Take-Off - P&M Aviation QUIK GT450 Operating Instructions Manual

Foot Operated Brake
The foot operated brake consists of a lever operated by the left foot which controls a master cylinder
mounted on the left side of the nose gear ( disk brakes) or pulls a Bowden cable ( drum brakes). In the disk
system hydraulic pressure is fed through nylon tubing to slave callipers mounted on the wheels in the spat
fins.
There is also a parking brake incorporated which locks the brake pedal by means of a hand lever and detent
system. To engage the parking brake, press the brake pedal and lift the hand lever until it engages with the
hoop on the side of the steering assembly. Release occurs automatically when the brake pedal is pressed.
The parking brake locking lever should be operated by hand only.
• • • • Do not engage parking brake by pushing on the locking lever.
Brake Operating Limitations
If the brake is needed during landing, exercise great care and remember the following procedures:
1. Apply the brake gently once the aircraft is stabilised after landing.
2. If the rear wheels lock and the aircraft starts to slide, release the pedal immediately and re-apply
more gently when the aircraft is stable once more.
If the brake is used as an emergency landing brake in wet and icy
conditions, extreme care must be exercised. If the aircraft veers,
or the wheels lock, release the brake pedal immediately and steer
towards the direction of the veer.
Engine Run-Up
Operators should note that with the engine running above idle the aircraft may tend to creep forward with the
rear wheels locked on some surfaces. See warning Section 6.4.
Inspection
The amount of wear that takes place on the tyres and drum brake shoes will vary from one aircraft to
another, depending on the type of surface the aircraft normally takes off and lands on. Close inspection of
the brake shoes should be made at intervals of no more than 100 hours.

7.4. TAKE-OFF

Performance
The takeoff performance given in section 3.5 is on short mown grass. Takeoff could be shorter from tarmac,
but longer if from wet ground, if the ground slopes upwards, or if there is any tailwind. A significant headwind
would reduce the length of the take-off run considerably; conversely, long grass or soft ground will
considerably increase the take off run. See CAA safety sense leaflet 7A, performance.
Quik & Quik GT450 Aircraft Operating Instructions
th
29 March 2007
Issue 1
WARNING
!
When taxiing crosswind do not make the
mistake of letting the into-wind wing go up as
this will greatly increase the risk of the aircraft
being blown over. Pull the bar in when taxiing
into wind and push the bar out in a tail wind.
Note
WARNING
!
WARNING
!
Exercise great care in strong crosswinds and
turbulent conditions.
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