Nord 1002 Pingouin II g- atbg messerschmitt me 108
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Nord 1002 Pingouin II G- ATBG Messerschmitt ME 108 Taifun Pilot’s Notes First Edition - April 2013 
Derived from various material by Waypoints Aviation
Nord 1002 Pingouin II G- ATBG Messerschmitt ME 108 Taifun Pilot’s Notes First Edition – April 2013 Mark Woodhouse 19 Valhalla Drive Richmond, Nelson 7020 New Zealand 03 5440968 021 620267 waypoints@clear.net.nz www.waypoints.co.nz Contents Page Introduction VII Ch 1 General Introduction 1-1 History of the Messerschmitt Bf 108 / Nord 1002 1-1 History of G-ATBG 1-3 Return of G-ATBG to Flight 1-4 Ch 2 Preflight InspectionsApproaching the Aircraft 2-1 Cockpit Preflight Preparation 2-2 Preflight Walk Around 2-3 Engine Inspection 2-3 Cockpit/Cabin Entry 2-4 Ch 3 Normal ChecklistsNord 1002 Normal Checklists 3-1 Ch 4 Nord 1002 Expanded Normal ChecklistsBefore Engine Start 4-1 Engine Start 4-3 After Engine Start 4-4 Engine Run-Up 4-7 Pre-Takeoff Checks (DVA’s) 4-11 Line up Checks 4-12 After Takeoff (Climb) Checks 4-12 Pre-Landing Checks 4-13 Finals Checks 4-14 After Landing Checks 4-14 Shutdown Checks 4-15 HASELL Checks 4-16 SADIE Checks 4-16 Ch 5 Aircraft HandlingIntroduction 5-1 General Handling 5-1 Airspeeds for Safe Operations (IAS) 5-2 Taxiing 5-2 Takeoff 5-4 Climb 5-5 Cruise 5-6 Effects of In Flight Trim Changes 5-6 Stalling 5-6 Aerobatics 5-7 Descent and Circuit Pattern Entry 5-8 Base Turn Procedure 5-8 Base Leg Procedure 5-8 Final Approach and Landing Procedure 5-9 Go-Round 5-9 Shutting Down 5-10 Ch 6 LimitationsAirframe Limitations 6-1 Operations in Turbulence 6-1 Maximum Operation Weight 6-1 Engine Limitations 6-2 Airframe Load Limitations 6-3 Some Indications of Aerobatic Performance 6-3 Ch 7 Safety and Emergency ChecklistsNord 1002 Emergency Checklists 7-1 Ch 8 Safety and Emergency Expanded ProceduresIntroduction 8-1 Airspeeds for Safe Operations (IAS) 8-1 Engine Fire During Start 8-1 Engine Fire On The Ground 8-2 Fire in Flight 8-2 Electrical Faults 8-3 Electrical Overload 8-4 Low Oil Pressure 8-4 High Oil Temperature 8-4 Loss of Fuel Pressure 8-5 Carburettor Icing 8-5 Engine Rough Running 8-5 Engine Failure During the Takeoff Roll 8-6 Engine Failure Immediately After Takeoff 8-6 Engine Failure In Flight 8-7 Restarting a Stopped Engine 8-8 Flap Failure 8-8 Open Door 8-8 Insecure Seatbelt 8-9 Brake Failure Taxiing 8-9 Brake Failure Airborne 8-9 Circuit Breakers and Fuses 8-10 Radio Failure 8-11 Bird Strike 8-11 Abandoning the Aircraft in Flight when Wearing a Parachute 8-12 Ch 9 Systems Description General Description 9-1 Fuselage 9-2 Wings 9-2 Ailerons 9-2 Training Edge Flaps 9-2 Leading Edge Slats 9-3 Horizontal Stabiliser 9-3 Vertical Fin 9-3 Access and Inspection Panels 9-3 Undercarriage 9-4 Brakes 9-4 Engine 9-4 Propeller 9-4 Propeller Pitch Change Mechanism 9-5 Fuel System 9-6 Carburettor heat 9-7 Oil System 9-8 Engine Starting System 9-8 Vacuum System 9-8 Electrical System 9-9 Pitot System 9-9 Cockpit/Cabin Canopy 9-10 Seating 9-10 Cockpit/Cabin Heating and Defogging 9-10 Flying Controls 9-11 Instruments 9-12 Ch 10 Performance Performance of the Nord 1002 10-1 Takeoff Performance 10-2 Cruise Performance 10-3 Weight and performance Statistics 10-4 Ch 11 Weight and Balance Weight and Balance Limits 11-1 Fuel and Oil Loadings 11-1 Ch 12 Ground Handling Parking and Tying Down 12-1 Towing and Pushing 12-1 Folding the Wings 12-1 Introduction While these Pilots Notes have generally been prepared for the Nord 1002 / Bf 108 Taifun, because of the age of these aircraft and the range of type and systems variations developed over the years, these Pilots Notes have been prepared with a focus on one particular aircraft, that being the Nord 1002, registration G-ATBG. Should you or anyone you know wish to offer constructive comment on the content of these notes they would be highly valued. Please contact Mark Woodhouse at waypoints@clear.co.nz. Should you or anyone you know wish to obtain an electronic copy of these notes, they are freely available by contacting Mark Woodhouse at waypoints@clear.co.nz. Disclaimer This publication is intended to be a learning tool for pilots converting onto and operating the Nord 1002 Pingouin II / Messerschmitt Bf 108 Taifun. T  hese notes were derived and compiled from a wide range of sources, by a pilot who has only ever had one flight in a Lycoming O540 powered Bf 108 Taifun. The quality and accuracy of these sources also appears questionable in places. As a consequence, there is every likelihood that errors exist in this document.
Consequently, Waypoints Aviation Limited does not guarantee that this publication is without flaw of any kind, and make no warranties, express or implied, with respect to any of the material contained herein. Waypoints Aviation Limited also disclaims all liability and responsibility to any person or entity with respect to errors and omissions, or loss or damage caused or alleged to be caused directly or indirectly by the use of information contained within this publication.
Chapter One General Introduction The Nord 1002 Pingouin II is a Messerschmitt Bf108 Taifun built by Société Nationale de Constructions Aéronautiques du Nord (SNCAN) from 1945 in France following World War II. The main difference between the French Nord Pingouin and the German Messerschmitt Bf108 was the use of a Renault 6Q 10 straight six engine in place of the Bf108's more powerful Argus As 10c inverted V8 engine. The Nord / Bf108 aircraft was used as a communications and liaison aircraft by the Luftwaffe during WW2 and after liberation by the French military. History of the Messerschmitt Bf 108 / Nord 1002 Design work for the Bf108 Taifun was initiated and completed in 1933 by Willi Messerschmitt of the Bayerische Flagzeugwerke A.G. The initial order for development was given in late 1933 by the German government. From its appearance the Bf108 was considered a sensation. Some test pilots proclaiming it the finest aircraft of its type they had flow. Internationally it was recognised as of exceptional advanced design, as it was the first fully stressed skin, all metal aircraft of its size. The wing was of Messerschmitt patented single spar construction with British Handley-Page leading edge slats fitted. The initial order of six Bf108 aircraft was produced in Germany, with the first of these machines fitted with a 160 horsepower Siemens Sh 14 radial engine. The remaining five aircraft were fitted with either the 225 horsepower Hirth HM 8U or the 210 horsepower Argus As 17 air cooled engines. The initial test flight took place in the spring of 1934, and was highly successful. In 1935, the Bayerische Flagzeugwerke received a production contract for 32 improved models, the Bf108B with a 270 HP Argus As 10e air cooled inverted V8 engine. Seven of the Bf108B aircraft were completed in 1936. This was the same year that the manufacturing firm became known as the Messerschmitt G.m.b.H. In 1937, production of the Bf108B was transferred from Augsburg to a new complex at Regensburg. The production schedule was as follows: 1934 6 (Bf108A) 1936 7 (Bf108B) 1938 175
1939 147 1940 77
1941 59 1942 58
Total 529 (Total German production) In 1942 the production of the Bf108B was transferred from Germany to Occupied France. The factory jigs and industrial machinery were moved from Regensburg to the S.N.C.A. du Nord plant at Les Mureaux. The German controlled factory in Occupied France production schedule was as follows: 1942 50
1943 108 1944 12
Total 170 (Total French production of the Bf108B) 
After World War II, with France urgently in need of an excellent all round trainer, liaison, transport and utility aircraft, a unanimous decision was made to maintain production of the Bf 108B, as it was considered to be the best machine of this type in existence at the time. The Nord firm redesignated the Messerschmitt Bf108B as the Nord 1000. The principal models were the Nord 1001 Pingouin I (Renault 6Q 11 engine), and the Nord 1002 Pingouin II (Renault 6Q 10 engine). Between 1945 and 1948, the Nord complex at Les Mureaux produced 286 aircraft of the Nord 1000 Pingouin series. The Bf108 proved to be an extremely popular aircraft. Some of the pre-war international orders for the machine – including its use for airlines work (especially in Japan) – were: Bulgaria 6 Japan 4 Yugoslavia 12 Switzerland 13 Rumania 9 U.S.S.R. 2 Hungary 8 The aircraft has been used extensively in Germany, France, England, Africa, and many other parts of the world. Total production of the German and French built models of the Bf108 Taifun came to 984 aircraft. The History of G-ATBG G-ATBG was built in 1945 and operated in France until 1965 when it was imported into the UK. In 1968 it was purchased by Lindsey Walton, the second UK owner, who operated the aircraft until 1999 when it was sold to Tom Harris. During the last decade of ownership by Lindsey Walton the aircraft was maintained by The Aircraft restoration Company (ARC) at Duxford. During the period of ownership by Tom Harris the aircraft was maintained by Personal Plane Services. On 15 August 2008 the aircraft suffered a forced landing adjacent to Headcorn airfield. When established on finals, the aircraft was forced to go-around by another aircraft which entered the circuit contrary to designated joining procedures. When the throttle was opened at the initiation of the go-around the engine failed and the pilot managed to retract the undercarriage and carry out a text book undercarriage up landing in an adjacent field. The UK AAIB report noted that the conditions were extremely conducive to carburettor icing, and recorded that the aircraft suffered minor damage to propeller, nose and lower cowling, right aileron, flap, pitot tube and venturi. Tom Harris sold the aircraft to Mark Jack in January 2010. Return of G-ATBG to Flight During 2010 the engine was fully stripped tested and rebuilt by Vintech including all ancillaries. NDT did not reveal any damage to the engine, and nothing to counter the supposition that the engine failure resulted from carburettor icing. However some deterioration of both ignition and fuel systems was detected, which could have been a contributory factor. The airframe and rebuilt engine, replacement propeller and aileron, and repaired cowlings are now at ARC at Duxford. ARC have carried out a full inspection of the airframe and have commenced a programme of NTD and restoration. The restoration project is being carried out by the engineer who was responsible for the aircraft when this was maintained by ARC for Lindsey Walton.
Chapter Two Preflight Inspections 
1. Approaching the Aircraft As the pilot approaches the aircraft, check: ~The general position and appearance of the aircraft; ~The condition of the tyre inflation; and, ~Whether or not the wheels are chocked.
~Pitot cover; ~Cockpit/cabin cover; and/or, ~External control locks. Check the tail wheel for free movement and proper alignment. Position the aircraft in a appropriate position for starting and taxiing, preferably with the nose into wind and on a suitable surface where the propeller area is clear of stones and gravel. CHOCK THE WHEELS. 2. Cockpit Preflight Preparation Open and secure the cockpit/cabin canopy. Stow the: ~Pitot cover; ~Cockpit/cabin cover; and, ~External control locks. Stow: ~Personal baggage, etc; ~Headsets; ~Maps and flight documents; ~Parachutes (if carried) * ; and, ~Survival equipment. * Seat bottom type parachutes require the removal of the seat cushion.
~Master switch OFF (“Ground”); ~Fuel OFF; and, ~Magnetos OFF. On the Electronic Distribution Board (EDB), select the: ~Generator OFF; ~Battery OFF; and, ~Propeller OFF. Check the state of the: ~Fuel;
~Air; and, ~Battery charge. Check that the: ~Flight controls are free; ~Windscreen is clean; and, ~Battery charge. Deploy the flaps to max (48 degrees) checking for symmetrical deployment and that the indicator reading shows 4-5. Leave the flaps deployed. Cycle the elevator (pitch) trim through its entire range, visually checking for appropriate horizontal stabiliser movement in the correct orientation. Return to the trim to neutral (0 on the indicator). 3. Preflight Walk Around Perform a normal preflight walk around of the aircraft. During the walk around, pay particular attention to the: ~Aircraft surfaces for damage, i.e., popped rivets, dents, and any distortions; ~Ailerons, elevators and rudder control surfaces. Check for free and easy of movement. Check the hinges, security of bolts, nuts and locking mechanisms; ~The fabric covering of all control surfaces for holes, rips, tears, peeling, etc; ~Leading edge slats. Check for smooth, even operation with no binding by moving the leading edge slats in and out from each end. Leave the slats stowed after inspection; ~Tires. Check for cuts, cracks, bald spots, etc; ~Oleo legs. Check for leaks, excessive compression, etc. Check that the brake fluid lines do not rub against the wheels or tires. Check the wheel wells for proper zipper setting; ~Aileron control relay connections in wheel wells. Check the alignment of the bearings and lack of free play in the contacts; ~Wing folding mechanism. Check the presence, security and stowed condition of the wing folding mechanism actuating cranks. Check to be certain that security locks and wires are safe tied. Check that the wing folding mechanism are flush with the wing roots; ~Oil tank level in the starboard wing root. With a cold engine, the oil level should be between the dipstick groove and two inches (2”) below the dipstick groove; ~Compressor isolator valve, in the air bottle access bay at the rear of the starboard wing root trailing edge. Ensure the isolator valve is selected to open. On some aircraft this is located under the engine cowling, close to the compressor at the front of the engine. ~External panels. Check that they are all locked and secure; ~Drain holes. Check that all are clear and there are no obvious leaks; ~Propeller. Check the security and mounting of the propeller. Examine the blades for damage; and ~Security of attachment of the horizontal stabiliser struts. Check oil and fuel tank capacities. Check the tightness and security of the oil and fuel tank caps. Lock the panels if applicable. If applicable prior to the flight, drain fuel tanks and collector box (under centre fuselage) to remove water. 4. Engine Inspection Recheck that the: ~Master switch is OFF (“Ground”); ~Magnetos are OFF. ~Generator is OFF; ~Battery is OFF; and, ~Propeller is OFF.
Never allow yourself or anyone else to stand or put any part of the body within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to be live and to suddenly rotate. If the engine has not run for several days, pull through six (6) blades, leaving a ten (10) second gap between each blade. If any oil is discharged from the exhaust pipe or inlet manifold drain during or shortly after pulling the blades through, continue to pull the blades through until no oil is discharged. Open and latch both the port and starboard engine cowlings. Check the engine compartment for: ~Excessive oil or other fluid deposits; ~Excessive oil witness marks from the crankcase cap; ~Excessive oil leakage from cylinder heads; ~Cracks and evidence of oil leaks from the engine oil cooler ~Cracks in the inlet or exhaust manifolds; ~Loose wires and loose fittings; ~Missing inlet or exhaust manifold nuts; and, ~Fuel leak witness marks from the fuel pumps at the rear of the engine.
Secure unused seat belts and all loose articles. Check the security of all strap fittings and ensure they are not entangled with headset and hand-mic cable lines. Brief the passengers. Notify all occupants of strict adherence to no smoking rule. Occupants of front seats must wear shoulder harness, drawn tight. Adjust the front seats as necessary. Close the cockpit/cabin door hatches. Check the rear upper and lower handles. Lock the forward overhead clamp.
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