p p l y airspeed, v e r t i c a l speed and a1 t i t u d e i n d i c a t o r s : an engi n e - d r i ven vacuum pump, where f i t t e d , powers an a r t i f i c i a l h o r i z o n and a d i r e c t i o n a l gyro: t h e a i r c r a f t DC e l e c t r i c a l Sy st= --,., s the el ectrica! a r t i f i c i a! horizon, where f i t t e d , turn co-or di n a t o r , p i t o t head heater, s t a l l warning, c l o c k , and o u t s i d e a i r t m w r a t u r e gauge: a magnetic canpass p r o v i d e s heading i n f o r m a t i o n : an accleroneter provides ' g ' information.
.,,,, -.
>
6.6.2
The P i t o t and S t a t i c Systems b y a pressure head under t h e p o r t w i n g o u t b o a r d of can be heated b y an e l e c t r i c a l el anent f o r w h i c h t h e p i t o t heater s w i t c h ( F i g 8..4) when t h e master p i t o t p r e s s u r e f o r t h e a i r speed i n d i c a t o r .
P i t o t p r e s s u r e i s sensed t h e m a i nwheel. The head power i s s u p p l i e d t h r o u g h i s on The h e a d s u p p l i e s
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Two s t a t i c sources are f i t t e d , one on each side o f t h e f u s e l a g e about h a l f way back. B l a n k i n g plugs can be f i t t e d o n t h e ground t o prevent t h e i n g r e s s o f m o i s t u r e or i n s e c t s . These must be r m o v e d b e f o r e f l i g h t . The t w o Sources a r e i n t e r c o n n e c t e d and a r e needed t o g i v e a s t a b l e source of s t a t i c p r e s s u r e under changing a i r c r a f t a t t i t u d e , . S t a t i c pressure i s supplied t o t h e a i r s p e e d i n d i c a t o r , a l t i m e t e r and v e r t i c a l speed i n d i c a t o r . Pressure e r r o r c o r r e c t i o n s are g i v e n i n S e c t i o n 5.
P 6-26 March 1%8 A4 TP T67M200/FM
-'<S,HG*D~ &\,lATION
LTO
6.6.3
P i t o t and S t a t i c Instruments
Altimeter The a l t i m e t e r ( F i g 8 . 4 ) and second a l t i m e t e r where f i t t e d , a r e standard 3-needle instruments graduated from 0 t o 9 w i t h a mark every 115th u n i t ; one needle covers 1,000 f e e t i n one r e v o l u t i o n and thus t h e graduations represent 100 f e e t each w i t h a mark every 20 f e e t . A s m a l l e r needle covers 10,000 f e e t i n one r e v o l u t i o n and thus t h e graduations represent 1,000 f e e t and t h e marks 200 f e e t . . The s m a l l e s t needle covers 100,000 f e e t , t h e graduations r e p r e s e n t i n g 10,000 f e e t and t h e marks 2,000 f e e t . The instruments could thus read up t o 99,995 f e e t , but a r e i n p r a c t i c e o n l y c a i i b r a t e a t o '20,000 f e e t . A sub-scaie and r o t a r y s e t t i n g knob a l l o w f o r t h e s e t t i n g o f v a r y i n g r e f e r e n c e pressures; t h e s c a l e i s c a l i b r a t e d i n m i l l i b a r s . The instruments should read w i t h i n 50 f e e t o f a known c o r r e c t h e i g h t when t h e a p p r o p r i a t e pressure r e a d i n g i s s e t and should thus agree w i t h each o t h e r w i t h i n 100 f e e t . Pressure e r r o r c o r r e c t i o n s a r e given i n Section 5.
P.6-27 A p r i l 1990 A7 TP .T67M200/FM
J<~UNG*By A\lIATION LTD

V e r t i c a l Speed I n d i c a t o r The v e r t i c a l speed i n d i c a t o r ( F i g 8.4) i s I t incorporates c a l i b r a t e d from 3,000 f t / m i n up t o 3,000 f t / m i n down. a mechanical stop which pr.events t h e needle from over-running t h e end o f e i t h e r scale. There a r e numbers on t h e s c a l e every 1,000 f t / m i n and marks f o r each 100 f t / m i n w i t h a l a r g e r mark a t each 500 f t / m i n . The instrument should read w i t h i n 100 f t / m i n o f zero when on t h e ground..
The Airspeed I n d i c a t o r The airspeed i n d i c a t o r ( F i g 8.4) i s a s i n g l e I t has needle instrument w i t h readings from 40 k t s t o 200 k t s . standard markings on t h e face t o i n d i c a t e s i g n i f i c a n t speeds as given i n S e c t i o n 2. Pressure e r r o r c o r r e c t i o n s a r e given i n S e c t i o n 5.
Pre Mod 656
Post Mod 656
P .6-28 A p r i l 1998 A8 TP .T67M200/FM
6.6.4
The S u c t i o n Supply
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A s u c t i o n purrp, where f i t t e d , i s d r i v e n b y t h e engine, t h e amount O f s u c t i o n For t h e generated b e i n g i n d i c a t e d on a gauge i n t h e c o c k p i t ( F i g 8 . 4 ) s u c t i o n i n s t r u m e n t s t o be r e l i a b l e , t h e gauge r e a d i n g should be 4.5 t o 5.5 i n Hg. The gauge r e a d i n g w i l l be below t h i s f i g u r e when t h e e n g i n e RPM a r e l e s s t h a n about 1500 RPM b u t t h e g y r o s w i l l n o t slow down enough t o a f f e c t i n s t r u m e n t r e a d i n g s i f t h e RPM i s below t h i s f i g u r e f o i . s h o r t p e r i o d s . . The g y r o i n s t r u m e n t s w i l l t a k e about 2 minutes t o reach o p e r a t i n g speed a f t e r s t a r t - . u p and w i l l remain r e l i a b l e f o r about 1 m i n u t e a f t e r s u c t i o n f a i l u r e . . A f a i l u r e o f t h e s u c t i o n supply i s i n d i c a t e d o n l y on t h e gauge; none of t h e s u c t i o n - . d r i v e n i n s t r u m e n t s have any s o r t o f f a i l u r e i n d i c a t o r on them. Thus the s u c t i o n gauge should be m o n i t o r e d p e r i o d i c a l l y d u r i n g f l i g h t , p a r t i c u l a r l y under i n s t r u m e n t f l y i n g c o n d i t i o n s . 6.6.5 Suction Driven Instruments
The A r t i f i c i a l H o r i z o n The a r t i f i c i a l h o r i z o n ( F i g 8 . 4 ) i n d i c a t e s t h e p i t c h m n k angles o f t h e a i r ' c r a f t . An a i r c r a f t s,ymbol datum i n t h e c e n t r e o f t h e i n s t r u w n t can be a d j u s t e d w i t h a knob on t h e i n s t r u m e n t t o a l l o w f o r alignment o f t h e i n s t r u m e n t f o r p i l o t s o f d i f f e r e n t s i t t i n g h e i g h t . . The bank i n d i c a t i o n s are c a l i b r a t e d a t t h e t o p o f t h e i n s t r u m e n t and show loo, 20, 30, 60" and 90" o f bank.
M D 312 i n t r o d u c e d an e l e c t r i c a l a r t i f i c i a l h o r i z o n w i t h s w i t c h a b l e b a c k - u p O b a t t e r y t o replace t h e suction d r i v e n instrument.
P .6-29 J u l y 1988 A5 TP .T67M200/FM
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The D i r e c t i o n a l Gyro The d i r e c t i o n a l gyro ( F i g 8.4) i s used t o g i v e c o r r e c t h e a d i n g i n f o r m a t i o n d u r i n g t u r n s when t h e m a g n e t i c canpass can be unsteady I t i s c a l i b r a t e d from 0-360" w i t h numbers, o n i t t i n g t h e l a s t and u n r e l i a b l e . d i g i t , e v e r y lo0. Thus a h e a d i n g 2%" i s shown as 29. There a r e marks a t e v e r y i n t e r m e d i a t e 5' and r e a d i n g t o g r e a t e r accuracy r e q u i r e s i n t e r p o l a t i o n , . The numbers on t h e s c a l e i n c r e a s e clockwise.. To a l i g n t h e i n d i c a t o r w i t h t h e m a g n e t i c canpass t h e s e t t i n g knob must k pushed i n and k e p t i n w h i l s t i t i s t h e n r o t a t e d ; t h i s a c t i o n uncouples t h e f a c e o f t h e i n s t r u m e n t f r o n t h e g y r o and a l l a v s i t t o be t u r n e d t o gi ve t h e same r e a d i n g as t h e m a g n e t i c canpass. The knob m8y t t e n be r e ! eased, r e c o u p l i n g t h e f a c e o f t h e i n s t r u m e n t t o t h e g y r o : t h e knob s h o u l d t h e n be t w i s t e d t o ensure t h a t i t has d i s c o n n e c t e d f r a n t h e face. As l o n g as t h e c o r r e c t s u c t i o n p r e s s u r e i s m a i n t a i n e d and t h e a i r c r a f t a l t i t u d e i s k e p t w i t h i n t h e i n s t r u m e n t 1i m i t s , t h e d i r e c t i o n g y r o s h o u l d m a i n t a i n accuracy t o w i t h i n 10" p e r hou r.. I t s h o u l d be m o n i t o r e d r e g u l a r l y t o ensure t h a t i t i s c o r r e c t l y a l i g n e d w i t h t h e m a g n e t i c canpass, The g y r o w i l l r e n a i n a c c u r a t e f o l l o w i n g manoeuvres o f up t o 60 o f bank and p i t c h b u t i t s accuracy should always be checked a f t e r any v i o l e n t manoeuvri ng.
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..
Note: A i r c r a f t w i t h MOD 303 K i n g KGS5SA CCMPASS SYSl M WILL NOT have a d i r e c t i o n a l gyro f i t t e d
P . 6-30 March 1988 A4 TP. T67MZOO/FM
6.6.6 --
The S t a l l Wr a -
S t a l l warning i s g i v e n t o t h e p i l o t b y a buzzer and a w a r n i n g l i g h t w h i c h cane on when t h e w i n g a n g l e o f a t t a c k i s approaching t h e s t a l l i n g a n g l e ; t h e y a r e s e t t o o p e r a t e between 5 and 10 k t s b e f o r e t h e s t a l l . The w a r n i n g i s a c t i v a t e d b y a vane on t h e p o r t wing l e a d i n g edge w h i c h i s h e l d d w n b y g r a v i t y ; as t h e a n g l e o f a t t a c h o f t h e wing i n c r e a s e s , a s t a g e i s reached where t h e a i r f l o w i s caning f r o m under t h e vane and l i f t s i t up, a c t i v a t i n g t h e w a r n i n g d e v i c e , . The system i s e l e c t r i c a l l y powered t h r o u g h t h e m a s t e r s w i t c h and a c i r c u i t breaker, and can be t e s t e d b e f o r e f l i g h t by s w i t c h i n g t h e m a s t e r on and a p p l y i n g l i g h t f i n g e r p r e s s u r e t o l i f t t h e vane. As t h e system i s g r a v i t y c o n t r o i i e d and i s s e t f o r e r e c t f i i ght i t cannot be used for inverted f l i g h t .
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6.6.7
The M a g n e t i c Compass
The m a g n e t i c c m p a s s ( F i g 8.4) i s a p e n d u l o u s l y suspended permanent magnet w i t h l i q u i d danping; p r o v i s i o n i s made f o r c o r r e c t i o n o f e r r o r s and a c m p a s s e r r o r c a r d i n d i c a t e s where r e s i d u a l e r r o r s need t o be a p p l i e d t o o b t a i n c o r r e c t headings, The c m p a s s c o r r e c t i o n card l i s t s headings e v e r y 30and g i v e s t h e i n d i c a t e d canpass r e a d i n g t h a t must be s t e e r e d t o achieve t h i s h e a d i n g . For exanple, i t may say ' f o r 120' s t e e r 1 2 2 " ' ; t h i s means t h a t i f you want t o f l y a heading o f 120, you must s t e e r 122" o n t h e m a g n e t i c c m p a s s , i e t h e e r r o r i s t Z O . . S t e e r i n g an intermediate heading w i l l r e q u i r e i n t e r p o l a t i o n o f t h e e r r o r s shown on t h e c a r d . A sample c a r d i s shown be1 cw a l o n g w i t h s m e worked exanples. The card i n your aeroplane w i l l n o t have t h e same f i g u r e s as t h i s example.
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Compass C o r r e c t i o n C a r d Examples
1..
2..
I f you r e q u i r e h e a d i n g 120, s t e e r 119" on t h i s c m p a s s .

I f you r e q u i r e h e a d i n g 160, s t e e r 158' on x h i s c m p a s s
I f you r e q u i r e h e a d i n g 2s0, s t e e r 297" on t h i s canpass.. I f you r e q u i r e h e a d i n g 040, s t e e r 041' on t h i s canpass..
3.
4..
P 6-31 March 1 9 8 8 A4 TP T67M200/FM
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6.6.8
The Turn Co-ordinator
PILOTS NOTES -FIREFLY T67M200
The t u r n co-ordinator (Fig 8 . 4 ) provides t h e p i l o t with t u r n information < only. i t i s c a l i b r a t e d t o shav a r a t e one t u r n ( 3 O per second) i n e i t h e r d i r e c t i o n but i s not c a l i b r a t e d beyond t h i s ; if t h e a i r c r a f t i s t u r n i n g a t more than r a t e one i t i s not p o s s i b l e t o a s c e r t a i n t h e a c t u a l r a t e of t u r n f r a n t h i s instrument. The turn co-ordinator enploys a gyro whose inner gimbal i s not q u i t e h o r i z o n t a l ; t h i s r e s u l t s i n t h e i n s t r u m e n t being r e s p o n s i v e t o r o l l a s we1 1 as yaw, rendering i t more d i r e c t r e a d i n g t h a n t h e conventional t u r n i n d i c a t o r and making i s p o s s i b l e t o r o l l i n t o and out of t u r n s without having t o allow f o r instrument l a g . . The i n s t r ument p r e s e n t a t i o n makes use of an a i r c r a f t symbol s i m i l a r t o the a r t i f i cia1 h o r i z o n but i t gives no p i t c h i n f o m a t i o n ; g r e a t c a r e must be t a k e n not t o be m i s l e d by t h e a i r c r a f t s,ymbol which a p p a r e n t l y i n d i c a t e s t h a t t h e a i r c r a f t nose i s i n t h e level p o s i t i o n . The qYro i s e l e c t r i c a l l y d r i v e n , power being s u p p l i e d by t h e master through a c i r c u i t breaker; a small red warning f l a g appears on t h e f a c e of t h e instrument when no e l e c t r i c a l power i s a v a i l a b l e . . Being e l e c t r i c a l l y driven t h e i n s t r u m e n t s w i l l not be a f f e c t e d by a s u c t i o n s,ystem f a i l u r e In t h e event of f a i l u r e of t h e a r t i f i c i a1 h o r i z o n , t h e t u r n co-ordi nator becones a primary f l i ght i n s t r u m e n t ,
P.6-32
March 1988 A 4 TP., T67M200/FM
6.6.9
Miscellaneous Instruments
( R e f 11l u s t r a t i o n 8.4)
The Clock The c l o c k i s e l e c t r i c a l l y powered, a s m a l l s p r i n g b e i n g rewound b y I t has a c o n v e n t i o n a l f a c e w i t h f u l l sweep a s o l e n o i d every few m i n u t e s . second hand,. It i s permanently connected t o t h e b a t t e r y t h r o u g h a f u s e n o t accessible t o the p i l o t .
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Mod 305 A b a t t e r y o p e r a t e d d i g i t a l c l o c k ( F i g 8.,4B) i s f i t t e d i n p l a c e o f t h e o r i g i n a l equipment. < The Accelerometer An a c c e l e r o m e t e r shows i n s t a n t a n e o u s ' g ' r e a d i n g s and maxlmum and minimum p o i n t e r s show t h e maximum and minimum ' g ' e x p e r i e n c e d s i n c e t h e i n s t r u m e n t was l a s t r e s e t . The maximum and minimum p o i n t e r s can be r e s e t b y t w i s t i n g t h e r e s e t t i n g knob i n a c l o c k w i s e d i r e c t i o n , o r b y pushing t h e knob i n , dependent on t h e make o f i n s t r u m n t . The i n s t r u m e n t r e q u i r e s no Dower
The O u t s i d e A i r Temperature Gau e An e l e c t r i c a l o u t s i d e a i r t e m p e r a t u r e gauge g i v e s an i n s t a n t a n e o u s r e a i n g i n " C , The t e m p e r a t u r e probe i s mounted on the s i d e o f t h e f u s e l a g e j u s t i n f r o n t o f t h e f r e s h a i r l o u v r e i n t a k e E l e c t r i c a l power i s s u p p l i e d b y t h e master t h r o u g h a c i r c u i t b r e a k e r
8 .
A secondary use o f t h e OAT Gauge i s o b t a i n e d by p r e s s i n g t e s t s w i t c h which t h e n i n d i c a t e s t e m p e r a t u r e o f t h e main GRP s t r u c t u r e a t t h e w i n g / f u s e l a g e j u n c t i o n The sensor i s p l a c e d i n s i d e t h e p o r t s i d e o f t h e c o c k p i t s t r u c t u r e , below t h e i n s t r u m e n t p a n e l . . A l i m i t o f 50C i s p l a c e d on t h e a i r c r a f t s t r u c t u r e above which a e r o b a t i c s may n o t be performed and ' g ' l i m i t s f o r WTWA ( S e c t i o n 2 . 6 . 2 ) a p p l y .
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The E l e c t r i c a l A r t i f i c i a l Horizon Mod 293 an e l e c t r i c a l a r t i f i c i a1 h o r i z o n ( F i g 8.48) i s f i t t e d t o t h e r i g h t hand s i d e o f t h e i n s t r u m e n t panel
<
MOD 312 The o r i g i n a l s u c t i o n d r i v e n A r t i f i c i a l H o r i z o n mounted on t h e l e f t hand s i d e of t h e i n s t r u m e n t panel, i s r e p l a c e d b y a second e l e c t r i c a l i n s t r u m e n t w i t h a s w i t c h a b l e back-up b a t t e r y .
6,6.10
Normal Use
B e f o r e s t a r t i n g t h e engine, remove t h e p i t o t cover and s t a t i c v e n t p l u g s and t e s t t h e s t a l l w a r n i n g systen. Once t h e engine has been s t a r t e d , check t h e s u c t i o n system, a l i g n t h e d i r e c t i o n a l g y r o w i t h t h e m a g n e t i c canpass and s e t t h e datum on t h e a r t i f i c i a l h o r i z o n . . Check and cross-check t h e a l t i m e t e r s w i t h a known p r e s s u r e s e t t i n g and ensure t h a t t h e a i r s p e e d and v e r t i c a l speed i n d i c a t o r s a r e w i t h i n l i m i t s . . Check t h a t t h e pcwer f a i l u r e w a r n i n g f l a g i s n o t showing on t h e t u r n co.-ordinator.. Once t a x y i n g , check t h a t t h e c m p a s s , d i r e c t i o n a l gyro, a r t i f i c i a l h o r i z o n and t u r n co-ordi nator g i v e c o r r e c t i n d i c a t i o n s i n t u r n s i n both d i r e c t i o n s . S w i t c h on t h e p i t o t head heater before t a k e o f f i f required. I n f l i g h t , monitor t h e s u c t i o n and e l e c t r i c a l s y s t m s f o r f a i l u r e . . Reset t h e d i r e c t i o n a l gyro p e r i o d i c a l l y and r e s e t t h e a l t i m e t e r sub-scal e s e t t i n g s as a p p r o p r i a t e , , Re1 a t e t h e o u t s i d e a i r t e m p e r a t u r e t o c o n d i t i o n s o u t s i d e t h e a i r c r a f t f o r warning o f i c i n g . When manoeuvring, r e f e r t o t h e a c c e l e r m e t e r t o ensure t h a t t h e ' g o l i m i t s are n o t exceeded. 6.6.11 Malfunctioning Failure
I n t h e u n l i k e l y event o f a t o t a l e l e c t r i c a l f a i l u r e t h e p i t o t head heater, t u r n c o - o r d i n a t o r , s t a l l warni ng, c l ock and o u t s i d e a i r temperature gauge w i l l a1 1 s t o p w o r k i n g . I f any one o f t h e s e s e r v i c e s f a i l w i t h o u t s i g n s o f any other f a i l u r e , check The p r e s s u r e i n s t r u m e n t s and i t s c i r c u i t breaker and r e s e t i f necessary. s u c t i o n d r i v e n instruments w i l l continue t o f u n c t i o n b u t a t o r c h would then be needed t o r e a d them a t n i ght .
( a l t e r n a t o r and b a t t e r y b o t h dead),
Electrical
A i r c r a f t not f i t t e d w i t h s u c t i o n s u p p l i e d i n s t r u m e n t s w i l l be f i t t e d w i t h a s w i t c h a b l e back-up b a t t e r y (MOO 312) f o r t h e e l e c t r i c a l l y operated A r t i f i c i a l Horizon. S u c t i o n F a i l u r e The s u c t i o n gauge w i l 1 i n d i c a t e below t h e green s e c t i o n and t h e a r t i f i c i a l h o r i z o n and d i r e c t i o n a l i n d i c a t o r w i l 1 becane u n r e l i a b l e , . The p r e s s u r e i n s t r u m e n t s and e l e c t r i c a l l y d r i v e n i n s t r u m e n t s w i l l c o n t i n u e t o function..
P.6-34 March 1988 A4 TP. T67M200/FM
6.7
FLYING CONTROLS AND FLAPS
6.7.1 General D e s c r i p t i o n The f l y i n g c o n t r o l s comprise conventional e l e v a t o r s , a i l e r o n s , and f l a p s . E l e v a t o r trimming i s a v a i l a b l e t o t h e - i l o t . p 6.7.2 Control Columns The two c o n t r o l columns a r e l i n k e d t o g e t h e r so t h a t movement o f one always r e s u l t s i n i d e n t i c a l movement o f t h e other; they cannot be disconnected or , e l l l .-...I ~ ~The top o f each c o n t r o l column i n c o r p o r a t e s a v ~. press-to-transmit button. rudder,
-A.
6.7.3
The E l e v a t o r and Trimmer (Ref I l l u s t r a t i o n 8.5)
Mass and horn balanced e l e v a t o r s a r e f i t t e d t o both s i d e s o f t h e t a i l p l a n e t r a i l i n g edge. Fore and a f t movement o f t h e c o n t r o l columns i s t r a n s m i t t e d t o t h e e l e v a t o r c o n t r o l s u r f a c e by rods and b e l l cranks. The system i s balanced f u l l y nose up ( c o n t r o l columns f u l l y r e a r ) on t h e ground w i t h no airspeed o r engine a i r f l o w . The l e f t - h a n d e l e v a t o r incorporates a trimming t a b covering about h a l f t h e e l e v a t o r t r a i l i n g edge.. A handwheel (Item 1 Fig.. 8..5) i n t h e c o c k p i t operates t h e trimmer, movement being t r a n s m i t t e d by a s o l i d core cable. A trimmer p o s i t i o n i n d i c a t o r ( I t e m 2 F i g . 8.5) i s f i t t e d i n t h e c o c k p i t j u s t i n f r o n t o f t h e o p e r a t i n g wheel; t r i m p o s i t i o n s a r e m marked U f o r nose up, N f o r n e u t r a l and D f o r nose down.. About 6 m (114 inch) o f up-and--down p l a y can be f e l t a t t h e trimming t a b when i t i s tested f o r s e c u r i t y during the p r e - f l i g h t inspection; t h i s i s acceptable. 6.7.4 Ailerons
D i f f e r e n t i a l F r i s e a i l e r o n s occupy t h e outboard t h i r d o f each wing t r a i l i n g edge. L a t e r a l movement o f t h e c o n t r o l columns i s t r a n s m i t t e d t o t h e a i l e r o n s by c o n t r o l rods and b e l l cranks. No trimming i s p o s s i b l e i n f l i g h t b u t t h e p o r t a i l e r o n i s f i t t e d w i t h a metal t r i m t a b which can be a d j u s t e d on t h e ground by ground engineers o n l y . 6.7.5 Rudder The rudder i s operated by e i t h e r p a i r o f l i n k e d rudder pedals. The two s e t s o f pedals a r e interconnected so t h a t movement o f one s e t r e s u l t s i n i d e n t i c a l movement o f t h e other.. Movement i s t r a n s m i t t e d from t h e pedals t o t h e rudder by cables and p u l l e y s , t h e c a b l e t e n s i o n b e i n g maintained by s p r i n g s which h o l d t h e rudder pedals forward. The rudder pedals can be a d j u s t e d t o a l l o w f o r l e g l e n g t h by p u l l i n g g e n t l y on t h e t o p o f t h e pedal and a t t h e same t i m e s l i d i n g t h e pedal assembly t o t h e r e q u i r e d p o s i t i o n . . A f t e r adjustment ensure t h a t t h e pedal assembly i s properly locked i n position. This i s achieved by p r e s s i n g t h e whole pedal assembly forwards w i t h pressure d i r e c t e d towards t h e t o p o f t h e pedals u n t i l t h e assembly i s f e l t and heard t o have c l i c k e d i n t o a locked p o s i t i o n . The rudder pedals a l s o p r o v i d e f o r nosewheel s t e e r i n g and wheel braking; t h i s i s described i n t h i s s e c t i o n a t 6..5..5 and 6.5.6.
>
<
P.6-35 A p r i l 1998 A8 TP .T67M200/FM
J<~L,HG*By &\,/ATION LTD

6.7.6 Control Lock

>
A control lock i s introduced by Md 316 or M d 435. o o
transverse bar with control columns. A t when secured by the ailerons neutral and
This consists of a sockets which locate on t h e r e a r faces of t h e the centre of the bar i s a f u r t h e r socket which, f l a p lever in the Flaps Up - position, locks t h e the elevator f u l l y down.
There i s no stowage f o r the control lock, which must be removed from the a i r c r a f t before f l i g h t . Depending upon t h e l i k e l y wind conditions and t h e direction in which t h e a i r c r a f t i s parked, the controls may be locked with t h e elevators in the u p position by using the right-hand p i l o t s buckle s t r a p and l a p s t r a p , passing them around the left-hand control column and taking u p t h e slack. The rudder/nosewheel should be l e f t on f u l l right lock. In t h i s position the nosewheel/ground f r i c t i o n prevents movement of t h e rudder i n windy conditions.
6.7.7
Flaps (Ref I l l u s t r a t i o n 8 . . 5 )
The f l a p s occupy the inboard two-thirds of each t r a i l i n g edge, a small portion of t h e extreme inboard t r a i l i n g edge not being used so t h a t i t can form a walkway.. N portion of the flaps i s stressed f o r walking o n . o The f l a p control has 3 positions; up; 18" (takeoff); and 40" (landing). So t h a t t h e r e will be no a i r loads f e l t when operating t h e f l a p s in t h e a i r , a spring i s f i t t e d which a s s i s t s down selection.. This r e s u l t s in t h e f l a p s being strongly biased in t h e down direction on t h e ground, and care must be taken when lowering them on t h e ground t o stop them from slamming t o the down position. The control lever (Item 3 Fig. 8.5) i s positioned on the centre console and can be locked i n any of t h e 3 flap positions; when the lock i s f u l l y engaged, a dark coloured spring-.loaded button in the end of the control lever protrudes f a r enough t o show a white ring a t the base of the button. To move t h e f l a p from one selection t o another, the button must f i r s t be pressed in t o disengage t h e lock; t h e lever i s then f r e e t o move. As t h e f l a p s approach the required position, the button should be released so t h a t i t i s f r e e t o engage the lock a t the new position. On the ground, the spring balance tends t o pull the flaps down and t h i s makes i t d i f f i c u l t t o disengage t h e lock; t o achieve t h i s i t i s necessary t o push the f l a p lever in t h e UP direction t o balance the spring pressure before attempting t o press the button i n . The f l a p s a r e correctly locked when the button in the end of' t h e s e l e c t o r lever protrudes f a r enough t o enable t h e white band locking indicator on i t t o be seen.. I t i s important, p a r t i c u l a r l y when raising t h e f l a p s , t o check t h a t the locking indicator i s v i s i b l e ; i f i t i s not, then the flaps are not correctly locked and may move t o a d i f f e r e n t position without action by the P i l o t .
P.6-36
Apri 1 1998 A8
There i s no f l a p p o s i t i o n i n d i c a t o r as both f l a p s can e a s i l y be seen from either seat.
CENTER
Flap Lever L o c k i n g n- t o r dica 6.7.8 Normal Use
Before f l i g h t , check t h e condition of t h e control s u r f a c e s and t a b s and ensure t h a t a l l d r a i n holes a r e c l e a r . Once in t h e a i r c r a f t , check t h e e l e v a t o r s and a i l e r o n s f o r f u l l , f r e e and c o r r e c t movement. Ensure t h a t t h e trimmer moves over t h e f u l l range. Check t h e c o r r e c t operation of t h e f l a p s a t a l l 3 s e t t i n g s and leave then up f o r taxying. Once taxying, check t h e rudder and nosewheel f o r f u l l , f r e e and c o r r e c t movement. After t a k e o f f , r a i s e t h e f l a p s at a locking indicator i s then v i s i b l e . After landing maintain d i r e c t i o n a l rudder, nosewheel s t e e r i n g and brakes 6.7.9 -Malfunctioni2 -s a f e height and speed, ensuring t h a t t h e For landing, use t h e f l a p s as r e q u i r e d . control using t h e combination of t h e as necessary.
I f , immediately following f l a p s e l e c t i o n , an undemanded r o l l occurs, v i s u a l l y check t h a t both f l a p s a r e in t h e same p o s i t i o n ; i f they a r e not or i f d i f f i c u l t y i s experienced in holding an out-of-trim r o l l f o r c e , r e t u r n t h e f l a p s t o t h e previous s e t t i n g . Leave t h e f l a p s in t h i s p o s i t i o n and land a t the nearest suitable airfield.
P .6-37 August 1985 TP T67M200/FM
AVIATION PLC
6.8
RADIG EPUIFMENT
ine a v a i i a b i e r i d i o f i t s msge p r o v i s ~ o n f o r some or a i l of t h e f o l l o w i n s

facilities:
a.
b.
intercommunication between
ere#
members.
S i n g l e or two VHF communicatio~?~ d i o s . ra

An audio c o n t r o l panel.
c.
d.
A loudspeaker. A hand microphone.

VCR.
e. f.
g.
h.
ILS and markers. DME.

A transponder with or without height encoding.
i.
j.
ADF.
More s o p h i s t i c a t e d equipment i s a v a i l a b l e s u b j e c t t o s p e c i a l order.
P.6-38 August 1965 TP .T67M200/Ffl
SECTION 7
HANDLING CONTENTS
7.1
7.2
'7.3
as S e f o r e F l i g h t .............................................. 7 ...1 . 7.1.1 Y e f o r e S t a r t i n g t h e c n g l n e ........................... 7-1 7.1.2 S t a r t i n g t h e Engine ................................. 7-1 7 . 1 . 3 T e s t i n g t h e Engine .................................. 7-2 7.1.4 T e s t i n g t h e C c n s t a n t Speed U n i t ..................... 7-2 7.1.5 Taxying ............................................. 7..2 Handling i n F l i g h t ...................................... . 7-3 7.2.i Take of-? ............................................ 7-3 7.2.2 Crosswinti Take off .................................. 7 - 3 7.2.3 Climb ............................................... 7-3 7.2.4 General F l y i n g ...................................... 7-4 7.2.5 S t a l l i n g i n Level F l i g h t ............................ 7-6 7.2.6 S t a l l i n g i n a T'cirn ..............................*... 7-7 ' g ' S t a l l i n g ........................................ 7-7 7.2.7 7.2.8 F l i c k ihanoeuvres .................................... 7-7 7.2.9 E r e c t S p i n n i n g ...................................... 7-7 7.2.10 E r e c t Spin C h a r a c t e r i s t i c s ............................- 8 7 7.2.11 E r e c t S p i n Recovery ................................. 7-8 7.2.12 I n v e r t e d S p i n n i n g ................................... 7 - 9 7.2.13 T a i l s i i d e s ........................................... 7-9 7.2.14 A e r o b a t i c s .......................................... 7-9 7.2.15 I n v e r t e d F l i g h t ..................................... 7..lO C i r c u i t and l a n d i n g s ....................................... 7-11 7.3.1 Approaching t h e Landing P a t t e r n ..................... 7-11 7.3.2 C i r c u i t P r o c e d u r e ................................... 7-11 7.3.3 Landings ............................................ 7-11 7.3.4 A f t t r Landing ....................................... 7 - 3 3
r
i . a s t e f f e c t i v e page i s P . L i 3
August 1985 TP .T67M20G/FM
INTiNTiONALLY BLANK
August 1985
TF .T67M200/FM
7.1.1
Before S t a r t i n c_ - A the Enoine : - -
Check that the a i r c r a f t documentation i s in order and t h a t no dated or airframe hours lifed i ~ e a ~are due attentjon. s Caiculate the centre of gravity t o ensure Chat i t ,will r e ? a i : l within limits for the e n t i r e f l i g h t (Section a . ? j . Carry o u t a pre...flight inspection as detailed in the FKCs, which mee%s the requirement of the CAA!LAMS schedule. 7.1.2-- r t i n u h- Engine Sta e S t a r t the engine using tke checks and d r i l i s i n the F'RCs. warnings on the sisnificance of tne S t a r t e r warning l i g h t . Note the
ine same priming and start.ing dri 1 1 can be applied whether the engine i s hot or cold. Tbe most likely cause of f a i l u r e t o s t a r t i s over-priming so the d r i l l should be followed carefully. With the fuel o n , the t h r o t t l e 2 quarter open and the mixture at cutoff, switch the fuel pump on. Move the mixture control t o f u l l rich u n t i l a s l i g h t b u t steady fuel flow i s noticed atid return the mixture control t o cutoff. Switch the fuel purnp o f f . Select the l e f t (impulse) magneto and engage the s t a r t e r . Iamediately the engine f i r e s , release; the s t a r t e r , s e l e c t magnetos t o .:both~",and move the mixture control smoothly t o f u l l y rich. If the engine i s hot i t may be Starting should found easjer t o s t a r t the engine without any priming. always be carried out with the mixture control i n i t i a l l y in the lean cut off position as described above. If the s t a r t e r motor i s oper axed f o r a t o t a l of..?O,s.g~onds 1.n.-.a.ny..&fli nute be observed before any further attempt period, a wait ~~-l,~~.~~i~nut~es-~sho~~l~~ t o s t a r t so that the s t a r t e r motor can caol and the battery s t a b i i i z e . Should the engine f a i 1 t o s t a r t after a raaxin~liii ofdlLl seconds s i a r t e r use, i t ,nay be t h a t the engine i s over-primed. The following d r i l l should then be followed t o avoid running out of s t a r t e r time. Leave the magneto on Left and the fuel a t cutoff; open the t h r o t t l e f u l l y ; operate the s t a r t e r f o r 5 seconds; t h i s will drain the fuel f r m the cylinders and the engine may actually s t a r t ; if i t s t a r t s , quickly return the t h r o t t l e t o a quarter open a~nd p u t the mixture t o f u l l y rich. I f i t does not s t a r t , s e t the t h r o t t l e at a quarter open, ieaive t h e mixture a t cutoff and the magneto on If the engine s t i l l i e f t , and attempt another s t a r t withoct re-oriming. will n o t s t a r t i t shou!d be l e f t f o r 15 minutes t o allow the s t a r t e r t o A normal s t a r t should then be attenipted. Experience has provided cool. many permutations of ?:he f a i i e d s t a r t i n g dri 11, many of which wi 1 1 vary from the above and 113y on occasions be more successful. Whatever d r i 11 i s used the limitations on s t a r t e r use must be observed. I t i s important t h a t the engine i s not l e f t ar. idling on the ground for longer than i s necessary during taxying. A t a l l other times the engine should be s e t t o 1200 4PM t o reduce the danger of sparking plug fouling..
P.7-1 August 1985 TP T67M200/FM
7.1.3 - Tes-
t h e Enaine -
The dead c u t / l i v e magneto check i s c a r r i e d o u t a f t e r s t a r t i n g . S e t 1200 RPM and s e l e c t magneto t o 'R1, e n s u r i n g t h a t t h e r e i s an RPi'l drop b u t t h a t t h e e n g i n e aoes n o t stop; r e . - s e l e c t ' b o t h ' and r e p e a t t h e check w i t h As t h e engine i s n o r m a l l y stopped by c u t t i n g o f f t h e f u e l , magneto '1.'. t h i s check i s t h e o n l y one w h i c h can easi l y a s c e r t a i n whether a magneto i s permanently l i v e . The e n g i n e r u n s h o u l d o n l y be done a f t e r 4 m i n u t e s warm-up o r w i t h t h e engine o i 1 t e m p e r a t u r e a t l e a s t i n t h e y e l l o w / g r e e n . I t i s done a t 1800 RPM by s e l e c t i n g ' R ' and c h e c k i n g t h a t t h e RPM does decrease b u t n o t b y 'Both' i s t h m more t h a n i 7 5 w h i l s t t h e engine c o n t i n u e s t o r u n smoothly. r e - s e l e c t e d and t h e RPM a l l o w e d t o s t a b i l i z e a t 1800 f o r a few seconds. The same p r o c e d u r e i s t h e n r e p e a t e d f o r t h e ' L ' magneto and, a d d i t i o n a l l y , i t i s checked t h a t t h e RPM d i f f e r e n c e between ' L ' and ' R ' i s n c t more t h a n 50.
7.1.4 -.
T e s t i n g t h e C o n s t a n t Speed U n i t
The t e s t o f t h e c o n s t a n t speed u n i t a c h i e v e s two o b j e c t i v e s . Firstly it checks t h a t t h e p r o p e l l e r p i t c h responds t o t h e demands o f t h e p r o p e l l e r RPM c o n t r o l ; s e c o n d l y i t c i r c u l a t e s t h e c o l d o i l i n t h e p r o p e l l e r hub and r e p l a c e s i t w i t h warmed o i l , a l l o w i n g t h e p i t c h change mechanism t o move more s m o o t h l y and f r e e l y . I t s h o u l d be done on t h e f i r s t f l i g h t o f each day and whenever t h e e n g i n e i s c o l d . To t e s t t h e u n i t , use t h e t h r o t t l e t o s e t 1800 RPM l e a v i n g t h e p r o p e l l e r Then move t h e p r o p e l l e r c o n t r o l t o t h e minimum RPM c o n t r o l a t maximum RPM. position. N o t e t h a t t h e RPM s t a r t s t o f a l l . Move t h e p r o p e l l e r c o n t r o l back t o maximum RPM b e f o r e t h e RPM f a l l s b y more t h a n 500. Repeat t h e whole p r o c e d u r e a second t i m e t o change t h e o i 1 i n t h e p r o p e l l e r hub. 7.1.5 Taxying
Do n o t a t t e m p t t o move t h e r u d d e r p e d a i s when t h e a i r c r a f t i s n o t moving. I t may be To taxy, c l o s e t h e t h r o t t l e and r e l e a s e t h e p a r k i n g b r a k e . necessary t o u s e some power t o s t a r t t h e a i r c r a f t moving b u t , as soon as i t moves, c l o s e t h e t h r o t t l e and r e - a p p l y t h e t o e brakes m o m e n t a r i l y t o e n s u r e t h a t t h e y a r e working. To t u r n t h e a i r c r a f t on t h e ground t h e nosewheel s t e e r i n g must be used. The brakes s h o u l d n o t be used a l o n e f o r t u r n i n g as t h i s w i l l l e a d t o If v e r y t i g h t t u r n i n g i s e x c e s s i v e s i d e loads on t h e nose t y r e and l e g . r e q u i r e d t h e {udder should be moved f u l l y i n t h e r e q u i r e d d i r e c t i o n and Uneven ground l i g h t br a k i ng a p p l i e d on t h e appr o p r i a t e f i n s i de) wheel. should be c r o s s e d s l o w l y .
P.7-2 August 1985 TP .T67M200/FM
-{'N' q S,A'lNiON
LTD
7.2
HANDLING I FLIGHT N
7.2.1 Takeoff
After t e s t i n g the engine, which should be done on every f l i g h t and -- not just on the f i r s t f l i g h t of each day, carry out the takeoff checks from the FRCs. Takeoff performances are given in Section 5. Line the a i r c r a f t u p on the takeoff path, release the brakes and open the t h r o t t l e f u l l y in about 2 seconds. Check that the RPM i s between 2600 RPM and 2650 RPM and that the oil pressure, o i l temperature and cylinder head temperature are not red. There i s l i t t l e tendency for the a i r c r a f t t o swing f o r reasons of torque or slipstream e f f e c t s as the a i r c r a f t has been designed t o minimise these c h a r a c t e r i s t i c s . The nosewheel should be l i f t e d just c l e a r of the ground as soon as t h e elevator becomes e f f e c t i v e , a t approximate1 y 30 kts, keeping the nosewheel j u s t c l e a r of the ground by progressive easing forward of the control column as the speed increases The a i r c r a f t can be flown off a t 50 kts (Pre mod 358) 55 kts (Post mod 358) with takeoff f l a p or 53 kts (Pre mod 358) 64 kts (Post mod 358) f l a p l e s s .
7.2.2 Crosswind Takeoff
>
If the wind i s approaching the crosswind l i m i t of 25 k t s , t h e nosewheel should not be raised until the takeoff speed when the a i r c r a f t should be rotated cleanly t o the climbing a l t i t u d e . Any tendency f o r the upwind wing t o l i f t during a crosswind takeoff should be corrected by the use of ailerons.
7.2.3 Climb
<
I n i t i a l l y climb a t a shallow angle, allowing the speed t o increase t o A t 200 f t , apply the brakes momentarily t o stop any vibration from the rotating mainwheels and r a i s e the flaps in stages, increasing t o the appropriate speeds, until the flaps a r e up. There i s l i t t l e sink or trim change whilst the flaps are raised unless the a i r c r a f t i s significantly below the correct speed. Climb a t 80 kts a t full t h r o t t l e , checking t h a t the RPM i s approximately 2650 - 2700 RPM. The a i r c r a f t will i n i t i a l l y climb a t approximately 1100 ft/min, a t sea level ISA conditions and
80 kts clean, 75 kts with takeoff f l a p
MTWA
The mixture should be l e f t a t f u l l y rich a t a l l power s e t t i n g s above 75% unless t h i s r e s u l t s in rough running; in t h i s case progressively weaken the mixture and observe the manifold pressure. As the mixture i s weakened, the manifold pressure will stay steady b u t then s t a r t decreasing. Some uneven engine running may also be apparent a t t h i s point, richen the mixture again until smooth running i s regained and the manifold pressure returns t o the original figure; leave t h e mixture a t t h i s s e t t i n g . I t i s unlikely that any mixture adjustments will be needed below 5000 f t amsl in the climb.. I t should be remembered t h a t t h i s mixture s e t t i n g i s appropriate f o r only one combination of manifold pressure, a l t i t u d e and engine RPM, and a change in any of these factors will result in the need t o reset t h e mixture.
P. 7-3
April 1998 A8
The mixture should always be s e t t o f u l l y rich before descending as the weaker mixtures applicable t o f l i g h t a t a l t i t u d e are too weak f o r correct engine operation a t lower levels; thus the engine may not respond correctly t o t h r o t t l e opening a t the bottom of the descent i f weak mixture i s s t i l l selected,.
7.2.4 General Flyinq
Introduction The limitations and centre ot gravlty requlrements should always be checked before any f l i g h t t o ensure t h a t the a i r c r a f t parameters r i l l be complied with. Fl yinq Controls The flying controls are we1 1 -balanced and very l i t t l e rudder i s required with aileron application as the ailerons cause l i t t l e asymmetric drag, even a t f u l l aileron deflection.
Trimmer T h 2 elevator trimmer i s very powerful and care should be exercised i n i t s use. The out-of-trim forces require firm b u t manageable pressure i f the trimmer i s operated t o e i t h e r extreme within the speed range.. There are no rudder o r aileron trimmers available t o the pi l o t . The directional trim changes associated with power and speed a l t e r a t i o n s require the use of only small rudder, pedal movements t o maintain balanced f l i g h t . Power Mixture Chanqes Alterations in power s e t t i n g s cause pitch/yaw movements, t h e movements being proportional t o the power change. The propeller turns clockwise, the following pitchiyaw changes occurring w i t h power a l t e r a t i ons: Power Increase Pitch Yw a Nose Up Nose Left Power Decrease Nose Down Nose Right
The mixture control should invariably be s e t t o f u l l y rich before any change in power s e t t i n g i s made as the change may result in too weak a mixture and consequent rough running o r high cylinder head temperatures. Mixture adjustments in the cruise should be made using the same procedure a s outlined for the climb. The engine performance figures f o r climb, c r u i s e and endurance are given in Section 5 .
Flaps The maximum speed f o r operating the flaps i s 88 kts IAS f o r both f l a p positions Pre M d 656. Post Md 656 maximum speeds a r e 120 kts o o (IAS) takeoff position and 98 kts (IAS) landing position.. The flaps can be operated with l i t t l e e f f o r t in the a i r a t the normal c i r c u i t speeds, b u t more e f f o r t i s needed a t the upper speed l i m i t . Care must be taken t o ensure t h a t the flap lever i s locked in the selected position a f t e r operation. Should the flaps be l e f t unlocked they will tend t o move t o the down position a t low speed; t h i s may be s i g n i f i c a n t , p a r t i c u l a r l y during s t a l l i n g o r aerobatics when the changed f l i g h t characteristics and 1 imitations may r e s u l t in unexpected a i r c r a f t behaviour or overstressing. There i s l i t t l e trim change unless the flaps are operated a t the extreme of the speed limit..
P.7-4
Apri 1 1998 A 8 TP .T67M200/FM
-!{sL,K*LW LTO AVIATION

There i s s i g n i f i c a n t change i n l i f t c h a r a c t e r i s t i c s and l i t t l e drag penalty with takeoff f l a p (18") ; landing f l a p (40") s e l e c t i o n r e s u l t s in very l i t t l e more l i f t b u t a large increase in drag. The trim changes a r e as follows, t h e a i r c r a f t staying in level f l i g h t during a l l flap selections: 88 kts Flap from up t o takeoff nose Flap from takeoff t o landing pitch Flap from landing t o takeoff pitch Flap from takeoff t o u p Nose pitches down
50 k t s
Very
slight
down pitch
Nose pitches further down Nose pitches up slightly Nose pitches up more strong1 y S l i g h t pitch nose down Negligible Negligible
S t a b i l i t y The a i r c r a f t i s n e u t r a l l y s t a b l e in r o l l and has n i l aileron breakout force which gives good response and a good rate of roll . The ai 1 erons have exceptional drag balance during ai 1eron application; very l i t t l e rudder i s needed t o maintain balanced f l i g h t during r o l l ing manoeuvres, even with f u l l aileron appal ication.. The a i r c r a f t i s s t a b l e in pitch and i s e a s i l y trimmed. There i s no tendency f o r t h e a i r c r a f t t o become unstable in pitch a t extremes of speed o r ' g ' . Sideslippinq The a i r c r a f t can be side-slipped well and t h e r a t e of height l o s s can be incr'eased marked1 y by t h i s method. The following figures give a guide. ENGINE
-
Idle
INDICATED AIR SPEED N sideslip o
65 Kts Full r i g h t rudder
Full l e f t rudder
Reduced V i s i b i l i t y Flyinq In poor v i s i b i l i t y i t may be f e l t prudent t o f l y a t reduced airspeed. The s a f e s t speed t o f l y i s 70 kts as t h i s represents a good speed f o r a i r c r a f t c o n t r o l l a b i l i t y and i s a l s o the best climbing angle speed, allowing best climb performance, should near obstacles be sighted. The best climb angle performance requires half f l a p a t 70 kts and t h i s should be p u t down whilst f l y i n g a t reduced airspeed as i t a l s o r e s u l t s in a lower nose position giving a b e t t e r f i e l d of view. P.7-5 Apri 1 1998 A 8 TP .T67M200/FM
Turbulence I f turbulence becomes v i o l e n t enough t o cause concern, t h e a i r c r a f t should be flown a t 75 k t s w i t h t h e f l a p s up. This gives a s a f e margin o f speed over t h e s t a l l i n g o r o v e r s t r e s s i n g c o n d i t i o n s t h a t can r e s u l t from turbulence. I c i n q Conditions The a i r c r a f t i s not c l e a r e d f o r f l i g h t i n c o n d i t i o n s as t h e r e i s no a i r f r a m e or wing p r o t e c t i o n . c o n d i t i o n s must be avoided and every e f f o r t must be made t o f l y o f them i f they are encountered i n a d v e r t e n t l y . The engine p r o t e c t i o n can a u t o m a t i c a l l y a l l o w f o r a i r f i l t e r b l o c k i n g . icing These clear icing
Glidinq The a i r c r a f t g l i d e s w e l l a t 70 k t s , c o v e r i n g across t h e ground about n i n e times t h e h e i g h t l o s t i n s t i l l a i r . The average g l i d i n g performance i s as f o l l o w s , v a r y i n g w i t h h e i g h t , temperature and weight. Speed Engine O f f Propel 1er Windmilling 70 k t s Rate o f Descent 800 f t / m i n (PRE Mod 333) 1000 f t / m i n (POST Mod 333) G l i d e Angle S t i l l Air 1:g.O o r 1.5 Nm/1000 ft (PRE Mod 333) 1:8.2 o r 1.3 Nm/1000 ft (POST Mod 333)
During a prolonged g l i d e t h e r e i s a r i s k o f o v e r - c o o l i n g t h e engine which m i g h t r e s u l t i n t h e engine subsequently not responding p r o p e r l y t o t h r o t t l e opening. Two precautions should be taken t o counter t h i s r i s k . F i r s t l y t h e engine should be warmed and t h e plugs c l e a r e d by opening t h e t h r o t t l e smoothly t o f u l l power and back when r e q u i r e d i n g l i d e . The second precaution against o v e r - c o o l i n g i s t o open up t h e t h r o t t l e ver'y s t e a d i l y i n about 4 seconds when overshooting a t t h e bottom o f t h e g l i d e I t must be remembered t h a t t h e r e i s a s i g n i f i c a n t d i f f e r e n c e i n t h e r a t e o f descent between engine i d l i n g and p r o p e l l e r w i n d m i l l i n g and r e a l i s t i c p r a c t i c e should concentrate on t h e much more l i k e l y cause o f a f a i l e d engine, i . . e . p r o p e l l e r w i n d m i l l i n g . 7.2.5 S t a l l i n g i n Level F l i g h t
The a i r c r a f t has l i t t l e aerodynamic s t a l l warning i n l e v e l f l i g h t , t h e approaching s t a l l being s i g n a l l e d by t h e warning buzzer. M i l d wing drop may occur i n any c o n f i g u r a t i o n b u t t h i s can always be h a l t e d by t h e a p p l i c a t i o n o f opposite rudder d u r i n g recovery. A i l e r o n s remain e f f e c t i v e up t o t h e s t a l l b u t care should be taken i n t h e use o f a i l e r o n s t o keep t h e wings l e v e l i f t h e s t a l l should be prolonged. The approximate s t a l l i n g speeds (IAS) a r e as f o l l o w s : Pre Mod 358 975 kg (2150 l b ) 56.6 k t s 52 5 k t s 48.5 k t s 7
-
[ z e r o f l a p , power o f f
Takeoff f 1ap, power o f f
/
I
Post Mod 358 1020 kg (2250 l b ) 56.9 k t s
andin in^
f l a p , power o f f
53 2 k t s
48.9 k t s
Regulation o f s t a l l warning horn
10 k t s above s t a l l i n g speed.
W i t h p r a c t i c e a f u l l s t a l i may be recoveued w i x h i n 50 f t b u t i f t h e r e c o v e r y i s i n i t i a t e d a t t h e sound a f t h e s t a l l w a r n i n g t h e r e should be rio h e i g h t l o s s i n any c o n f i g u r a t i o n . Recovery i s e f f e c t e d by a p p l y i n g enough rudder t o s t o o any F a r t h e r w i n g drop and, a t t h e sarne t i m e , moving t h e c o n t r o l coiunln Forward t o u n s t a l i If t h e wings; very l i t t l e c o n t r o l column movement i s n o r m a l l y necess3r.y. i h e engine power i s a v a i l a b l e i t s h o i ~ l d be fu;:y a p p l i e d i.nmediatel:/..
7.2.6
S t a l l i n g i n a 'Turn
I n a l e v e l t u r n t h e bank w i 11 e i t h e r i n c r e a s e o r decrease a t t h e s t a l l , b u t t h i s tendency can be i m m e d i a t e l y c o n t r o l l e d by c o n v e n t i o n a l r e c o v e r y action.
i f t h e a i r w a f t i s d e i i b e u a t e l y p u l l e d t o t h e s t a l l i n g a n ~ l e o f atCack ab3ve t h e s t a l l i n g speed, t h e r e i s aerodynamic s t a i l w a r n i n g 1 f 1 t h e fcrm o f e l e v a t o r b u f f e t f e l t t h r o u g h t h e c o n t r o l column. This b u f f e t occurs j u s t before the a i r c r a f t s t a l l s . A t t h e s t a l l t h e r a t e o f p i t c h decreases and, i f f u r t h e r back p r e s s u r e i s a p p i i e d t h e a i r c r a f t w i l l t e n d t o d r o p a wing. I f t h i s occurs d u r i n g a t u r n the. a i r c r a f t w i l l e i t h e r r o i l o u t o f t h e t u r n o r r o l l i n t o the t u r n and t h i s i s n o t e n t i r e l y p r e d i c t a b l e or c o n s i s t e n t . I f t h e c o n t r o l column i s i m m e d i a t e l y moved f o r w a r d t o u n s t a l l t h e wirigs, t h e r o l l w i 11 s t o p and a u t o r o t a t i o n o r s p i n n i n g w i 11 n o t develop.
7.2.8
' F l i c k ' Manoeuvres.-
i f p r o - s p i n c o n t r o l i s a p p l i e d above t h e s t a l l i n g speed t h e a i r c r a f t w i l l f l i c k and enter a s p i n i n t h e d i r e c t i o n o f t h e a p p l i e d c o n t r o l . The r a t e of' r o t a t i on i s i n i t i a1 l y v e r y r a p i d b u t t h e a i r c r a f t responds immedi a t e l y t o corrective control action. Dependent on t h e a i r s p e e d a t e n t r y , t h e a i r c r a f t w i 11 s e t t l e i n t o a c o n v e n t i o n a l s p i n a f t e r one t o two t u r n s a f t e r tinless c c r r e c t p r o - s p i n or a n t i s p i n c o n t r o l a p p l i c a t i o n i s the flick. a p p l i e d , t h e a i r c r a f t may e n t e r a s p i r a l d i v e w i t h t h e speed i n c r e a s i n g v e r y r a p i d l y and t h e r i s k t h a t VNO (140 k t s ) w i l l be exceeded d u r i n g rec0ver.y. D i s o r i e n t a t i o n may occur d u r i n g t h e i n i ti a1 h i g h r o t a t i o n r a t e of t h e a i r c r a f t and i t i s recommended t h a t f l i c k manoeuvres a r e n o t a t t e m p t e d by i n e x p e r i e n c e d p i l o t s b e f o r e adequate d e m o n s t r a t i on and s u p e r v i s i o n has been r e c e i v e d . As t h e ' g ' f o r c e s d u r i n g f l i c k manoeuvres w i l l exceed 2 ' g i , t h e y should never be attempted w i t h t h e f l a p s extended. D e l i b e r a t e f l i c k manoeuvres should n o t be e n t e r e d above 80 k t s IAS.
7.2.9
E r e c t 5pifin;nq
( a ) Er!try H e i g h t The h e i g b t l o s s i s :bout 250 f t p e r t u r n and r e c o v e r y These h e i g h t l o s s e s may vary, dependent on hcw mary t a k e s about 539 f t t w n s o f t h e sr;i r: a r e done and how pr ompt and c o r r e c t t i l e r e c o v e r y z c t i o n
2.7-7
August 1985 TP. T67M200,'FM
=({SUNGSBY AviATloN PLc

is. They may be used as a b a s i s f o r p l a n n i n g r e c o v e r y which sh0ul.d be c o n p l e t e b y 1500 f t above ground l e v e l . 1t i s recommended t h a t i n e x p e r i s n c e d p i l o t s a l l o w a f u r t h e r 1000 f t t o t h e e n t r y h e i g h t . Thus t h e e n t r y h e i g h t f o r a 4 t g r n s p i n f o r an i n e x p e r i e n c e d p i l o t should be: 4 t u r n s 4 x 250 Recovery f l i n Height S a f e t y A1 lowance 1000 f t 500 f t I500 f t 1000 f t 4000 f t above ground l e v e l . ( b ) S p i n E n t r y A t s t a l l warning a p p l y f u l l rudder i n t n e i n t e n d e d d i r e c t i o n of s i n ana a t t h e same t i m e b r i n g c o n t r o l column c e n t r a l l y f u l l y Sack. Hold t h e s e c o n t r o l p o s i t i o n s . I f t h e c o r r e c z c o n t r o l movements a r e n o t a p p i i e d a s p i r a l d i v e may d e v e l o p as shown b y an a i r s p e e d i n c r e a s i n g above 80 ~t;. 7.2.10 E r e c t -- h a a a c t e r i s t i c s n C
A t e n t r y , t h e a i r c r a f t p i t c h e s nose up s l i g h t l y w h i l s t r o l l i n g r a p i d l y i n t h e d i r e c t i o n o f applied rudder. The a i r c r a f t r o l l s almost t o t h e i n v e r t e d d u r i n g t h e f i r s t h a l f t u r n o f t h e s p i n and t h e n t h e s p i n p r o g r e s s i v e l y s t a b i l i z e s over about 3 t u r n s , ending up w i t h about 50 o f bank and t h e nose about 40 below t h e h o r i z o n . The r a t e o f r o t a t i o n i s about 150' per second o r 2 1 seconds p e r t u r n . The average l o a d f a c t o r t h r o u g h o u t i s 1.26. The IAS s t a b i l i z e s a t about 75 k t s t o t h e r i g h t and 80 k t s t o t h e l e f t . If f u l l p r o - s p i n c o n t r o l i s n o t m a i n t a i n e d t h r o u g h o u t t h e spin, t h e a i r c r a f t may e n t e r e i t h e r a s p i r a l d i v e o r a h i g h r o t a t i o n a l s p i n . A s p i r a l d i v e i s r e c o g n i z e d by a r a p i d i n c r e a s e i n a i r s p e e d w i t h t h e r a t e o f r o t a t i o n p r o b a b l y s l o w i n g down as t h e s p i n changes t o a s p i r a l d i v e . The wings can be l e v e l l e d b y u s i n g a i l e r o n w i t h r u d d e r s c e n t r a l and t h e d i v e t h e n recovered using e l e v a t o r ( w h i l s t observing t h e ' g ' l i m i t s ) . A high r o t a t i o n a l s p i n i s r e c o g n i z a b l e by a s t e e p e r nose down a t t i t u d e and a h i g h e r r a t e o f r o t a t i o n t h a n i n a normal spin; a i r s p e e d w i 11 be h i g h e r t h a n a normal s p i n b u t w i l l n o t i n c r e a s e r a p i d l y ; r e c o v e r y i s as g i v e n i n S e c t i o n 3, Para. 3.7.2 I n c o r r e c t recover:^.
7.2.11 -- E r e c t S p i n Recovery
The f o l l o w i n g a c t i o n s a r e a composite s p i n r e c o v e r y p r o c e d u r e and a l l o w f o r e r e c t s p i n s e n t e r e d f r o m any c o n f i g u r a t i o n .
i.
2.
Close t h e t h r o t t l e Raise t h ? f l a p s Check t h e d i r e c t i o n o f s p i n as i n d i c a t e d by t h e t u r n c o - o r d i n a t o r
3.
P.7-8 August 1985 TP T67M200lFM
4. 5.
A p p l y and h o l d f u l l r u d d e r t o oppose t h e d i r e c t i o n o f s p i n H o l d i n g t h e a i l e r o n s n e u t r a l , p r o g r e s s i v e l y and c o n t r o l column f o r w a r d u n t i l t h e s p i n s t o p s . t o move i t a l l t h e way f o r w a r d t o t h e f r o n t c o n t r o l c o l ~ i m n movement should be such t h a t f u l l y back t o f u l l y f o r w a r d i n about 3 seconds f i r m l y move t h e I t may be necessary stop. The r a t e of i t would move f r a n
6. 7.
immedi a t e 1 y t h e s p i n s t o p s , c e n t r a l i s e t h e r u d d e r L.eve1 t h e wings w i t h a i l e r o n s and r e c o v e r f r a n t h e d i v e
The a i r c r a f t w i l l no:mally s t o p s p i x i n g ? ! i t h i n 1 t u c n o f t h e a p p l i c a t i o n o f t h e r e c o v e r y a c t i o n (see S e c t i o n 3.7 f o r h i g h r o t a t i o n a l s p i n r e c o v e r y ) . F a i l u r e t o a p p l y t h e c o r r e c t s p i n r e c o v e r y a c t i o n s may d e l a y o r p r e v e n t e x i t f r a n t h e s p i n , t h e most common m i s t a k e s b e i n g t h e use o f l e s s t h a n f u l l o p p o s i t e r u d d e r and slow or i n s u f f i c i e n t f o r w a r d movement o f t h e c o n t r o l column. As t h e c o n t r o l column i s moved f o r w a r d d u r i n g t h e r e c o v e r y a c t i o n s , t h e s p i n may appear t o speed up momentari Ty b e f o r e s t o p p i n g ; t h i s i s normal and should nor: be t a k e n as an i n d i c a t i o n t h a t t h e a i r c r a f t i s n o t recovering. 7.2.12
-n v e r t e d I
Spinninq -
The a i r c r a f t i s n o t c l e a r e d f o r i n v e r t e d s p i n n i n g .
7.2.13
-i l s l i d e s Ta
The a i r c r a f t i s l i k e l y t o s u f f e r c o n t r o l s u r f a c e damage i f a l l o w e d t o If t a i l s l i d e and t h i s manoeuvre s h o u l d n o t be c a r r i e d o u t d e l i b e r a t e l y . c o n t r o l i s l o s t n e a r t h e v e r t i c a l t h e c o n t r o l s s h o u l d be c e n t r a l i s e d and f i r m l y h e l d t h e r e u n t i l t h e nose has dropped and f l y i n g speed r e g a i n e d . I f t h e t h r o t t l e was c l o s e d t h e engine w i l l p r o b a b l y s t o p t u r n i n g and an a i r s t a r t w i l l be necessar'y. I f a t a i l s l i d e i s t h o u g h t t o have o c c u r r e d t h e a i r c r a f t s h o u l d be f l o w n g e n t l y and l a n d e d f o r an e n g i n e e r i n g i n s p e c t i o n f o r damage. 7.2.14 Aerobatics
The recommended e n t r y speeds f o r an i n e x p e r i e n c e d p i l o t a r e as f o l l o w s : R o l l i n g i n t o and o u t o f inverted f l i g h t Stabilized inverted flight Slow r o l l S t a l l turn entry 90 k t s 80 k t s Roll o f f the top 110 k t s 110 k t s F l i c k r o l l max 140 k t s 80 k t s Stall turn rotate L.oop 50 k t s 120 k t s
P.7-9 August 1985 TP T67MZOO/FM
={SLINGSBYPLc AVIATION
7.2.15 -- I n v e r t e d
Flight
The en@ ne i s equipped w i t h an i n v e r t e d f l i g h t o i l s y s t m and t h e w i n g f z e l tanks i n c o t p o r a t e a f l o p tilbe s y s t m . L i m i t a t i o n s on t h e o i l p r e s s u r e i n d i c a t i o n s d u r i n g masoeuvres i n v o l v i n g i n v e r t e d f l i g h t a r e f u l l y d e s c r i b e d i n S e c t i o n 2.4, and mast be observed.
P.7-10 August 1985 TP. T67M200/FM
PILOTS NOTES
FIREFLY T67M200
7.3 CIRCUIT AND LANDINGS 7.3.1 Approaching t h e Landing P a t t e r n
Before joining t h e c i r c u i t or e n t e r i n g any landing procedure or approach p a t t e r n , t h e Rejoin Checks should be c a r r i e d o u t as l a i d out in the FRCs.
7.3.2
C i r c u i t Procedure
J o i n at 85 kts. Carry out t h e pre-landing checks i n the downwind position. To commence descent reduce the t h r o t t l e s e t t i n g t o achieve approximately 1500 RPM and lower takeoff f l a p . Allow t h e speed t o reduce and enter a descent a t 70 kts. (75 kts i f a f l a p l e s s c i r c u i t i s being carried out).. Maintain t h i s speed round t h e f i n a l turn u n t i l t h e wings are level on finals. L.ower landing f l a p as required and complete t h e f i n a l checks. Allow t h e speed t o decrease t o 65 kts with landing f l a p . The threshold speed of 60 kts with landing f l a p or 65 kts f l a p l e s s i s achieved by t h r o t t l i n g back smoothly as t h e round-out i s commenced. The power s e t t i n g required w i l l vary with the wind c o n d i t i o n s . 7.3.3 Landinqs
Normal With the round-out complete and t h e t h r o t t l e closed, adjus\t the a t t i t u d e t o keep the a i r c r a f t off t h e ground, allowing t h e m3in wheels t o touch down at 45 .- 50 k t s dependent on t h e AUN. Keep t h e nosewheel off the ground u n t i l the elevator becomes l e s s e f f e c t i v e then lower the nose gently a t approx 35 kts. Commence braking as necessary. Do not push t h e control column forward or the propeller t i p s could touch t h e ground. Keep s t r a i g h t with nosewheel s t e e r i n g and move t h e s t i c k progressively a f t as speed decreases. Glide Aftsr t h e end of t h e downwind leg t h e speeds t o be flown a r e 70 kts f l a p up, 70 k t s takeoff f l a p and 63 k t s landing f l a p f o r threshold speed 58 k t s . The f i n a l turn can be commenced in about t h e same position as f o r a normal c i r c u i t and the t h r o t t l e closed. The two s t a g e s of f l a p a r e used as required t o achieve t h e touchdown point.. The considerable drag of f u l l f l a p may be used t o dive off excess height up t o t h e l i m i t i n g speed of 88 kts.. A t h e g l i d e approach angle i s steeper than f o r a normal c i r c u i t i t s i s necessary t o ccinmence round-out s l i g h t l y higher but t h e landing i s the sane as f o r a normal approach. An actual forced landing would probably be made with the engine f a i l e d and windmilling which would r e s u l t i n a higher r a t e of descent than -with the engine i d l i n g ; thus a1 1 p r a c t i s e s should be done with the aim of touching down 1 / 3 way down t h e landing s t r i p so t h a t t h e r e i s a margin of s a f e t y t o allow for t h e increased r a t e of descent i n the real c a s e . Also i t i s usually l e s s hazardous t o run off t h e end of a landing s t r i p a t 19 k t s than t o f a l l s h o r t of t h e beginning a t 40 k t S ; t h u s i t i s erriilg c n the safe s i d e t o be s l i g h t l y high.
P..7-11 August 1985 TP .167M200/FM
S h o r t Landinq F l y a normal approach u n t i l lowering f u l l f l a p . . Reduce t h e power s l i g h t l y and a l l o w the speed t o f a l l t o 58 k t s when power w i l l need t o be increased t o stop t h e speed f a l l i n g f u r t h e r . The round-out and l a n d i n g are t h e same as f o r a normal l a n d i n g except t h a t power should n o t be reduced u n t i l a f t e r t h e round-out has been commenced. -Once t h e mai nwheels a r e on t h e ground t h e nosewheel should be lowered immediately but g e n t l y . Braking may then commence w i t h t h e s t i c k being moved progressi v e l y a f t as speed decreases. As t h e approach speeds a r e s i g n i f i c a n t l y lower than f o r a normal c i r c u i t , t h e p i l o t must be ready t o counter any s i n k o r windshear e f f e c t w i t h immediate a p p l i c a t i o n of power. F l a p l e s s Landinq The a i r c r a f t has a very robust manual1 y operated f l a p system and thus f l a p f a i l u r e p r a c t i c e has l i t t l e relevance. F l a p l e s s approach may be p r a c t i s e d but, due t o t h e a i r c r a f t ' s e x c e l l e n t g l i d i n g performance, t h e approaches w i l l be very f l a t ; care must be taken t o a v o i d an overshoot. With more than 15 k t s headwind a n e a r l y normal g l i d e path angle can be flown a t about 1200 RPM but, w i t h l e s s headwind, p r o g r e s s i v e l y f l a t t e r approaches a r e r e q u i r e d . The speed should be held a t 75 k t s throughout t h e f i n a l t u r n and, once wings a r e l e v e l , i t should be allowed t o reduce t o be 70 k t s f o r a t h r e s h o l d speed o f 65 k t s . The round-out should be smooth and t h e a i r c r a f t should be landed on the mainwheels a t 53 k t s t o reduce t h e chance o f touching t h e t a i l bumper
>
Crosswind Landinq Landings a r e p e r m i t t e d w i t h i n t h e crosswind 1i m i t o f 2 5 k t s . The a i r c r a f t should be flown down t h e extended runway w i t h t h e wings l e v e l u s i ng t h e "crab " technique. The excel1 e n t l a t e r a l c o n t r o l a v a i l a b l e r e s u l t s i n no d i f f i c u l t y being experienced i n h o l d i n g t h e wings l e v e l as t h e a i r c r a f t i s yawed s t r a i g h t w i t h rudder, j u s t p r i o r t o landing. The a i l e r o n s should be h e l d d e f l e c t e d i n t o wind a f t e r l a n d i n g t o reduce t h e p o s s i b i l i t y o f t h e upwind wing l i f t i n g d u r i n g t h e ground r o l l . I n h i g h crosswind c o n d i t i o n s t h e nosewheel should be g e n t l y lowered as soon as t h e mainwheels a r e on t h e ground so t h a t nosewheel s t e e r i n g i s a v a i l a b l e t o a s s i s t w i t h d i r e c t i o n a l c o n t r o l . A s l i g h t "snatch" may be f e l t on t h e rudder pedals when t h e nosewheel touches t h e ground as t h e nosewheel t r i e s t o a l i g n i t s e l f w i t h the d i r e c t i o n o f t r a v e l o f the a i r c r a f t . Abandoned Landinq A landing should be abandoned i f misjudgement o r c o n d i t i o n s r e s u l t i n a heavy bounce d u r i n g t h e attempt t o land. The e l e v a t o r should be h e l d j u s t a f t o f c e n t r a l and t h e wings kept l e v e l w i t h a i l e r o n w h i l s t t h e t h r o t t l e i s opened f u l l y . Any attempt t o a p p l y c o r r e c t i v e a c t i o n i s l i k e l y t o make t h e s i t u a t i o n worse r e s u l t i n g i n more serious bounces and probable undercarriage and propel 1 e r damage.
P.7-12 A p r i l 1998 A8 TP .T67M200/FM
J{SL,I~GSPY AvlnTloN
LTo
Touch-and-qo-Landinq A f t e r l a n d i n g r a i s e t h e f l a p s from t h e l a n d i n g (40") s e t t i n g t o t h e t a k e o f f (18") s e t t i n g . The a i r c r a f t should then be f l o w n o f f t h e ground a t t h e normal speed o f 50 k t s and climbed a t a shallow angle t o reach a c l i m b i n g speed a p p r o p r i a t e t o t h e f l a p s e t t i n g as f o l l o w s : Takeoff f 1ap F l a p up 75 k t s 80 k t s
A t 200 f t t h e f l a p should be r a i s e d .
I n emergency c o n d i t i o n s where t h e remaining runway l e n g t h does not permit t h e t i m e t o r a i s e t h e f l a p t o 18" t h e a i r c r a f t responds r e a d i l y t o a f u l l f l a p f u l l power t a k e o f f from t h e ' r o l l I . Goinq Round Aqain Open t h e t h r o t t l e f u l l y . Climb a t t h e speed a p p r o p r i a t e t o f ! a p s e t t l n g and r a i s e t h e f l a p s above 200 ft as f o r a touch-and-go landlng. 7.3.4 A f t e r Landinq Complete t h e a f t e r l a n d i n g and c l o s i n g down checks i n t h e FRCs. Note t h e f l i g h t times and d e t a i l s f o r e n t r y i n t h e a p p r o p r i a t e a i r c r a f t documents. 7.3.5 E m e r q e n c y y Landinqs (Post Mod 358) Should i t be necessary t o c a r r y out an emergency l a n d i n g a t weights above t h e maximum l a n d i n g weight o f 2150 l b s (975 kg) a "heavy or abnormal l a n d i n g i n s p e c t i o n " ( r e f . T67M200 Maintenance Manual) must be c a r r i e d o u t b e f o r e next f l i g h t
P.7-13 A p r i 1 1998 A8 TP ,.T67M200/FM
-'<S~,M~. A\,lATION LTO

INTENTIONALLY BLANK
P.7-14 August 1985 TP . T67M2001FM
PIL.OTS NOTES FIREFLY T67M200
SECTION 8
CENTRE OF GRAVIT_Y_COWUTER AND ILLUSTRATIONS
CONTENTS
9
Centre o f G r a v i t y Over 1 ay C e n t r e o f G r a v i t y Ccmputer
.................................. ..
,. ,.
......................................................
P r i n c i p a l Features ( P r e Mod 1 2 9 ) P r i nci p a l F e a t u r e s ( P o s t Mod 129) Instrument Instrument Instrument Instrument Instr ment Panel Panel Panel Panel Panel ( B a s i c A/C) (Mod 274) (Mod 293) (Mod 311) (Mod 341)
................................... .......................................
................................................... ..............................................
................................. ........................................
..............................................
Centre Cons01 e
........................................................................
L a s t e f f e c t i v e page i s P.8-9/10
CAA Approved Mar ch 1988 A4 TP. T67M20O/FM
PILOTS NOTES
FIREFLY T67M200
INTENTIONALLY BLANK
CAA A p p r o v e d A u g u s t 1985 TP. T67M200FM
< < s L /AVA? IONBL~ HG~ P C

FIREFLY
PILOTS NOTES T67M200
8.1
CENTRE OF GRAVITY OVERLAY

-
-MPTWA
1020Kg (POST MOD 3581
--
1000
CENTRE OF GRAVITY DISTANCE Fl 2M FIRE BULKHEAD
(mm)
INSTRUCTIONS FOR USE
1
2
P l o t on t h i s o v e r l a y t h e w e i g h t and CG o f t h e a i r c r a f t t o be checked.. P o s i t i o n t h e , o i n t p l o t t e d i n ( 1 ) over p o i n t ' X ' on Diagram 1 and draw a t r a c e along t h e p i l o t s l i n e r e p r e s e n t i n g the t o t a l weight o f p i l o t s t o be c a r r i e d . The t o p end of t h i s l i n e now becomes y o u r new datum p o i n t , which must be a l i g n e d w i t h p o i n t ' X ' . Then draw a t r a c e a l o n g t h e baggage l i n e r e p r e s e n t i n g t h e amount o f baggage t o be c a r r i e d . ENSURE THAT THIS CINE FA!...IS WITHIN THE ARCA OF THE ENVELOPE., U s i n g t h e end o f t h i s l i n e as your new datum p o i n t , a l i g n i t w i t h p o s i t i o n ' X ' as b e f o r e and t r a c e a l o n g t h e f u e l l i n e t h e w e i g h t o f f u e l be c a r r i e d T h i s w i l l g i v e you t h e p o s i t i o n o f C f o r t a k e o f f G WHEN ALIGNING DIAGRAMS CHECK THAT ALL H0RIZONTAI.S ARE PARALLEI
3~
NOTE:
MPTWA (Maximum P e r m i s s i b l e T a k e o f f Weight A u t h o r i s e d )
CAA Approved A p r i l 1990 A7 TP T67M200/FM
(a?& OOM T Z 0 9 1 6>020f A

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f2um ri3idw , f n i o q muf6b wsn ruoy 29mossd won 3 n i f 2 i d f 'io bns qof 3riT . E 3 n i l 3p6pp6d 9df en016 93673 6 w67b nsdT . ' X " f n i o q d t i w b g n p i r 6 3d . b s i ~ r 6 s o f 3p6ep6d i o fnuomh 3rif p n i f n s a g ~ q 3 r 3d ..390J3VM3 3HT 30 A3RA 3HT MIHTIW 2J.!A3 3MI!.. ZIHT TAHT 3RU2M3
r i f i w f i n e i 1 6 , t n i o q muf6b wsn ~ u o y 3 n i l 2 i r i f 30 bns 3 d f pniaU 26 t o f r i e i s w 9df 3 n i l l3u? 3 d j pnoT6 3 3 6 ~ f bn6 970t3d 26 ' X I n o i f i a o q ? ? o g i 6 f 707 23 ?o n o i f i 2 o q grit uoy s v i p l l i w 2 i d T b s i ~ ~ f 3d f s u i i3
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PII-OTS NOTES FIREFLY T67M200
8.3
P R I N C I P A L FEATURES (PRE MOO 129)
MARKER BEACON AERIAL [inside fuselage)
\
COMM 1 AERIAL
PITOT STATIC FUEL TANK VENT
COMBINED
PICKETING POINT
ADF LOOP STROBE LIGHT AND SENSE AERIAL
FIRST AID KIT FIRE EXTINGUSHER
(port and starboard
[port only)
GLIDE SLOPE AERlA (beneath cockpit floo
OIL FILLERIDIPsuci' ACCESS PANEL
STALL WARNING DETECTOR
EATED PlTOT LANDING LIGHT
OIL SEPARATOR BREATHER PIPE
MECHANICAL FUEL PUMP DRAIN
$UEL TANK SAMPLERIDRAIN (port and starboard]
A p r i 1 1998 A8 TP .T67M200/FM
8.3A
P R I N C I P A L FEATURES (POST MOD 129)

ROTATING BEACON (post mod 2051 COMM 1 AERIAL
CANOPY LATCH EXTERNAL HANDLE
STATIC VENT (port and starboard)
ROTATING BEACON
AERIAL ( ~ n s l d efuselage)
REMOVABLE
VOR AERIAL (inside tailplanel
INSIDE COCKPIT FIRST AID KIT FIRE EXTINGUISH CRASH AXE
MAIN UIC. OLEO CHARGING ACCESS PANEL
FIXED TAB
OIL FILLER1DIPSTICK.--ACCESS PANEL
GLIDE SLOPE AERIAL (beneath cockpit floor)
'd
LANDING
NAV L;GHT OR COMBINED NAVISTROBE (MOD 2971 (port and starboard)
__7
PICKETING
(r"r+ ""A ",., a,,".,sac""n,",
2-9
L
'ITOT
POINT
/
OIL SEPARATOR BREATHER PIPE
'FUEL TANK SAMPLERIDRAIN [port and starboard]
A p r i l 1998 A 8 TP . T67M200/FM
8.4A
INSTRUMENT PANEL (MOD 2 7 4 )
KEY
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.. 22. 23. 24. 25. 26.
E X C I T A T I O N SWITCH MASTER SWITCH FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL' MIXTURE CONTROL MAGNETO SWITCH HEATING CONTROL ADF A I R VENT (2 OFF) COLD A I R TO C A B I N CONTROL ( 2 OFF) OUTSIDE A I R TEMP GAUGE PRESS TO TEST STRUCT. TEMP TURN CO-ORDINATOR DIRECTIONAL GYRO VERTICAL SPEED INDICATOR ALTIMETER ( 2 OFF) A R T I F I C A L HORIZON AIRSPEED INDICATOR EATED P I T O T SWITCH VACUUM GAUGE S T A L L WARNING L I G H T STARTER ENGAGED W. L I G H T ALTERNATOR WARNING LIGHT
27. 28. 29. 30. 31. 32.. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51.
LANDING L I G H T S SWITCH NAV L I G H T S SWITCH STROBE L I G H T SWITCH MAP L I G H T SWITCH STOP WATCH C L I P CLOCK RADIO PANEL RADIO PANEL TACHOURMETER MANIFOLDIFUEL PRESSURE GAUGE O I L PRESSURE GAUGE O I L TEMP GAUGE FUEL CONTENTS GAUGE/LEFT TANK FUEL CONTENTS GAUGEIRIGHT TANK CYL. HEAD TEMPERATURE GAUGE AMMETER DIMMER SWITCH C I R C U I T BREAKERS ALTERNATOR OUTPUT C I R C U I T BREAKER THROTTLE CONTROL L / H MAGNETIC COMPASS PRESS TO TRANSMIT SWITCH NAVl/VOR/LOC/GS NAVZ/VOR/LOC ACCELEROMETER P ,,8-7A/8A
> <
A p r i l 1998 A8 TP . ~ 6 7 M 2 0 0 / F M
J<SL,NGSLIY
A\,lATlON LTD
8 . 4 8 INSTRUMENT PANEL (MOD 293)
KEY EXCITATION SWITCH MASTER SWITCH FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL MIXTURE CONTROL MAGNETO SWITCH C A B I N HEAT CONTROL ADF NAV 2 ACCELEROMETER AIR VENT (2-OFF) COLD A i R TO CABIN CONTROL ( 2 OFF) MKR BEACON RECEIVER SLAVING ACCESSOR AND COMPENSATOR UNIT TURN CO-ORDINATOR P I C T O R I A L NAV INDICATOR VERTICAL SPEED INDICATOR ALTIMETER (2 OFF) A R T I F I C A L HORIZON AIRSPEED INDICATOR VACUUM GAUGE STALL WARNING L I G H T STARTER ENGAGED WARNING L I G H T ALTERNATOR WARNING L I G H T
28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55.
LANDING LIGHTS SWITCH NORMALIEMERGENCY PHONES SWITCH AVIONICS MASTER SWITCH D I G I T A L CLOCK NAV LIGHTS SWITCH ROTATING BEACON SWITCH STROBE LIGHTS SWITCH AVIONICS PANEL TACHOURMETER MANIFOLDIFUEL PRESSURE GAUGE OUTSIDE A I R TEMPERATURE GAUGE PRESS TO TEST STRUCTURAL. TEMP HEATED P I T O T SWITCH MAP L I G H T SWITCH AVIONICS PANEL O I L PRESSURE GAUGE O I L TEMP GAUGE FUEL CONTENTS GAUGEILEFT TANK FUEL CONTENTS GAUGEIRIGHT TANK CYL. HEAD TEMPERATURE GAUGE AMMETER DIMMER SWITCH C I R C U I T BREAKERS ALTERNATOR OUTPUT C I R C U I T BREAKER ELECTRIC A R T I F I C I A L HORIZON MAGNETIC COMPASS THROTTLE CONTROL L/H PRESS TO TRANSMIT SWITCH P .8-78/80
<
>
April 1 9 9 8 A 8
T P .T67M200/FM
8.4C INSTRUMENT PANEL (MOO 3 1 1 )

51
H
KEY E X C I T A T I O N SWITCH MASTER SWITCH FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL MIXTURE CONTROL MAGNETO SWITCH CABIN HEAT CONTROL ADF NAV 2 ACCELERCMETER A I R VENT ( 2 OFF) COLD A I R TO C A B I N CONTROL ( 2 OFF) MKR BEACON RECEIVER SLAVING ACCESSORY AND COMPENSATOR UNIT TURN CO-ORDINATOR P I C T O R I A L NAV INDICATOR VERTICAL SPEED INDICATOR ALTIMETER ( 2 OFF) ELECTRIC A R T I F I C A L HORIZON (2 OFF) AIRSPEED INDICATOR ART HORIZ. BACK-UP BATTERY SWITCH STALL WARNING L I G H T STARTER ENGAGED WARNING L I G H T ALTERNATOR WARNING L I G H T
28. 29. 30. 31. 32. 33. 14 - . 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54.
LANDING L I G H T S SWITCH NORMALIEMERGENCY PHONES SWITCH HEATED P I T O T SWITCH D I G I T A L CLOCK NAV LIGHTS SWITCH ROTATING BEACON/W.T I P STROBE SWITCH MAP - . . . . SWITCH. . . .. I IGHT - ..- . . . . AVIONICS PANEL TACHOUR METER MANIFOLDIFUEL PRESSURE GAUGE OUTSIDE AIR TEMPERATURE GAUGE PRESS TO TEST STRUCTURAL TEMP EXHAUSE GAS TEMP GAUGE AVIONICS PANEL O I L PRESSURE GAUGE O I L TEMP GAUGE FUEL CONTENTS GAUGEILEFT TANK FUEL CONTENTS GAUGE~RIGHT TANK CYL. HEAD TEMPERATURE GAUGE AMMETER DIMMER SWITCH C I R C U I T BREAKERS ALTERNATOR OUTPUT C I R C U I T BREAKER MAGNETIC CCMPASS THROTTLE CONTROL L/H PRESS TO TRANSMIT SWITCH ELT ON SWITCH P ..8-7C/8C
>
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A p r i l 1998 A8 TP .T67M200/FM
8.4D INSTRUMENT PANEL (MOD 3 4 1 )
KEY
1. EXCITATION SWITCH 2. MASTER SWITCH

3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL MIXTURE CONTROL MAGNETO SWITCH HEATING CONTROL ADF VORIILS ACC~LERCMETER A I R VENT ( 2 OFF) COLD A I R TO CABIN CONTROL ( 2 OFF) MKR BEACON RECEIVER TURN CO-ORDINATOR DIRECTIONAL GYRO VERTICAL SPEED INDICATOR ALTIMETER M T I F I C A L HORIZON AIRSPEED INDICATOR VACUUM GAUGE STALL WARNING L I G H T STARTER ENGAGED W . L I G H T
13.
14. 15. 16.. 17. 18. 19. 20. 21. 22. 23. 24. 25.
26. ALTERNATOR WARNING L I G H T 2 7 . LANDING L I G H T S SWITCH 2 8 . NAV L I G H T S SWITCH 2 9 . STROBE L I G H T SWITCH 3 0 . MAP L I G H T SWITCH 31. ARM SWITCH SMOKE GEN. 3 2 . CLOCK 33. MOMENTARY BUTTON SMOKE GEN. 34. RADIO PANEL 3 5 . HEATED P I T O T SWITCH 3 6 . TACHOUR METER 3 7 . MANIFOLDIFUEL PRESSURE GAUGE 3 8 . OUTSIDE A I R TEMPERATURE GAUGE 3 8 A . P R E S S TO TEST STRUCT TEMP 3 9 . O I L PRESSURE GAUGE 4 0 . O I L TEMP GAUGE 4 1 . FUEL CONTENTS-GAUGEILEFT TANK 4 2 . FUEL CONTENTS GAUGEIRIGHT TANK 4 3 . CYL. HEAD TEMPERATURE GAUGE 4 4 . AMMETER 4 5 . DIMMER SWITCH 4 6 . C I R C U I T BREAKERS 4 7 . ALTERNATOR OUTPUT C I R C U I T BREAKER 4 8 . THROTTLE CONTROL L / H 4 9 . MAGNETIC COMPASS 5 0 . PRESS TO TRANSMIT SWITCH
P.8-70/8D
> <
Apri 1 1998 A8 TP .T67M200/FM
A\,IIATION LTD
8.4
INSTRUMENT PANEL ( B A S I C A/C)
E X C I T A T I O N SWITCH MASTER SWITCH FUEL PUMP SWITCH FUEL COCK STARTER BUTTON THROTTLE CONTROL R/H PROP SPEED CONTROL MIXTURE CONTROL MAGNETO SWITCH HEATING CONTROL ADF VOR/ILS ACCELEROMETER A I R VENT 12 OFF; COLD A I R C A-R ..NCONTRnl- ( 2 OFF) ~ . . - - .. , , ,MKR BEACON RECEIVER TURN CO-ORDINATOR ( 2 OFF) DIRECTIONAL GYRO VERTICAL SPEED INDICATOR ALTIMETER ( 2 OFF) ARTIFICAL HORIZO~ (2 OFF) AIRSPEED INDICATOR ( 2 OFF) VACUUM GAUGE STALL WARNING L I G H T STARTER ENGAGED W. L I G H T
70
~
ALTERNATOR WARNING L I G H T LANDING LIGHTS SWITCH NAV LIGHTS SWITCH STROBE L I G H T SWITCH MAP L I G H T SWITCH STOP WATCH C L I P CLOCK CANOPY RELEASE/LOCKING LEVER RADIO PANEL HEATED P I T O T SWITCH TACHOUR METER .. MANIFOLD/FUEL PRESSURE GAUGE 3 8 OUTSIDE A I R TEMPERATURE GAUGE 3 8 A PRESS TO TEST STRUCT TEMP 39,, O I L PRESSURE GAUGE O I L TEMP GAUGE FUEL CONTENTS GAUGE/LEFT TANK FUEL CONTENTS GAUGEIRIGHT TANK CYL. HEAD TEMPERATURE GAUGE AMMETER DIMMER SWITCH C I R C U I T BREAKERS ALTERNATOR OUTPUT C I R C U I T BREAK THROTTLE CONTROL L / H MAGNETIC COMPASS '
~-
A p r i l 1998 A8 TP ,. T67M200/FM
A\llATlON
LTO
8.5 - CENTRE CONSOLE
FLAPS
TAKE OFf
LANDING
HEADPHONES
1.
KEY
TRIMMER HANDWHEEL TRIMMER P O S I T I O N IND. FLAP CONTROL LEVER
2.
3.
6-
P.8-9/10
>
<
A p r i l 1998 A8 TP .T67M200/FM
August 1999
Amendment No 9 to 'TP T67M200lFM
FIREFLY T67M200 PILOTS NOTES
REMOVAL AND INSERTION OF LEAVES REMOVE Pages 0-1 1 and 0-12 (1 leaf) Section 9 contents (1 leaf) INSERT Pages 0-1 1 and 0-12 (1 leaf) Section 9 contents (1 leaf)
O~erators with Mod 734AIC fitted only Supplement D (2 leaves)
AMENDMENT RECORD SHEET Record the incorporation of this amendment list and destroy this instruction sheet
THIS INSTRUCTION SHEET Complete the details below and return this sheet to Slingsby Aviation Ltd Technical Publication Department I acknowledge receipt of Amendment No 9 to TP T67M200lFM
Signed. Company: Date:
AMENDMENT HIGHLIGHTS A complete new sheet will be issued with each amendment list; the previous 2 permanent amendment 1 ists will be retained. Amendment List No: 9 Subject Pages (s) 0-11 (this page) Section 9 Contents
Amendment Highlights Black and Yellow Colour Scheme (Mod 734A/C)
NOTE Only aircraft with Mod 734A/C incorporated will be supplied with the supplement pages D-1 to D-314.
P.0-11 CAA Approved August 1999 A9 TP .T67M200/FM
INTENTIONALLY BLANK
CAA Approved A u g u s t 1 9 9 9 A9 TP .T67M200/FM
Section 2 Parauraph 2.5.5
Limitations f o r Aerobatics
Aerobatic manoeuvres w i t h flaps extended are not permitted. Tail Slides and Inverted Spins are not permitted. 'g' Limitation - s t r u c t temp below 50C Flaps up Flaps down +6g -39 +2g -1g
When structural temperature reaches 50C o r more DO NOT carry out aerobatics. Aerobatic manoeuvres Slow roll S t a l l t u r n entry S t a l l turn rotate Loop Roll off the top Flick roll max Spin
up t o a l l up weight 975kg (2150 ib)
E n t r y Speeds (kts) (IAS) 110 110 50 115 125 70 See Paragraph 3.7
Section 2 Paraqraph 2.6.1 Instrument Markinqs 9AT/Structural Temperature Gauqe Structure temperature Maxi mum Red Line
TAL 10/P.1 of 3 CAA Approved November 2004 T67M200/FM
SUPPLEMENT D BLACK AND YELLOW COLOUR SCHEME (MOD 734AlC) CONTENTS 9.D.1 Revised S t r u c t u r a l Temperature L i m i t a t i o n s
9.D.1
REVISED STRUCTURAL TEMPERATURE LIMITATIONS The temperatures given below o v e r r i d e those given i n t h e referenced paragraph numbers i n t h e r e l e v a n t sections o f t h i s manual. Section 2 Paraqraph 2.5.5 L i m i t a t i o n s f o r Aerobatics
Aerobatic manoeuvres w i t h f l a p s extended are n o t permitted. T a i l S l i d e s and I n v e r t e d Spins are n o t permitted. 'go Limitation
s t r u c t temp below 42C +6g -39 +29 - l g
Flaps up Flaps down
When s t r u c t u r a l temperature reaches 42C o r more DO NOT c a r r y out aerobatics. Aerobatic manoeuvres
up t o a l l up weight 975kg (2150 l b ) E n t r y Speeds ( k t s ) (IAS) 110 110 50 115 125 70 See Paragraph 3.7
Slow r o l l Stall turn entry Sta!! t u r n r o t a t e Loop R o l l o f f the t o p F l i c k r o l l max Spin
Section 2 Paraqraph 2.6.1 Instrument Markinqs OAT/Structural Temperature Gauqe S t r u c t u r e temperature Maximum Red L i n e 42C
P.D-1 CAA Approved August 1999 A9 TP .T67M200/FM
S e c t i o n 2 P a r a 2.6.2
Labels
The f o l l o w i n g information i s t o be furnished on placards w e l l w i t h i n sight o f pilot. POST MOD 734A/C LIMITATIONS NO SMOKING VNE MANOEUVRING SPEED VA FLAP L I M I T I N G SPEEDS TAKEOFF P O S I T I O N (18') LANDING P O S I T I O N (40') 120 KIAS 9 8 KIAS
180 K I A S
140 KIAS
MAX TOTAL WEIGHT AUTHORISED (TAKE OFF) MAX TOTAL WEIGHT AUTHORISED (LANDING) MAX LOADS UP TO 9 7 5 Kg (FLIGHT PROHIBITED ABOVE 45OC) FLAPS UP FLAPS DOWN MAX LOADS ABOVE 9 7 5 K g (FLIGHT PROHIBITED ABOVE 4ZC) FLAPS UP FLAPS DOWN ALTITUDE LOSS I N A STALL RECOVERY F L I G H T I N T O KNOWN I C I N G CONDITIONS PROHIBITED AIRCRAFT CERTIFICATED FOR F L I G H T I N IMC, DAY AND FOR NIGHT F i I G H T AEROBATIC MANOEUVRES SLOW ROLL STALL TURN ENTRY STALL TURN ROTATE LOOP ROLL OFF THE TOP F L I C K ROLL MAX SPIN ABOVE 9 7 5 K g AEROBATICS PROHIBITED
+3.8g -1.69 +2g -1g
STRUCTURAL TEMPERATURE BELOW 42C ABOVE 42C +6g +2g -39 -1g +4.49 +2g -29 -1g
1 5 0 F T (46m)
9 7 5 K g (2150 l b s ) ENTRY SPEEDS K I A S 110 110 50 120 140 80 SEE F L I G H T MANUAL
P.D-2 CAA A p p r o v e d A u g u s t 1 9 9 9 A9 TP .T67M200/FM
Section 2 Para 2.6.2
Labe'ls
The f o l l o w i n g i n f o r m a t i o n i s t o be furnished on placards w e l l w i t h i n sight o f pi lot.
!=!AX LOACS UP T0 '175 Kg (FLIGHT PROHIBITED ABOVE 55C)

FLAPS UP FLAPS D W ON MAX LOADS ABOVE 975 Kg (FLIGHT PROHIBITED ABOVE 50C) FLAPS UP FLAPS D W ON
STRUCTURAL TEHPERATURE BELOW 50C ABOVE 50C +6g +2g
-39
-1g
+4.4g +2g
-2g -1g
+3.8g -1.69
+2g -1g
TAL 10/P.2 o f 3 CAA Approved November 2004 T67M200/FM
-'{SLINGSBY LTo AvlATloN

O Canogy Transparency Mod 734 A i r c r a f t n
THIS AIRCRAFl HAS GEOGRAPHICAL RESTRICTIONS. REFER TO FLIGHT WAIlUAL SUPPLMEWT D
Section 2 Paraaraph 2.7
Operational Limitations
Geoaraphi cal Restriction Mod 734 A i r c r a f t This a i r c r a f t i s r e s t r i c t e d t o operation w i t h i n these nations: BELGIUM CZRCH REPUBLIC DN AK EMR ESTONIA FINLAND GR AY EMN HUNGARY IRELAND LATVIA LITHUNIA LUXEMBOURG NETHERLANDS NR A O WY POLAND S t OVAKIA SLOVENIA S EE WDN SUITZERLAND UNITED KINGDOM Operation w i t h i n FRANCE. ITALY and SPAIN i n r e s t r i c t e d t o north o f 43"N Latitude.
TAL 101P.3 o f 3 C A Approved A November 2004 T67M2001FM
AVIATION LTO
Post Mod 734A/C
THIS AIRCRAFT I S RESTRICTED TO OPERATION I N THE U.K. ONLY
Section 3
P a r a q r a ~ h3.1.1
I n i t i a l Check
(Structural temperature
i n hot conditions)
. . .. . . . Rotary
switch Check s t r u c t u r a l temperature Left and Right - on OAT gauge below 42C
P. D- 314 CAA Approved August 1999 A9 TP .T67M200/FM
SECTION 9
SUPPLEMENTS CONTENTS
n ...
!ding T i p F l a r e s Mad ?3?B A i r c r a f t Large E x t e r n a l L e t t e r s Mod 374 A i r c r a f t Gel-Type B a t t e r y RG4-11M
B.
C.
>
Mod 416A and 4168 A i r c r a f t
D.
Black and Yellow Colour Scheme (Mod 7'34A/C)
August 1999 A9 TP .T67M200/FM

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November 2004

Temporary Amendment No 10 to TP T67M200lFM

FIREFLY T67M200 PILOT'S NOTES INSERTION OF LEAVES

INSERT Page 1 of 3 Page 2 of 3 Page 3 of 3

TEMPORARY AMENDMENT RECORD SHEET

h i Record the incorporation of tstemporary amendment leaflet

z g . 7 .. .. d . ... .. . 0 . , .. , ,, 2....o ..., ,

PILOTS NOTES FIREFLY T67M200

Registration : Constructors No.

CAA Approved Date: Au&t 1985 TP T67M200lFM

F i r s t p u b l i s h e d i n Great B r i t a i n b y S l i n g s b y A v i a t i o n PLC 1985 P u b l i s h e d & p r i n t e d i n G r e a t B r i t a i n by S l i n g s b y A v i a t i o n P i c .

CAA Approved August 1985 TP .T67M200/FM

- SLINGSBY FIREFLY T67M200

........................................................ .......................................................... ................................................. .................................... .............................................. ...................................

0-1 0-3 0-5 0-9 9-11 0-13

CAA Approved August 1985 TP .TSiMZOO/FM

PILOTS NOTES FIREFLY T67M200

PILOTS NOTES FIREFLY T67M200

NOTICE TO READERS Introduction

...........1. ,%.?be.. ...

CAA A p r i l 1998 A8 TP .T67M200/FM

J{SL,NGSLIY A\lIArIoN LTn

PILOTS NOTES FIREFLY T67M200

CAA Approved August 1985 TP .T67M200/FM

PILOTS NOTES FIREFLY T67M200

CAA Approved August 1985 TP .T67M200/FM

PILOTS NOTES FIREFLY T67M200

INDEX AND RECORD OFAENDMENTS ZSSUED BY THE CONSTRUCTOR Amendments

Amendment L.i s t No:

P .O-9 CAA Approved August 1985 TP .T67M200/FM

PILOTS NOTES FIREFLY T67M200

CAA Approved August 1985 TP T67M200/FM

RECORD OF TEMPRORARY AMENDMENT LEAFLETS (TAL)

P 0 - 10A CAA Approved April 1998 A8 TP T67M200lFM

PILOTS NOTES FIREFLY T'67M200

P 0-106 CAA Approved April 1998 A8 TP T67M200iFM

d < ~A\lIATION LTO ' , N m

by t h e United Kingdom Civil Aviation Authority

-'{S~,KSW A\'iATION LTO

AMENDMENT HIGHLIGHTS (Con't.)

7-4 7-5 and 7-6 7-12 and 7-13 8-516 t o 8-9/10

P.0-12 CAA Approved A p r i l 1998 A8 TP .T67M200/FM

~{SLPHGSGY AV~ATICN PLC

LIST OF ASSOCIATED PUBLICATIONS

ENGINE PROPELLER RADIOS

AVCO LYCCMING AEIO-360 S e r i e s O p e r a t i o n Manual. PROPELLERWERK HOFFMANN HO-V123 I n s t r u c t i o n Manual Cmrnunications )

CAA Approved March 1997 A1 TPaT67M200/FM

PILOTS NOTES FIREFLY T67M200

1 CAA Approved A p r i l 1998 A8 TP .T67MZOO/FM

PILOTS NOTES FIREFLY T67M200

PILOTS NOTES FIREFLY T67M200

LEADING PARTICULARS AND DIMENSIONS CONTENTS

'3 View P l a n w i t h p a i n t r e s t r i c t i o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 .

Dimensions and Leading P a r t i c u l a r s

CAA Approved J u l y 1988 A5 TP ..T67M200/FM

PILOTS NOTES F1REFL.Y T67M200

CAA Approved A u g u s t 1985 Tp T67M200/FM

PILOTS NOTES FIREFLY T67M200

3 VIEW PLAN WITH P A I N T RESTRICTIONS

All Dimensions in Metres KEY TO COLOUR RESTRICTIONS Unrestricted

Only colours approved by the manufacturer

(Lighter colours and shades are preferable to dark ones)

PILOTS NOTES FIREFLY 1'67M200