Nord 1002 Pingouin II g- atbg messerschmitt me 108
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CAUTION Do not use carb heat excessively on the ground as this allows unfiltered air (i.e. air with dust, pieces of grass seed, etc) to pass into the engine. Electric Fuel Pump Checked Turn the electric fuel pump ON and check for an increase of fuel pressure to 22 hpz. Switch the electric fuel pump OFF and check that the fuel pressure returns back to between 19.5 and 20 hpz. Voltmeter Checked By the run-up stage, the charge rate should be very small or zero. A zero-left ammeter shows the generator output, and should be just off the left of the scale. A centre-zero ammeter shows the flow of current into and out of the battery and should be very near the centre of the scale. NOTE If the ammeter shows a discharge during run-up, cycle the master switch once. The fault may have been caused by a sticking voltage regulator. Throttle Check idle Reset 1100 rpm Smoothly and completely close the throttle and check that the engine idles at between 500 and 650 rpm. Reset the throttle to 1100 rpm. WARNING If during these power checks, the prescribed limits of rpm, oil pressure or temperature etc. are exceeded, the aircraft should not be flown. PRE-TAKEOFF CHECKS (Drills of Vital Action) A complete set of Pre-Takeoff Checks should be carried out prior to the first takeoff of a day and if the After Landing Checks are begun, or the aircraft systems are significantly reorganised. However, following a "Stop and Go" or "Stop and Backtrack" an abbreviated Pre-Takeoff Check of ‘Trims / Flaps; Prop; and Engine Ts and Ps is all that needs to be carried out. T - Trim Set Check the elevator trim for free movement both sides of the neutral position, then set to neutral. There is no need to exercise the elevator trim through the full range of movement. The trim is automatically set for takeoff when the flaps are set. T - Throttle Friction Set The throttle friction should be firm, but not over tight. M - Mixture Rich Check that the mixture is set to FULL RICH (i.e. fully back). P - Propeller Automatic (Fine) Set the PCS Propeller Pitch Selector to Automatic (Fine). The Automatic position should normally be used for takeoff, and is equivalent to fine pitch. F - Fuel Selector Both On / Main; Contents sufficient; Pump On; Pressure checked F - Flaps. 15 degrees Select the flaps to 15 degrees (half way between 1 and 2 on the indicator). When selecting flap, grasp the elevator trim control wheel simultaneously and move it in the same direction as the flap wheel. The geometry of both is set in such a way that, if the trim and flap wheels are moved together, the trim is correctly adjusted to the new flap setting. I - Ignition Both On Check that the magnetos are both ON (1+2). I - Instruments Checked Check that the engine temperatures and pressures remain within limits. Check that the ASI and VSI are reading zero, and that the altimeter is correctly set. The flight instrument gyroscopes are all driven by a venturi which generally doesn’t generate enough vacuum until the aircraft is in flight. However, in preparation for flight, on the Vacuum Selector Panel, to the right of the instrument panel, adjacent to the EDB, select the DI and Turn & Slip ON but leave the AI OFF. There is insufficient vacuum to drive more than two of the three flight instruments simultaneously. H - Hatches; Harness Locked; Fastened Lock the canopy hatches with the toggle at the top centre of the windscreen. Close the sliding windows to a couple of inches. The cabin is very warm and it would take an extremely cold day for there not to be a need some ventilation. Check that the harnesses are fastened and tight or tied back and secure. The pilot will need a small amount of shoulder mobility to raise the manual undercarriage after take off. C - Carb Heat Exercise Select the carb heat ON for 15 seconds and then select it OFF. C - Controls Full, free and correct movement Check all of the flying controls for full and free movement. CAUTION Forcing the rudder pedals may damage connecting the rods and linkages. LINE UP CHECKS Ensure the approach path is clear and while the aircraft is being taxied into position on the active runway complete the Line Up Checks. Landing Light / Strobes On Transponder On ALT Set the transponder to ALT (altitude). D.I. Aligned with the runway AFTER TAKEOFF (CLIMB) CHECKS Flaps Up at a safe speed and height (min 80 kph and 200 feet AGL) Once at a safe airspeed, greater than 80 kph and clear of obstacles (200 feet above ground level or above obstacles), smoothly retract the flaps if they have been set for takeoff or if these checks are being carried out after a go-round. Raising the flaps at too low an airspeed or too early can lead to a loss of lift that could cause the aircraft to sink back towards the ground or obstacles. Undercarriage As required If remaining in the circuit, the undercarriage should remain DOWN. If vacating the circuit, at above 1,000 feet AGL, the undercarriage should be retracted. To retract the undercarriage, momentarily apply the toe brakes to ensure wheel rotation has ceased, then holding the control column lightly in the left hand, grasp the undercarriage lever and twist it 120 degrees clockwise and cycle the lever fore-and-aft vigorously through its full range of travel. This will require up to 40 strokes and takes 30 to 40 seconds. It is important not to inadvertently transfer the undercarriage lever movement to the control column, as the resulting pilot induced oscillation (PIO) will be uncomfortable for the occupants. Maintain a good lookout throughout. Fuel Pump Off If you are remaining in the circuit, the electric fuel pump should be left ON. If you are departing the circuit, the electric fuel pump should be turned OFF passing 1000 feet agl in the climb. The fuel pressure should be checked to ensure that the engine driven pump is working correctly. CAUTION If the fuel pressure drops suddenly when you turn the electric fuel pump OFF, or the engine runs rough or dies, immediately reselect the electric fuel pump back ON, as the engine driven fuel pump may have failed. Maintain the climb if possible and recircuit to land as soon as possible.
Apply sufficient pressure to the toe brakes to determine that there is resistance and that there is pressure for them to operate. U - Undercarriage Down M - Mixture Rich P - Propeller Automatic (Fine) Set the PCS Propeller Pitch Selector to Automatic (Fine). The Automatic position, if functioning properly, should normally be used for takeoff, and is equivalent to fully fine pitch. F - Fuel Selector as required; Contents sufficient; Pump On; Pressure checked H - Harness Checked 
FINALS CHECKS Undercarriage Down Propeller Automatic (Fine) Landing Clearance Received At a controlled aerodrome, ensure a landing clearance has been received. At aerodromes where a Flight Service is in attendance, and at unattended aerodromes, make a radio call advising intentions. Runway Clear Make a final check of the landing area before completing the final approach and landing. Carb Heat Off In case a go-around becomes necessary, the carb heat should be returned to the OFF (COLD) position when you are sure that you would be able to glide the aircraft to a safe landing area if the engine stopped. If it was still ON (HOT), the engine would only develop about 90% of full power. AFTER LANDING CHECKS Flaps Up Flaps should be up when taxiing as they may be damaged by stones or other objects. Trim Neutral Fuel Pump Off Propeller Control Off Turn the lower (Manual / Automatic) switch on the PCS to OFF (central), disengage the Propeller Control CB, and turn the EDB Propeller Control Switch to OFF. Landing Light / Strobe Off At night the landing lights should remain on until the aircraft has come to a final stop. However, consideration must be shown to other users of the aerodrome to ensure they are not dazzled. Transponder Standby
SHUTDOWN CHECKS Before you reach the aircraft parking area check the brakes and the wind direction, then decide on your route to park the aircraft into wind in the required position. Brakes Applied and held Throttle 800 rpm Allow the engine to idle for at least one to two minutes, at between 800 and 1000 rpm. This allows the engine oil to cool, and also allows even cooling of the entire engine generally. Avionics 121.5 checked; Off Listen on the emergency frequency (121.5) to ensure that your last landing(s) did not activate the emergency beacon, then select the avionics OFF. Ignition Checked (L – R – Off – Both) This check is the same as after engine start. Check LEFT; RIGHT; OFF; BOTH. The engine should continue to run in the LEFT and RIGHT positions, and should cut out when it is in the OFF position, if it does not then the ignition has a serious fault and this should be rectified immediately. Throttle Reduce to a slow idle Idle Cut Off Pull out and hold Hold the idle cut off out until the engine stops. Ignition Off Never shut down the engine for any normal operation by switching off the magnetos. Fuel Off Beacon / Nav Lights Off Master Switch Off Control Locks As required If parking for any period of time, and the aircraft is left outside, install the control locks.
HASELL CHECKS These checks should be completed prior to any manoeuvre which takes the aircraft close to it's limits, for example, stalling and aerobatics. H - Height Sufficient for recovery at a safe height A - Airframe Flaps as required S - Security Harness tight; No loose objects E - Engine Carb heat as required; Temps and pressures checked L - Location Not over built up areas L - Lookout Around, above and below SADIE CHECKS These checks should be completed at regular intervals, say every 15 minutes. S - Suction Checked The suction reading should be in the green range. If it is too low the instruments may not function reliably, if it is too high the instruments may be damaged. A - Amps Checked; Generator charging Check to ensure that the generator is charging. Also compare the actual load shown with the load you are drawing. D - D.I. Checked with compass Before checking the direction indicator (D.I.) against the magnetic compass ensure straight, level and unaccelerated steady flight. I - Icing Check carb heat Cycle the carb heat to check for carb icing, leave it On for 10-15 seconds. If the engine runs a little roughly it is an indication of normal operation. If the engine initially runs roughly then runs smoothly at an increased rpm, it is an indication that you had carb icing. You should increase the frequency of carb icing checks or leave it on until you have left the area of carb icing. E - Engine Instruments and fuel checked Check temperatures and pressures. As well as confirming normal engine operation. If the temperatures are high it may be good practice to ease the power back to enable the engine to cool slowly. Check the fuel contents and consumption rate. Chapter Five Aircraft Handling Introduction Every aircraft quickly becomes identified through its salient features and characteristics. The Nord 1002, stemming from the Bf108 lineage, has produced an extraordinary reaction from those who have had the opportunity to get to know the aircraft well. The Nord’s sensitivity, sureness and swift positive response to the controls have consistently delighted pilots. Fighter pilots with 20 and 30 years in the air have stated that the Nord 1002 has fighter-like response, and some have described the aircraft as a thoroughbred. The Nord 1002 aircraft has a maximum speed of 306 kph IAS (165 knots / 190 mph), a long range sustained cruising speed of 285 kph IAS (155 knots / 178 mph), and a stalling speed of only 84 kph IAS (45 knots / 52 mph). However, the Nord 1002 demands skilful handling on the ground. It does not enjoy the characteristics of the modern light aircraft with wide-set, tricycle undercarriage, and so demands particular pilot skill. Yet its characteristics are quickly mastered by any pilot of basic competence, who pays attention to what they are doing. There is a saying that an aircraft is made to perform in the air and not on the ground, and the basic Messerschmitt design hews closely to this philosophy. One reason for the close set undercarriage, is that the wings are able to pivot at near the wing root and fold back along the fuselage. By folding and pivoting the wings the span shrinks from 34 feet 5 inches to only 10 feet 7 inches. General Handling The Nord 1002 is an excellent machine to fly, it is very clean in its design, and thus it is pleasant and responsive with no hidden vices through all its manoeuvres. The rate of roll is crisp and excellent in response, and the controls are very well balanced at all speeds. During slow flight or climb out right rudder is needed to counteract torque and at high speeds, corrective left rudder is needed. Under cruise flight conditions the aircraft is perfectly balanced and does not require any corrective rudder input. At the normal cruising IAS of 250 kph IAS (135 knots / 155 mph) the Nord 1002 is in trim with respect to rudder and aileron. Under this condition the aircraft is perfectly balanced and may be flown hands off. In a dive, speed builds up very quickly, and the engine rpm should be closely monitored to avoid exceeding the engine’s limitations. It is very easy to unintentionally approach the airspeed limitations and caution must be exercised at all times when engaged in descending manoeuvres. The need for left rudder is most pronounced in a dive at high speed. Airspeeds for Safe Operations (IAS) The following airspeeds are those which are significant to the operation of the Nord 1002 / Bf108. These figures are for aircraft flown up to maximum gross weight, under standard conditions at sea level. Performance for a specific aircraft may vary from published figures depending upon the equipment installed, the condition of the engine, airframe and equipment, atmospheric conditions and piloting technique. Initial Climb after Takeoff 100 kph IAS (54 knots / 62 mph) Normal Climb 130 kph IAS (70 knots / 80 mph) Normal Base and initial Final Approach Speed 160 kph IAS (87 knots / 100 mph) Final Approach Speed – full flaps extended 115 kph IAS (60 knots / 70 mph) Maximum demonstrated crosswind
The Nord 1002 is easily taxied, and on a smooth level surface, requires only moderate or little use of power once it is rolling. However, owing to the narrow track of the undercarriage (4’ 11”) and the effect of engine torque, the pilot must exercise caution in ground handling, most especially when turning. The greatest difficulty is encountered under conditions of a strong surface wind. There are occasions when, because of torque and the strength and direction of the wind, it becomes difficult to institute a turn to the right. At such times the aircraft turns with great ease to the left and the application of a little left brake enables the plane to be pivoted about on the left tip in a very small turning circle. In strong and gusty winds it is sometimes advisable to have the assistance of a wing walker on the wingtip. This adds safety and makes handling much easier. While rough ground with deep ruts or holes should be avoided, the aircraft actually handles better on grass or dirt than it does on a very smooth surface. Above all, the pilot should remember that the aircraft will swing to the left with rapid application of power, and under normal taxiing conditions there will be greater use of the right brake than the left. Braking and Steering The aircraft has differential toe brakes on the main wheels. The brakes are reasonably powerful at taxiing speeds so the aircraft is reasonably manoeuvrable on the ground. However, the brakes are small drums and will heat up and lose effectiveness if used excessively when taxiing slowly with too much engine power, so they should be used with some caution. Likewise, taxiing across a strong wind will place a great load on the downwind brake which may overheat and lose effectiveness. For long taxiing distances, the pilot will find the most effective power setting to be approximately 1200 RPM. The aircraft has no park brake facility. CAUTION The excessive and sudden application of brake may cause sufficient deceleration for the nose to come down so sharply that the propeller blade tip may strike the ground. If this occurs, the corrective action is to immediately apply power with the stick full back, being ready to ease off power as the tailwheel reaches the ground. The aircraft is steered by differential toe brakes on the main wheels. The tailwheel is fully castoring with no lock and is spring loaded. The last part of the rudder pedal travel moves the tailwheel to a slight extent, providing some additional assistance in tight turns. If in doubt about the turning radius of the aircraft and consequent obstacle clearance, brake to a STOP. If in doubt about the effectiveness of the brakes, steer clear of obstacles and STOP using any means available including shutting down the engine. Vision While Taxiing Despite the high nose position, visibility while taxiing is generally quite good. However, the pilot’s view in the three point attitude is restricted by the engine in the right front quarter, so it is advisable to weave in an S-turning or zigzag manner to provide complete forward vision when taxiing. Oil Temperature The aircraft should not be taxied until the engine has warmed up. The Renault engine does not put much heat into the oil when idling on the ground and the oil temperature gauge is unlikely to register until in flight. The temperature of the oil can be judged for suitability to taxi by either: ~The oil temperature gauge coming off the lowest mark; or, ~The oil pressure having dropped by 0.5 hpz from the pressure noted at 800 RPM immediately after start (if the engine was cold); or, ~By feeling the temperature of the scavenge oil return pipe which runs laterally, just below the front of the pilot’s seat squab.
The Renault 6Q engine is an inverted straight six. Like most aero engines, it is designed to be cooled effectively in flight. The engine temperatures on the ground need to be managed to ensure overheating does not occur when the cooling airflow is drastically reduced, especially to the rear two cylinders. Particular care should be taken to avoid: ~Long taxiing downwind when the wind direction and the prop wash could counteract each other leaving critically reduced cooling airflow through the engine bay; ~Allowing the aircraft to remain stationary when pointing significantly out of wind for prolonged periods, particularly when performing power checks or pre-takeoff checks; ~Taxing slowly with excessive engine speed where speed is being controlled with the brakes; ~Use of carburettor heat (alternate air) except to clear carb ice or to check the effectiveness of the function; or, ~Operating the engine in any way other than with the mixture at fully rich while on the ground.
The Nord does not have any particularly distinctive handling characteristics of which to be aware other than those of any tailwheel configuration. It is a well balanced, nicely coordinated and a pleasure to fly. The Nord engine is an even numbered variant of the Renault 6Q series so turns clockwise when looking forward from the rear. Thus it will need substantial input of right rudder during takeoff and climb. There is no rudder trim. Align the aircraft on the runway and roll forward a couple of metres to be sure that the tailwheel is straight. Secure the tailwheel lock if one is installed. Ensure the feet are off the toe brakes. Open throttle with a gentle and steady movement, applying right rudder in proportion as the power increases. The rudder becomes effective at about 16 kph IAS (9 knots / 10 mph). Check for increasing indicated airspeed. The carburettors have accelerator pumps, so over brisk advancing of the throttle in any flight (or ground) condition can cause the engine to baulk or misfire, and in extreme conditions, to rich cut. If the engine baulks or misfires, retard the throttle promptly and re-advance it more cautiously. Check 2500 rpm if AUTOMATIC (Fine) or MANUAL - FINE pitch set. Check that the oil and fuel pressures are within limits. The aircraft becomes light on the undercarriage reasonably quickly, it can demonstrate controlled flight down to 53 kph IAS (29 knots / 33 mph). Consequently the tail should be raised promptly, before full throttle is applied, to improve visibility, keep weight on the main wheels and aid in the maintenance of directional control. As tail is raised, keep applying a sufficient amount right rudder pressure to maintain directional control. The tail will come up at about 45 kph IAS (25 knots / 28 mph). The Nord has a pronounced swing to left on raising the tail during the takeoff run, more pronounced with crosswind from left. However it is perfectly manageable as the rudder is powerful and has sufficient authority to keep the aircraft straight in all flight conditions. If there is a strong crosswind from the left, be prepared to use light brake pressures when and if required. Use ailerons only when absolutely necessary to prevent imposing undue side loads and strain on the undercarriage. What little gyroscopic couple there is on raising the tail is reinforced by the aerodynamic effects of the propeller slipstream on the tail. However the engine is not sufficiently powerful for there to be a risk of torque induced roll, even if the throttle is opened rapidly (which, as stated above, is not recommended). That said, over the years there have been a number of aircraft accidents when directional control has been lost on takeoff, so constant attention to the maintenance of directional control is required on all takeoffs. The aircraft may be flown off at 100 kph IAS (54 knots / 62 mph), however at MAUW takeoff is more sure and responsive if it is flown off at about 120 kph IAS (65 knots / 75 mph) to prevent any sinking tendencies. {NOTE We had the fine pitch stop set so that the engine would run at 2050 static on the ground. This equated to 2500 rpm at 120 kph, which meant that all circuit flying could be done with the propeller fixed in the fully fine setting. I controlled the engine rpm with the airspeed until the flaps and undercarriage were all up, then reset the pitch in the cruise. Setting the pitch so that 0.8 ATA of boost gave 2300 rpm let the aircraft fly at between 210 to 230 kph IAS depending upon the density altitude with full fuel and 1-2 pax. At this pitch setting full throttle gave 2500 rpm (up to about 2500 feet) and 0.7 ATA boost gave 2100 rpm and 180 to 200 kph IAS. I never had the AUTOMATIC propeller control working satisfactorily and we found that leaving the pitch control circuits energised in the cruise seemed to burn out the carbon brushes fairly quickly.} Climb In the initial climb after takeoff, climb at 100 kph IAS (54 knots / 62 mph), monitoring the engine rpm throughout the climb. Slowly retract the flaps at a safe speed of 100 kph IAS (54 knots / 62 mph) and safe height of 200 feet above obstacles, remembering to move the trim wheel at the same time as the flap wheel. Control engine rpm with airspeed until the flaps are fully stowed. If remaining in the circuit, the electric fuel pump should remain ON. If vacating the circuit, at above 1,000 feet AGL, turn the electric fuel pump OFF. If remaining in the circuit, the undercarriage should remain DOWN. If vacating the circuit, at above 1,000 feet AGL, the undercarriage should be retracted. To retract the undercarriage, momentarily apply the toe brakes to ensure wheel rotation has ceased, then holding the control column lightly in the left hand, grasp the undercarriage lever and twist it 120 degrees clockwise and cycle the lever fore-and-aft vigorously through its full range of travel. This will require up to 40 strokes and takes 30 to 40 seconds. It is important not to inadvertently transfer the undercarriage lever movement to the control column, as the resulting pilot induced oscillation (PIO) will be uncomfortable for the occupants. Maintain a good lookout throughout. Monitor the undercarriage visual position indicator at the base of the lever. As it approaches the RETRACT position, the movement becomes stiffer and needs to be made more deliberately. Do not jam undercarriage in the up position. Once retracted, the mechanism is self locking by leaving the lever twisted clockwise in the RETRACT position. Reset the boost and rpm by use of the throttle and control column pitch control switch to achieve 0.9 ATA and 2500 rpm. The normal climb speed at maximum all up weight (MAUW) is 130 kph IAS (70 knots / 80 mph). Higher airspeeds are preferable for engine cooling during the sustained (cruise) climb, if the all up weight will permit a reasonable rate of climb. Cruise Once the desired cruise altitude has been reached, level off and allow the aircraft to accelerate to cruise speed of 200 to 240 kph (110-130 knots / 125-150 mph). With propeller in AUTOMATIC, reset boost to 0.7 to 0.8 ATA. Use of excessive boost, i.e. >0.8 ATA at altitudes above 3500 feet, risks the accelerator jets being opened in the carburettors with the attendant fuel consumption penalties, as fuel is syphoned through the accelerator pumps. Once the aircraft has settled down in the cruise and been trimmed, the electric propeller pitch control can be turned off. In the cruise, the Renault engine is exceptionally smooth. It does not display any of the classic symptoms of carburettor icing, however any occasional missed beat or hesitation is usually carb ice and can be remedied by selecting the carb heat ON. There does not seem to be any measurable penalty for this and the engine can be run with carb heat selected ON until the conditions causing the initial problem have passed. Effects of In Flight Trim Changes POWER ON causes a NOSE UP change of trim. POWER OFF causes a NOSE DOWN change of trim. With constant power, an INCREASE OF SPEED causes a NOSE UP change of trim and a YAW TO THE RIGHT, requiring left rudder correction. With constant power, a DECREASE OF AIRSPEED causes a NOSE DOWN change of trim and a YAW TO THE LEFT, requiring right rudder correction. FLAPS DOWN causes a NOSE DOWN change of trim. FLAPS UP causes a NOSE UP change of trim. UNDERCARRIAGE DOWN causes a SLIGHT NOSE DOWN change of trim. UNDERCARRIAGE UP causes a SLIGHT NOSE UP change of trim.
A clean stall presents no problems, either with power on or power off, and control is excellent throughput the stall envelope. Power off stalls with undercarriage and flaps up are very gentle, with full control responsiveness throughout. The stick must be held full back, there is full aileron control, the slats pick up the stalling wing through lateral movements, and the aircraft is constantly trying to recover by itself. It must be held deliberately in the stall. The Nord retains conventional elevator, rudder and aileron control right down to the stall in any flap configuration with the attendant roll and yaw control because the Handley Page slats do not allow fully stalled flow separation to propagate to or beyond the slats. The power off stall with undercarriage and flaps down is again a straightforward manoeuvre. There is more warning of the approaching stall, more buffeting, and a wing drop is unlikely likely to occur. However, the power on stall creates torque and the probability of a wing drop due to this force. The greater the power, the more likely the chance of a wing drop at the point of stall, and the more pronounced will be this reaction. A great deal of power is needed to maintain height with full flaps down. If a power on stall is flown, almost invariably there will be a wing drop. If the wing drops at the point of stall, the wing may drop either way, but throughout the stall and wing drop the ailerons remain very effective and, to a certain extent, the drop may be countered by aileron movement. However, this control application may eventually aggravate the tendency of the wing to drop. Since stall recovery is straight forward, there is no necessity to pick up the wing in this manner with the ailerons. The nose drops quickly at the point of stall, and the recovery consists simply of releasing the back pressure and easing out of the dive in a gentle fashion to avoid precipitating a secondary or high speed stall. During the stall, the slats will open at about 112 kph IAS (60 knots / 70 mph), and if they open unevenly there is some slight lateral instability. The warning of the stall comes in gentle buffeting and slats operation. Stall speeds: Clean 105-112 kph IAS (56-60 knots / 65-70 mph) Undercarriage/Flap Down 85-96 kph IAS (46-52 knots / 53-60 mph)
I am aware of no legitimate documentation which authorises aerobatics in the Nord 1002. Nor am I aware of any structural integrity testing having been carried out. Consequently I am not aware of any structural load limits having been published. The Messerschmitt Bf108 Taifun was originally designed as a communications/transport aircraft. It is recommended that aerobatics NOT be carried out in the Nord 1002. That said the Nord 1002 has, in various configurations, been employed by several nations as a pilot trainer, and its history is to swiftly inspire confidence in student pilots. Descent and Circuit Pattern Entry In any descent from altitude, the Nord 1002 builds up speed quickly. Little power is required in the descent. For a high rate of descent without excessive airspeed, the aircraft should be brought to a speed of 175 kph IAS (95 kts / 110 mph), and the flaps and undercarriage extended. With power well back, the aircraft will exceed 3500 fpm rate of descent, well within the 180 kph IAS (97 kts / 112 mph) “never exceed” speed for flaps and undercarriage extended. |