Nord 1002 Pingouin II g- atbg messerschmitt me 108
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NOTE Always apply carburettor heat before starting a descent with low power set. Entering the circuit pattern, complete the Pre-landing Checks at an appropriate time. The recommended airspeed on the downwind leg is 160 kph IAS (87 kts / 100 mph).
Mid to late downwind identify a feature on the ground over which you wish to have your aircraft established straight-in on final approach at 500 feet AGL. As the aircraft approaches abeam this ‘straight-in feature’ initiate the following procedure: ✈ carry out a thorough lookout; ✈ select the Carb Heat ON; ✈ reduce the throttle to an appropriate power setting for the type of approach you are intending to carry out; ✈ immediately begin a medium level turn to track toward your straight-in feature; ✈ allow the aircraft to descend and trim for the desired airspeed.
Recheck that the propeller is selected to AUTOMATIC (Fine) or MANUAL - FINE, that the mixture is selected to FULL RICH, that the fuel booster pump is selected to ON, and that the undercarriage is fully DOWN. Select the flaps to 30° and maintain 150-160 kph IAS (83-87 kts / 95-100 mph). Final Approach and Landing Procedure When established on final approach select the flaps to 48° DOWN (maximum). Trim immediately for proper attitude because of great flaps drag. Make shallow descent in power-ON approach to reduce the glide angle and the need for any sudden flare-out over the runway. Allow the aircraft to initially decelerate to 135 kph IAS (74 kts / 85 mph). Continue reducing speed slowly, and begin the round-out (or flare) at 110 kph IAS (60 kts / 70 mph). In gusty or strong crosswinds, maintain 130 kph IAS (70 kts / 80 mph) until at the round-out (or flare) height. Maintain the descending attitude until at the round-out (or flare) height. This height is approximately 2-3 metres above the ground. At that point, slowly begin to raise the nose to reduce the rate of descent, take all of the power off by smoothly closing the throttle. Keep the aircraft properly aligned with runway, the wings level (with aileron) and fly parallel to and just above the ground (about ½ to 1 metre), slowly and continuously raising the nose to the landing attitude. Hold the aircraft off to settle gently on main undercarriage in a level-attitude touchdown. DO NOT ALLOW AIRCRAFT TO TOUCHDOWN IN A CRABBING ATTITUDE. Use rudder as needed to keep the aircraft rolling straight down the runway. Allow the tail to settle slowly. Once the tailwheel is down, bring the stick FULL BACK. Be ready for quick rudder corrections. Unless there is a need for braking action because of crosswind, allow the aircraft to roll under its reducing momentum until engine power is needed to taxi off the runway. During the landing roll, use brake only if necessary to counter a crosswind, or if a short landing is necessary. Clearing the active runway increase the power to 800-1000 rpm and use the brakes for speed control. Raise the flaps immediately to avoid damage to their surfaces and complete the After Landing Checks. Loosen the throttle friction if necessary for taxiing. Go-Round If a go-round is required from an approach or following some other exercise, with the aircraft in any given configuration, advance the throttle to full power, select an appropriate nose attitude for a climb speed of 100 kph IAS (54 knots / 62 mph), and trim as required to maintain the desired attitude. Then check that the carb heat is selected OFF. Climb away at the normal initial climb speed of 100 kph IAS (54 knots / 62 mph) and once established with a positive rate of climb, and at a safe speed of >100 kph IAS (54 knots / 62 mph) and safe height of >200 feet above obstacles, slowly retract the flaps. Then complete the After Takeoff checks. The undercarriage may be retracted, but this is not necessary, as the full circuit can be flown with the undercarriage extended, within the appropriate speed limitations. A good mnemonic for the go-round is: "Power up; Nose up; Clean up". Shutting Down Upon returning to the aircraft parking area after flight, the correct run down and switching off procedure should be followed. If an engine is shut down when it is very hot, uneven cooling between the fixed and moving parts takes place, leading to deformation and potentially to engine damage. However, the taxiing time after landing will normally have allowed the engine to cool evenly so only a minimal delay is required. Allow the engine to idle for at least one minute, at 800-1000 rpm. The correct method of shutting down is detailed in the Shutdown Checks and should be adhered to. While idling, hold full brake pressure. Check the magnetos for dead cut, and the engine mechanical fuel pumps for operation individually. Throttle back to slow idle and pull out the idle cut out. Hold out until engine stops. Switch off the magnetos, place the main fuel on-off cock to OFF, turn off all systems switches, and radio and navigation equipment. On leaving aircraft, secure the cabin doors. Ensure aircraft is chocked securely and tied down properly if required. If parking for any period of time, and the aircraft is left outside, install the control locks. NOTE The engine should be idled for at least one to two minutes to allow the heated oil to cool, before stopping. This also allows even cooling of the entire engine generally. WARNING NEVER shut down the engine for any normal operation by switching off the magnetos. 
Chapter Six Limitations Airframe Limitations Never Exceed Speed 350 kph IAS (190 knots / 219 mph) Flaps Extended Speed 180 kph IAS (97 knots / 112 mph) Undercarriage Down Speed 180 kph IAS (97 knots / 112 mph) CAUTION During descent from high altitude, caution should be exercised in respect to very high airspeeds. The Nord 1002 is so clean in design that the airspeed builds up rapidly. If a high rate of descent is required, the aircraft should be allowed to decelerate with power off and nose held level with or slightly above the horizon. Undercarriage and flaps may be lowered, some power added to keep the engine clear and running smoothly, and a high rate of descent accomplished within the proper airspeed limitations. Operations in Turbulence In severe turbulence, the best operating speed for structural and pilot control considerations is 160 to 190 kph IAS (87 to 102 kts / 100 to 117 mph). Maximum Operating Weight The normal maximum weight is 3200 lbs (1450kgs). The maximum permissible overload weight is not to exceed 3310 lbs (1500kgs), and then only providing that the CofG is within limits.
Engine Limitations Conditions rpm HP ATA’s of Boost Maximum Oil Temperature Takeoff 2500 230 0.97 100°C Climb/Normal 2350 180 0.9 100°C Climb/Maximum Rate 2500 220 0.95 100°C Cruise/Normal 2300 170 0.8 100°C Cruise/Max Continuous 2500 220 0.95 (at >1500 feet) 100°C Cruise/Rapid 2400 190 0.92 100°C
~AVOID RAPID THROTTLE MOVEMENTS AT ALL TIMES. ~Avoid running the engine between1900 and 2000 rpm. ~Engine rpm should be monitored closely when flying at a high IAS, as the speed and revs (rpm) can build up rapidly and the maximum recommended limitations may be exceeded. ~The normal maximum oil temperature is 80°C to 85°C, but it may rise with full safety, for short periods, up to 100°C. ~Oil pressure should be maintained at a minimum of 34 psi (2.5 hpz) at all times except when operating under low rpm on the ground, and under low rpm conditions. ~Oil temperature must be a minimum of 35°C before the engine is advanced to any high rpm. The temperature should be at least 45°C before attempting takeoff. ~The engine should not be operated with less than 8 litres (2.1 US gallons) in the oil reservoir. ~Minimum fuel pressure for proper operation is to be at least 2.75 psi (0.2 hpz). ~The minimum fuel octane rating is 80/87 octane; if unavailable use 100 octane.
Airframe Load Limitations As with any aircraft, manoeuvres at high speed or under high g forces should be conducted only with the greatest caution, and with all safety precautions followed (tight seat belt, secure shoulder harness, parachutes, etc). Under slow IAS conditions, the Nord 1002 requires right rudder for proper flight. Under high IAS conditions, the aircraft requires the application of left rudder. The left rudder at high speed is to overcome the forces of vertical-fin displacement. The rudder is offset by 1.5° left to combat the torque problems of takeoff. At high speeds, this offset position necessitates the application of left rudder to fly in balance. Flight with negative g forces will cause the engine to miss and/or to cut out. Some Indications of Manoeuvre Performance Flight tests, up to and beyond the accepted flight envelope, were performed by Flight Lieutenant John R. Hawke, former Chief Aerobatic Instructor of the RAF. ~At 5000’ at 160 mph IAS, (about 185 mph TAS), the aircraft has a rate of roll, to the left or to the right, of 64° per second. The Nord 1002 may be brought cleanly, with crisp aileron action, through a complete roll in less than 6 seconds. ~At 7000’, with full power, indicating 150 mph, the aircraft may be placed into a steep bank with a 75° angle of bank. The aircraft under these conditions will complete a 360° turn in 19 seconds. Aileron control under all conditions remain crisp and very effective.
Chapter Eight Safety and Emergency Expanded Procedures Introduction This section provides the pilot with procedures that enable them to cope with emergencies that may be encountered in operating the Nord 1002. Should any non-normal or emergency situation develop, as an overriding priority… FLY THE AIRCRAFT AT ALL TIMES! The Emergency Checklist items and the guidelines in this section should be considered and applied as necessary to correct or deal with the problem. Procedures in the Emergency Checklists which are shown in bold-faced type are immediate actions which should be committed to memory. The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of recommended course of action and probable cause of an emergency situation. Airspeeds for Safe Operations (IAS) Engine failure after takeoff 120 kph IAS (65 knots / 75 mph) Manoeuvring speed (At MAUW) 260 kph IAS (140 knots / 160 mph) Maximum glide range speed (At MAUW) 140 kph IAS (75 knots / 85 mph) Precautionary landing with power 1.3 Vso for the actual weight
Engine fires during start are usually the result of over priming combined with a backfire during the ignition phase. The first attempt to extinguish the fire is to try to start the engine and draw excess fuel back into the induction system. If a fire is present before the engine has started: ~Pull out the idle cut-off; ~Open the throttle; and, ~Crank the engine. This is an attempt to draw the fire back into the engine and to use up excess fuel. If the engine has started, continue operating the starter for a few seconds to try to pull the fire into the engine. In either case, if the fire continues more than a few seconds, the aircraft must be vacated immediately, and the fire should be extinguished by the best available means. Never attempt a restart the engine until engineering support has been received. Engine Fire On The Ground If taxiing, STOP the aircraft. Shut it down by: ~Cutting off the fuel supply IMMEDIATELY by switching off the main fuel cock; ~Switching off the magnetos; ~Advancing the throttle FULL FORWARD; and, ~Switching OFF all electrical systems. Vacate the aircraft at once. Have ground fire extinguishers standing by. Fire in Flight The presence of fire is noted through smoke, smell and/or heat in the cabin. It is essential that the source of the fire be promptly identified through instrument readings, characteristics of the smoke, or other indications, since the action to be taken differs somewhat in each case. Attempt to locate the source of the fire. Engine Fire If an engine fire is present its source is more than likely the fuel, consequently the fuel should be ‘starved’ from the fire. This can be achieved by: ~Cutting off the fuel supply IMMEDIATELY by switching off the main fuel cock; ~Advancing the throttle FULL FORWARD; ~Place the propeller pitch to full coarse (low rpm); ~As soon as the engine stops switch the magnetos to OFF; and, ~Switch off all unnecessary electrical systems. Remove hand extinguisher from behind front seats for use if necessary. Proceed with the power off forced landing procedure. DO NOT ATTEMPT TO RESTART THE ENGINE. NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgement should be the determining factor for action in such an emergency.
Electrical Fire If an electrical fire is indicated (smoke in the cabin), if you can identify the source of the fire/smoke and turn it off, then do so. Otherwise: ~Remove the hand extinguisher from behind the front seat for use if necessary; ~Close any panels which are open, to reduce the available oxygen for the fire and to concentrate the extinguishant; ~Operate the hand extinguisher as needed to eliminate the fire; ~Transmit a Mayday call; ~Turn the master switch OFF (“Ground”); and, ~When the fire is out, open the cabin windows in an effort to clear the cabin of smoke and fumes. BE PREPARED TO OPEN THE WINDOWS AT ANY MOMENT. Regardless of which, if any of the above actions are completed in a given situation, if a fire is experienced in flight, a landing should be made AS SOON AS POSSIBLE. Electrical Faults Any malfunction of the electrical system should be treated with caution. A short circuit may result in a fire through the wiring systems. The loss or reduction of generator output is indicated by a left deflection on the centre-zero ammeter. Before executing the following procedure, ensure that the ammeter reading is actually negative by actuating an additional electrically powered device, such as the lights. If an increase in the left deflection of the ammeter is noted, a generator failure can be assumed. The loss of generator output is detected through zero reading on the left-zero ammeter and the illumination of the GEN light. Before executing the following procedure, ensure that the reading is zero and not merely low - by actuating an additional electrically powered device, such as the lights. If no increase in the ammeter reading is noted, a generator failure can be assumed. The electrical load should be reduced as much as possible. Check the generator circuit breakers for a popped breaker. The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the GEN switch to OFF for one second and then ON. If the trouble was caused by a momentary overvoltage condition (16.5 volts and over) this procedure should return the ammeter to a normal reading. If the ammeter continues to indicate a failure, or if the generator will not remain reset, turn off the GEN switch, maintain minimum electrical load and land as soon as practicable. All electrical load is being supplied by the battery. If you lose all electrical power, “total electrics failure”, the aircraft will still fly perfectly well. However your radios will not function, so avoid busy and controlled airspace if it is practical to do so, and land at a suitable aerodrome. If you think that it is best to return to land at a controlled aerodrome then carryout an overhead join and keep an extra good lookout for other aircraft. You should look for light signals from the tower, but land when you are sure that it is safe to do so, regardless of whether you see light signals. If you are in a circuit, maintain your position (order) in the pattern of other aircraft and land off the next approach. If the aerodrome is controlled, the control tower will pretty quickly work out that you have a problem because you are not responding to their radio calls. Again, you should look for light signals from the tower, but land if you are sure that it is safe to do so, regardless of whether you see light signals. Electrical Overload (Alternator over 20 amps above known electrical load) If an abnormally high generator output is observed (more than 20 amps above known electrical load for the operating conditions), it may be caused by a low battery, a battery fault or other abnormal electrical load. If the cause is a low battery, the indication should begin to decrease toward normal within 5 minutes. If the overload condition persists, attempt to reduce the load by turning off non-essential equipment. Turn the battery (BAT) switch OFF and the ammeter should decrease. Turn the battery (BAT) switch ON and continue to monitor the ammeter. If the alternator output does not decrease within 5 minutes, turn the battery (BAT) switch OFF and land as soon as possible. All electrical loads are being supplied by the generator. NOTE Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the BAT switch OFF should be undertaken only when required by a generator failure. Low Oil Pressure Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest aerodrome preserving altitude where possible, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as an engine out landing can be accomplished. Don't change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off aerodrome landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an aerodrome is not close. If the engine does stop, proceed with a power off landing. High Oil Temperature An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practicable at an appropriate aerodrome and have the cause investigated. Loss Of Fuel Pressure If loss of fuel pressure occurs, turn ON the electric fuel pump and check that the fuel selector position is appropriate. If the problem is not an empty tank, land as soon as practicable and report the defect to an engineer. Carburettor Icing Under certain moist atmospheric conditions at temperatures of -5°C to +20°C, it is possible for ice to form in the carburettor air induction system, even in summer weather. This is due to the high air velocity through the carburettor venturi and absorption of heat from this air by vaporisation of the fuel. To avoid this, carburettor preheat (carb heat) is provided to replace the heat lost by vaporisation. Carburettor heat should be used whenever the engine rpm is set to a power setting, to keep the carburettor air temperature out of the caution range. Engine Rough Running Engine roughness is most often due to carburettor icing which is indicated by a drop in engine rpm, and may be accompanied by a slight loss of performance. If too much ice is allowed to accumulate, restoration of full power may not be possible, therefore prompt action is required. Turn the carburettor heat ON (See Note). The rpm will decrease slightly and roughness will increase. Wait for a decrease in engine roughness and/or an increase in rpm, indicating ice removal. If there is no change in approximately one minute, return the carb heat to OFF. If the engine is still rough, a check of the fuel contents and pressure should be made. The electric fuel pump should be switched to ON to see if fuel contamination is the problem. Check the engine gauges for abnormal readings. If any gauge readings are abnormal, proceed in accordance with the appropriate Emergency Checklist actions. Select the magneto switch to L then to R, then back to BOTH. If operation is satisfactory on either magneto, proceed on that magneto at reduced power, to a landing at the first available aerodrome. If roughness persists, prepare for a precautionary landing at pilot's discretion. |