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Pipistrel Virus 912 Flight And Maintenance Manual

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Flight manual and

Maintenance manual

applies to Virus 912 equipped with Rotax 912
engine
UL
Virus TW (tail-wheel edition) owners please regard to the
Supplemental sheet at the back of this manual
REV. 0
(15 April, 2006)
This is the original manual of Pipistrel d.o.o. Ajdovscina
Should third-party translations to other languages contain any inconsistencies,
Pipistrel d.o.o. denies all responsibility.
WARNING!
This booklet MUST be present inside the cockpit at all times!
Should you be selling the aircraft make sure this manual is handed over to the new owner.

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  • Page 1: Maintenance Manual

    Flight manual and Maintenance manual applies to Virus 912 equipped with Rotax 912 engine Virus TW (tail-wheel edition) owners please regard to the Supplemental sheet at the back of this manual REV. 0 (15 April, 2006) This is the original manual of Pipistrel d.o.o. Ajdovscina Should third-party translations to other languages contain any inconsistencies, Pipistrel d.o.o.
  • Page 2 VIRUS REV. 0 Virus model: Serial number: Date of manufacture: Aircraft empty weight (kg): Fuel weight: Available cargo weight: Installed appliances included in aircraft empty weight: Date and place of issue: Ajdovščina,...
  • Page 3 VIRUS REV. 0 Pipistrel d.o.o. Ajdovščina, Goriška cesta 50a, SI-5270 Ajdovščina, Slovenija tel: +386 (0)5 3663 873, fax: +386 (0)5 3661 263, e-mail: info@pipistrel.si www.pipistrel.si Flight manual and Maintenance manual for Virus 912 Models: Virus 912 (TW and NW)
  • Page 4 VIRUS REV. 0 Index of revisions Enter and sign the list of revised pages in the manual into the spaces provided below. All revised pages should be clearly designated in the upper right corner of the page, also, any changes in page content should be clearly visible (e.g.
  • Page 5 VIRUS REV. 0 List of valid pages This manual contains 108 original and revised pages listed below. State Pages Approval: (Revision) Cover Original Page numbering Original Authority approval sheet Original Index of revisions Original List of valid pages Original...
  • Page 6 VIRUS REV. 0 This page is intentionally left blank.
  • Page 7 VIRUS REV. 0 Table of contents General Limitations Emergency procedures Normal procedures Performance Weight and balance Aircraft and systems on board Handling and maintenance Appendix...
  • Page 8 VIRUS REV. 0 This page is intentionally left blank.
  • Page 9 VIRUS General REV. 0 General Introduction Certification basis Notes and remarks Technical data Aircraft projections...
  • Page 10 Introduction Certification basis This manual contains all information needed PIPISTREL d.o.o possesses the manufacturing for appropriate and safe use of Virus 912. licence issued by URSZP (ULN no.: P-03) of Virus ultralight aircraft. IT IS MANDATORY TO CAREFULLY Virus is certified at URSZP according to the...
  • Page 11 VIRUS General REV. 0 Aircraft projections...
  • Page 12 VIRUS REV. 0 This page is intentionally left blank.
  • Page 13 VIRUS Limitarions REV. 0 Limitations Introduction Operational velocities Engine, fuel, oil Weight limits Centre of gravity limits Manoeuvre limits G-load factors Cockpit crew Types of operations Minimum equipment list Other restrictions Warning placecards...

  • Page 14: Airspeed Indicator Markings

    VIRUS Limitations REV. 0 Introduction This chapter provides information about operational restrictions, instrument markings and basic knowledge on safe operation of aircraft, engine and on-board appliances. Operational velocities Speed limits Velocity Remarks [km/h (kts)] Never exceed this speed in horizontal flight.
  • Page 15 VIRUS Limitations REV. 0 difference between IAS and TAS. Be aware of this effect especially when flying at high altitude at high speeds, not to exceed VNE unawarely. Bear in mind this can happen even with the indicator still pointing within the yellow arc! However, for flight planning purposes TAS is the most accurate speed, which then can be corrected by eventual tail/head wind component to obtain the aircraft’s ground speed (GS).

  • Page 16: Fuel And Oil

    VIRUS Limitations REV. 0 Engine, fuel, oil Engine manufacturer: ROTAX Engine type: ROTAX 912 UL The engine TEMPERATURE °C / ROTAX ENGINE 912 UL cylinder head temp. (CHT); minimum, working, highest 80; 110; 150 max. CHT difference exhaust gas tempetarure (EGT); normal, max.

  • Page 17: Weight Limits

    NEVER be exceeded as it can influence aircraft’s balance to the point when the aircraft becomes uncontrollable! Owners of Virus 912 equipped with the GRS parachute rescue system (weighing 14 kg on itself), must keep luggage weight below 4 kg to keep aircraft’s centre of gravity within safe range.
  • Page 18 Cockpit crew may weigh at most 180 kg. • Maximum takeoff weight (MTOM) MUST NOT, under any circumstances, exceed 450 / • 472,5 kg. Types of operations Virus 912 is built to fly under day visual flight rules (day VFR) in zero icing conditions.
  • Page 19 • Warning placecards Virus 912 is categorised as an Ultralight aircraft and must wear a warning placecard as such. The placecard indicates the aircraft was not built according to the ICAO standards and is therefore...
  • Page 20 VIRUS REV. 0 This page is intentionally left blank.

  • Page 21: Emergency Procedures

    VIRUS Emergency procedures REV. 0 Emergency procedures Introduction Stall recovery Spin recovery Engine failure Landing out Engine fire Smoke in cockpit Carburator icing Flutter Exceeding VNE...

  • Page 22: Spin Recovery

    2. Resume horizontal flight. Spin recovery Virus 912 is constructed in such manner that it is difficult to be flown into a spin. However, once spin- ning, intentionally or unintentionally, react as follows: 1. Set throttle to idle (lever in full back position).

  • Page 23: Engine Failure In Flight

    VIRUS Emergency procedures REV. 0 Engine failure in flight First ensure proper airspeed by reducing angle of attack, then start analysing terrain underneath and choose in your opinion the most appropriate site for landing out. WARNING! The decision where to land when landing out is FINAL! DO NOT change your mind even if you happen to come across a different, perhaps more appropriate landing site.

  • Page 24: Smoke In Cockpit

    VIRUS Emergency procedures REV. 0 Smoke in cockpit Smoke in cockpit is usually a consequence of electrical wiring malfunction. As it is most definitely caused by a short circuit it is required from the pilot to react as follows: 1.

  • Page 25: Normal Procedures

    VIRUS Normal procedures REV. 0 Normal procedures Introduction Assembling and disassembling the aircraft Daily check-up Preflight check-up Normal procedures and recommended speeds...
  • Page 26 Assembling and disassembling the aircraft CAUTION! Prior to each assembling or disassembling action Virus 912 must be placed inside a closed space. Under no circumstances attempt to assemble or disassemble any parts of the aircraft in the sun or at temperatures higher or as high as 20°C for you will not be able to assemble certain parts.
  • Page 27 VIRUS Normal procedures REV. 0 Disassembling the wings Three people again are needed to disassemble Make sure you tape the end attached to the the wings. wing not to spill any eventual leftover fuel over the fuselage or glass surfaces as substantial First block all three wheels for the fuselage damage may occur.
  • Page 28 VIRUS Normal procedures REV. 0 Fitting the horizontal tail surfaces Horizontal stabilizer and elevator MUST be united during the following procedure. To fit the horizon- tal tail surfaces first set the trim handle inside the cockpit to full forward position. Make sure the pins,...
  • Page 29 VIRUS Normal procedures REV. 0 Attaching the rudder Bring the rudder close to fuselage and fit it first onto the top and then to the bottom hinge. The rudder must then be fully deflected to one side to provide access to the rudder bolts. Use a self- securing, pre-glued M10 nut together with an aluminium washer and gently screw them onto the bolt using size 10 spanner.
  • Page 30 VIRUS Normal procedures REV. 0 Daily check-up The daily check-up matches the preflight check-up. Preflight check-up WARNING! Every single check-up mentioned in this chapter must be performed prior to EVERY FLIGHT, regardless of when the previous flight took place! The person responsible for the preflight check-up is the pilot from whom it is required to perform the check-up in the utmost thorough and precise manner.
  • Page 31 VIRUS Normal procedures REV. 0 Engine, engine cover Cooling fluid level: half way to the top Oil quantity: within designated limits Throttle, choke and oil pump wires: no mechanical damage, smooth and unobstructed movement Radiators and hoses: no mechanical data and/or leakage, air filters clean and intact...
  • Page 32 VIRUS Normal procedures REV. 0 Wings’ leading edge Surface condition: pristine, no cracks, impact spots, no paint and/or edge separations Pitot tube: firmly attached, no mechanical damage or bendings. Remove protection cover and make sure it is not blocked or full of water.
  • Page 33 VIRUS Normal procedures REV. 0 In-cockpit preflight check-up Instrument panel and instruments: checked Fuses: screwed in position Battery disconnection lever: in position for battery operation (lever deflected towards the firewall) Master switch OFF (key in full left position): no control lights and/or electronic instrument activity Master switch ON (key in full right position): control lights and electronic instrument active Make sure you have set all instruments to correct initial setting.
  • Page 34 VIRUS Normal procedures REV. 0 Engine start-up Before engine start-up CAUTION! To ensure proper and safe use of aircraft it is essential for one to familiarise with engine’s limitations and engine manufacturer’s safety warnings. Before engine start-up make sure the area in front of the aircraft is clear. It is recommended to start-up the engine with air- craft’s nose pointing against the wind.
  • Page 35 VIRUS Normal procedures REV. 0 Taxi Taxing technique does not differ from other aircrafts equipped with a stearing nose wheel. Prior to taxiing it is essential to check wheel brakes for proper braking action. In case you expect taxiing to last, take engine warm-up time into account and begin taxiing imme- diately after engine start-up.
  • Page 36 Check engine operation and flight parameters regularly! WARNING! Virus 912 is sensitive to correct flap settings. To maintain excellent and safe flight performance it is important to set flaps according to airspeed. As the pilot you must know that the higher the speed the greater the force on the flapperons. To prevent overstressing the flap- perons it is of vital importance to always fly at the correct flap setting as you may otherwise dam- age the flapperons controls’...
  • Page 37 Virus 912 tends to attenuate rebounding by itself. However, it is important to maintain run- way heading using the rudder at all times. Retract spoilers only after the aircraft has come to a complete standstill.
  • Page 38 VIRUS Normal procedures REV. 0 Crosswind approach and roundout CAUTION! Crosswinds prolong landing runway length (see chapter “Performance”). Performing a crosswind landing, the wing-low method should be used. When using the wing-low method it is necessary to gradually increase the deflection of the rudder and aileron to maintain the proper amount of drift correction.
  • Page 39 VIRUS Performance REV. 0 Performance Introduction Airspeed indicator calibration Take-off performance Climb performance Cruise Descent Landing performance Vg diagram Speed polar Additional technical data Noise levels...

  • Page 40: Stall Speeds

    VIRUS Performance REV. 0 Introduction This chapter provides information on aircraft’s airspeed calibration, stall speeds and general per- formance. All data published was obtained from test flight analysis. Test pilots were instructed to control the plane simulating average pilot’s flying skills.
  • Page 41 VIRUS Performance REV. 0 Effect of elevation The table below provides data about the effect of elevation on takeoff runway length. elevation (m) 1000 1500 atmosph. pressure (hPa) 1012 outside temperature (°C) 15,0 11,7 Takeoff runway length [m (ft)
  • Page 42 VIRUS Performance REV. 0 Headwind shortens Takeoff and Landing runway length by 8 meters with every 5 km/h (25 feet) of wind increase (e.g. provided there is a 10 km/h headwind on takeoff and landing, dis- (3 kts) (6 kts) tances will be approximately 16 meters shorter then ones published in the manual).
  • Page 43 VIRUS Performance REV. 0 The graph below shows how takeoff runway length changes when affected by temperature chances. 250 820 200 650 150 500 100 330 Rotax 912 50 160 m ft outside temperature (°C) Climb performance Virus Model 912...
  • Page 44 Performance REV. 0 Cruise Cruising at MTOM using 75% engine power in ICAO standard atmosphere at an elevation of 500 m with flaps set to negative position, Virus 912 will provide you with cruise performance as (1650 feet) follows: Virus...
  • Page 45 VIRUS Performance REV. 0 Landing performance Landing runway length may vary depending on the elevation, gross weight, touchdown velocity, wind direction and how aggressive the braking action is. In following conditions: aircraft at MTOM, airport elevation 100 meters , wind calm; the landing runway length measures 110 meters (300 feet) .
  • Page 46 Noise levels are measured from the ground. The aircraft at MTOM must fly over the microphone at a height of 150 meters , exactly at VNE, with engine power needed to maintain horizontally (500 feet) rightened flight. All versions of Virus 912’ noise levels measured in such manner have been officially assessed to be below 65 dB.

  • Page 47: Weight And Balance

    VIRUS Weight and balance REV. 0 Weight and balance Introduction Weighing procedure Equipment list Determination of CG Sample CG calculation...
  • Page 48 VIRUS Weight and balance REV. 0 Introduction This chapter provides information on aircraft’s weight and balance, which is essential for safe flying activity. Weighing procedure How to weigh the aircraft and later determine the CG correctly: Make sure all listed aircraft parts and appliances are installed and in position.
  • Page 49 VIRUS Weight and balance REV. 0 Equipment list Aircraft’s empty weight data is unique for each and every Virus 912 produced. Virus model: Serial number: Registration number: Installed appliances: Determination of CG Weight’s lever Weight (kg) Torque (kgcm) Remarks arm (cm) Basic cfg.
  • Page 50 VIRUS Weight and balance REV. 0 Sample c.g. calculation Guidelines Gtotal is the total mass of empty aircraft. All calculations can be performed with aircraft empty weight and empty weight centre of gravity (c.g.), as the pilots sits directly below the centre of gravity and do not cause the c.g.
  • Page 51 VIRUS Weight and balance REV. 0 Baggage and CG The amount of baggage you can carry in the solid baggage compartment or in the baggage pouch behind the seats is limited by the centre of gravity of the empty aircraft (pilots’ and fuel weight do not influence c.g.) and the MTOM.
  • Page 52 VIRUS REV. 0 This page is intentionally left blank.

  • Page 53: Instrument Panel

    VIRUS Aircraft and systems on board REV. 0 Aircraft and systems on board Introduction Cockpit levers Instrument panel Undercarriage Seats and safety harnesses Pitot-static lining Air brakes (spoilers) Power plant and propeller Fuel system Electrical system Engine cooling system...
  • Page 54 Flaps offer 4 settings: neutral, To enhance aerodynamics even more, every and the negative position of which none Virus 912 comes equipped with special wheel have any impact on aileron deflections what- fairings and the propeller spinner. Standard soever.
  • Page 55 • JAR-1 microlight definition • JAR-VLA –certain sections for Slovenian market also: Pravilnik o ultralahkih napravah Republike Slovenije. All parts and materials presented in Virus 912 are also being used in glider and general aviation industry and all comply with aviation standards.
  • Page 56 REV. 0 Cockpit levers Virus 912’s cockpit levers are divided into two groups: Individual control levers: pilot stick and rudder with belonging brake levers Joint control levers: throttle lever, chock lever, flap lever, trim lever, airbrakes lever, fuel valves, door levers, battery disconnection lever/ring and emergency parachute release handle.
  • Page 57 DOT 3 or DOT 4 Seats and safety harnesses Seats have no stiff internal structure and do not offer different settings. All Virus 912 ship with H type safety harness attached to the fuselage at three mounting points. Pitot-Static lining The pitot tube is attached to the bottom side of the right-hand wing.
  • Page 58 VIRUS Aircraft and systems on board REV. 0 Power plant and propeller Virus is equipped with Rotax 912 UL engine Engine description: Engine: ROTAX 912UL (4-stroke boxer, four cylinders, 1211 cm twin carburated - double electronic ignition cooling: housing aircooled, cylinder heads watercooled - own radiator and...
  • Page 59 Propeller types: propeller Pipistrel BAM2: twin blade, fixed pitch composite propeller - diameter 1660 mm propeller Pipistrel VARIO : twin blade, variable pitch composite propeller - diameter 1620 mm VARIO propeller A variable pitch propeller significantly increases aircraft’s takeoff, cruise and glider performance.

  • Page 60: Fuel System

    30 + 30 liters (std.) / 50 + 50 litres (optional) unusable fuel (per reservoir): 2 liters (std.) / 5 litres (optional) fuel filter: metal, inside the gascolator All fuel hoses are protected with certified glass-teflon cover. Virus 912’s fuel system features fuel re- turn circuit.
  • Page 61 VIRUS Aircraft and systems on board REV. 0 WARNING! Visual fuel quantity indicator (tubes) in cockpit do not always provide relevant information about the actual fuel quantity on board. Due to reasons of wing dihedral, angle of attack, sideslip and reservoir supply point the readout may be incorrect. Flying with less than 3...

  • Page 62: Electrical System

    VIRUS Aircraft and systems on board REV. 0 Electrical system description: Double separated magneto ignition. Standard, 12 V circuit charges the battery and provides power to all appliances and instruments. master switch: key type magneto switches: separated for each magneto...
  • Page 63 VIRUS Aircraft and systems on board REV. 0...
  • Page 64 VIRUS Aircraft and systems on board REV. 0 Engine cooling system Rotax 912 cooling system The Rotax 912 engine’s cylinders are watercooled. The cooling-air intake is located on the right-hand bottom part of the engine cover. Cylinder heads are watercooled. Own water pump forces water through the radiator, placed behind the air intake opening on the top engine cover.

  • Page 65: Engine Lubrication System

    VIRUS Aircraft and systems on board REV. 0 Engine lubrication system Rotax 912 is a four-stroke engine, equipped with a dry carter and lubricated centrally with use of own oil pump. All the oil needed is located inside an outer canister. When the engine is running, the oil cools itself passing through a radiator, located on the left-hand side of the bottom engine cover.
  • Page 66 VIRUS REV. 0 This page is intentionally left blank.
  • Page 67 VIRUS Handling and maintenance REV. 0 Handling and maintenance Introduction Inspection periods Repairs and spare part replacements Preventative maintenance Special check-ups Draining and refuelling Connecting Auxilary power supplies Tie down Storage Cleaning Keeping your aircraft in perfect shape...
  • Page 68 VIRUS Handling and maintenance REV. 0 Introduction This chapter determines handling and (preventative) maintenance terms. Also, recommended ground handling is presented. Inspection periods See “Service manual”. Repairs, spare part replacements and preventative maintenance All major repairs and spare part replacements MUST be done by authorised service personnel.
  • Page 69 VIRUS Handling and maintenance REV. 0 fist 5 1.000 10.000 daily hours hours hours hours hours hours hours FUSELAGE surface and structure condition elevator control tube bearing undercarriage stuts attaching points doors, hinges rudder control wires and hinges CABIN control levers, instr.
  • Page 70 VIRUS Handling and maintenance REV. 0 first 5 1.000 10.000 daily hours hours hours hours hours hours hours ENGINE see enclosed Rotax engine manual for detailed engine maintenance information. In addition to Rotax manual: two-stroke engines (overhaul every 300 hours) four-stroke engines (overhaul every 1.200 hours)
  • Page 71 VIRUS Handling and maintenance Handling and maintenance REV. 0 first 5 1.000 10.000 daily hours hours hours hours hours hours hours OIL AND WATER LINES oil and cooling fluids level oil and cooling fluids leakage four stroke engine oil (and engine...
  • Page 72 VIRUS Handling and maintenance REV. 0 Perform the adjustment as follows: Unscrew and remove the inner horizontal bolt of the airbrake’s plate. Do not lose any parts! Lift the airbrake in order to make room for further operation. Unscrew and remove the bolt attaching the rod-end bearing to the airbrake’s plate lever.
  • Page 73 VIRUS Handling and maintenance REV. 0 Schematic of hydraulic brakes’ lining Poor braking action In case you notice poor braking action even when hydraulic brake levers are depressed fully, it is not necessary the air bubbles in the hydraulic lining, which is causing the problem.
  • Page 74 VIRUS Handling and maintenance REV. 0 Special check-ups After having exceeded VNE or landed in a rough manner: check the undercarriage, fuselage & wing surfaces and main spars for abnormalities. It is highly recommended to have the aircraft verified for airworthiness by authorised service personnel.
  • Page 75 VIRUS Handling and maintenance REV. 0 Connecting Auxilliary power supplies Should you be unable to start the engine due to a weak battery, auxilliary power supplies can be connected to help starting the engine. Battery’s & Relay’s location Battery &...
  • Page 76 VIRUS Handling and maintenance REV. 0 Tie down Head the aircraft against the wind and retract flaps fully. Block all three wheels. Remove the caps covering mounting holes on the bottom part of the wing (located 450 cm from the fuselage) and carefully screw in the two screw-in rings provided.
  • Page 77 VIRUS Handling and maintenance REV. 0 Keeping your aircraft in perfect shape Precautions 1) Eliminate the use of ALL aggressive cleaning solutions and organic solvents, also the window cleaning spray, benzene, acetone, aggressive shampoos etc. 2) If you must use an organic solvent (acetone) on small areas remove certain glue leftovers or simi- lar, the surface in question MUST be polished thereafter.
  • Page 78 VIRUS Handling and maintenance REV. 0 Always water the shampooed surfaces again before they become dry! Thereafter, wipe the whole of the aircraft dry using a drying towel, chamois or artificial leather skin. Also, clean the Mylar wing and tail control surfaces gaskets. Lift the gaskets gently and insert ONE layer of cloth underneath, then move along the whole span of the gasket.
  • Page 79 VIRUS Appendix REV. 0 Appendix Parachute rescue system: use, handling and maintenance How fast is too fast Myth: I can fully deflect the controls below maneuvering speed! Aircraft familiarisation Conversion tables Preflight check-up pictures Virus 912 checklist...

  • Page 80: System Description

    VIRUS Appendix REV. 0 Parachute rescue system: use, handling and maintenance System description The GRS rocket charged parachute rescue system provides you with a chance to rescue yourself and the aircraft regardless of the height, velocity and nose attitude.
  • Page 81 VIRUS Appendix REV. 0 As a pilot you should know that the phase following parachute deployment may be a great un- known and a great adventure for the crew. You will be getting into situation for the first time, where a proper landing and the determination of the landing site are out of your control.
  • Page 82 Based on two recent unfortunate events, where two pilots lost their newly acquired Sinus and Virus aircraft, the team of Pipistrel’s factory pilots decided to stress the importance of airspeed even more. Do read this passage thoroughly as everything mentioned below affects you as the pilot directly! The two events Both the events took place during the first couple of hours pilots flew with their new aircrafts.
  • Page 83 VIRUS Appendix REV. 0 At high speeds the air circulating the airframe should cause tremendous noise. Wrong! In fact the noise is caused by drag. Modern aircrafts like Sinus and Virus, manufactured of com- posite materials, have so little drag, that they actually sound quieter than you would expect.
  • Page 84 How much difference is there between IAS and TAS in practical terms? Data below are valid for Sinus ultralight motorglider and Virus 912 aircraft flying in standard atmosphere. To obtain correct speeds for particular atomospherical conditions please take advan- tage of the table on page 85 of this manual.
  • Page 85 VIRUS Appendix Appendix REV. 0 Myth: I can fully deflect the controls below maneuvering speed! WRONG! BELIEVE THIS AND DIE! The wing structure in light planes is usually certified to take +3.8 G’s, -1.52 G’s (plus a certain safety factor).
  • Page 86 VIRUS Appendix REV. 0 Aircraft familiarisation This chapter has been written to assist owners/pilots of Virus on their quest to learn how to safely and ef- ficiently fly this aircraft. It will cover most operations the aircraft can offer in an order established in Pilot and maintenance manual’s chapter Normal procedures and recommended speeds.
  • Page 87 VIRUS Appendix REV. 0 As you start to move, pull ste stick 1/3 of elevator’s deflection backwards to ease the pressure on the nose wheel and lift it off the runway slightly. Do not use full back deflection as this will cause the aircraft’s tail to touch the ground.
  • Page 88 VIRUS Appendix REV. 0 Also, keep in mind you need to begin your descent quite some time before destination. A com- fortable rate of descent is some 2,5 m/s . So it takes you some 2 minutes for a 300 meter (500 fpm) drop.
  • Page 89 VIRUS Appendix REV. 0 Crosswind landings on paved runways (asphalt, concrete, tarmac...) In this case, special attention must be paid to straightening the aircraft before touchdown in or- der not to damage the undercarriage because of increased surface grip on impact.
  • Page 90 VIRUS Appendix REV. 0 Soaring Soaring is a learned skill. Your soaring performance is vastly dependant on your weather knowl- edge, flying skills and judgement. “Good judgement comes from experience. Unfortunately, the experience usually comes from bad judge- ment.” So be careful and do not expect to become a competition-class glider pilot over night.
  • Page 91 VIRUS Appendix REV. 0 This page is intentionally left blank.
  • Page 92 VIRUS Appendix REV. 0 Conversion tables kilometers per hour (km/h) - knots (kts) - metres per sec. (m/s) km/h km/h km/h 1,853 0,37 63,00 18,34 124,16 36,15 3,706 1,07 64,86 18,88 126,01 36,69 5,560 1,61 66,71 19,42 127,87 37,23...
  • Page 93 VIRUS Appendix REV. 0 knots (kts) - metres per second (m/s) 0,51 1,02 1,54 2,05 2,57 3.08 3,60 4,11 4,63 0,51 5,65 6,17 6,66 7,20 7,71 8,23 8,74 9,26 9,77 10,28 10,80 11,31 11,83 12,34 12,86 13,37 13,89 14,40...
  • Page 94 VIRUS Appendix REV. 0 ICAN (international comitee for air navigation) temperatures, relative pressure, relative density and CAS to TAS correction factors as related to altitude Altitude Temperature Relative Relative Cor. pressure density factors feet metres °C °F -2.000 -610...
  • Page 95 VIRUS Appendix REV. 0 metres (m) to feet (ft) conversion table metres feet metres feet metres feet (ft) (ft) (ft) 0,304 3,280 10,36 111,5 20,42 219,81 0,609 6,562 10,66 114,8 20,72 223,09 0,914 9,843 10,97 118,1 21,03 226,37 1,219...
  • Page 96 VIRUS Appendix REV. 0 air pressure as related to altitude altitude (m) pressure pressure altitude (m) pressure pressure (hPa) (inch Hg) (hPa) (inch Hg) -1000 1139,3 33,6 1300 866,5 25,6 -950 1132,8 33,5 1350 861,2 25,4 -900 1126,2 33,3...
  • Page 97 VIRUS Appendix REV. 0 ICAO standard atmosphere n*10 1/S d (m 2 /s) (kg/m 4 ) (ft) (°C) (°K) (mmHg) (kg/m (kgs -1000 -3281 21,5 294,5 1,022 854,6 11619 1,124 0,137 1,347 1,099 0,957 344,2 13,4 -900 -2953 20,8...
  • Page 98 VIRUS Preflight check-up pictures REV. 0 Engine cover Gascolator Propeller, Spinner Undercarriage Undercarriage, RH wheel Right wing - leading edge Right wingtip - lights Right wing - trailing edge...
  • Page 99 VIRUS Preflight check-up pictures REV. 0 Right spoiler Fuselage (RH side) Fuselage Fuselage, continued Horizontal tail surfaces Vertical tail surfaces Incorrect - door not secured Correct - door secured...
  • Page 100 VIRUS REV. 0 This page is intentionally left blank.
  • Page 101 Virus 912 Flight manual and Maintenance manual. This supplemental sheet containes four (4) valid pages. This is the original document issued by Pipistrel d.o.o. Ajdovscina. Should third-party translations to other languages contain any inconsistencies, Pipistrel d.o.o. Ajdovscina denies all responsibility.
  • Page 102 In case of aircraft damage or people injury resulting form disobeying instructions in this document PIPISTREL d.o.o. denies any responsibility. All text, design, layout and graphics are owned by PIPISTREL d.o.o., therefore this document and any of its contents may not be copied or distributed in any manner (electronic, web or printed) without the prior consent of PIPISTREL d.o.o.
  • Page 103 Supplemental Sheet for Virus 912 tail-wheel edition REV. 0 Page 33, 35. - Normal procedures and recommended speeds Taxi Taxing technique does not differ from other taildragging aircraft equipped with a stearable tail wheel. Prior to taxiing it is essential to check wheel brakes for proper braking action.
  • Page 104 I would recommend you taxi slow, up to 10 km/s (5 kts). Virus 912 tail-wheel edition’s long wings cause quite a bit of inertia if turning too quickly on the ground. Ground loops are virtually unknown to Virus 912 tail-wheel edition pilots, but pilots with little or no tail-dragger experience, who attempt to taxi fast (20 - 30 km/h, 10 - 15 kts) are still subject to ground looping.
  • Page 105 Virus 912 checklist...
  • Page 106 VIRUS REV. 0 This page is intentionally left blank.
  • Page 107 - in case that the customer has not ratified the General Terms of ownership with his/her signature; - in case the aircraft or the equipment is not used according to the Pipistrel d.o.o. ’ s instructions or aircraft’s manual and eventual supplemental sheets;...
  • Page 108 Pipistrel d.o.o. Ajdovščina podjetje za alternativno letalstvo Goriška cesta 50a 5270 Ajdovščina Slovenija tel: +386 (0)5 3663 873 fax: +386 (0)5 3661 263 e-mail: pipistrel@siol.net www.pipistrel.si...

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