Nord 1002 Pingouin II g- atbg messerschmitt me 108
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NOTE Partial carburettor heat may be worse than no heat at all, since it may melt part of the ice which will refreeze in the intake system. Therefore, when using carburettor heat always use full heat and when ice is removed and the engine is running smoothly, return the control to the full cold position. In severe icing conditions carb heat should be left on and the mixture should be re-leaned accordingly. Engine Failure During the Takeoff Roll If the engine should run rough or fail during the takeoff roll, smoothly close the throttle and bring the aircraft to a complete stop, while maintaining directional control, as you would following a landing. Advise ATC, as soon as possible, that you are stopping, i.e. “Alpha Bravo Charlie STOPPING”. Look for signs of fire, and if you have any doubt, immediately turn the fuel selector to off, shut the engine down, turn the ignition and master switch to off and vacate the aircraft without delay. If you are comfortable there is no fire, complete the After Landing Checks. If the engine has completely stopped inform the tower and secure the aircraft by completing the Shutdown Checks. Vacate the aircraft and wait for assistance in a safe place by the aircraft. If the engine is still running, but you are not sure of its serviceability for further flight, either shut it down as above, or request a clearance to return to dispersal. Engine Failure Immediately After Takeoff If you have an engine problem immediately after takeoff the most important thing is to keep flying the aircraft. If the engine stops completely you must lower the nose to maintain a safe flying speed - at least 120 kph IAS (65 knots / 75 mph), close the throttle and prepare to land in the most suitable place available. Where you land will depend on your situation, however you should NOT expect to be able to turn back to the runway you took off from. It is far better to pick a field pretty much in front of you. As your experience increases you should develop the ability to judge where the aircraft can reach, and a more ‘imaginative’ handling of the situation may be possible. Your ability to complete any subsequent checks will depend on your situation and presence of mind. It is far better to control the aircraft to a safe landing, having done no other checks, than to complete all of the checks but to fail to fly the aircraft to the best landing site. If the engine does not stop completely and partial power is available, you may be able to nurse the aircraft around the circuit, or to a position from which a glide approach to an alternate landing site is possible. Use any power that the engine is developing to manage your situation. When you can, make a MAYDAY call. Undercarriage Position If the engine fails during the climb out from the runway, the outcome and action required depends very much on where the engine failure occurs. This condition is created by the manual/mechanical undercarriage retraction system. If the engine fails when the undercarriage is just starting beginning retraction, the correct procedure is to lower it immediately. Retract the undercarriage if possible, especially if the landing space is limited. The rule of thumb is to avoid if at all possible landing with the undercarriage partially retracted. An attempt should be made to land with the undercarriage either fully retracted or fully extended. The aircraft can be belly landed with full control and with little damage if the manoeuvre is well executed. If the undercarriage is retracted the landing will be smooth, the slide on the ground will be brief, and little damage will occur. If the undercarriage is partly down, there is a good chance of the aircraft nosing over. After landing evacuate the aircraft normally and quickly. If necessary, the hatches may be opened while the aircraft is slowing to a stop, but only after smooth contact with the ground has been made. Obviously everything depends on height, local conditions, speed and so forth, in determining just what the pilot will do if he/she encounters engine failure immediately after takeoff. Engine Failure In Flight If you have an engine problem at any time in flight, again the most important thing is to keep flying the aircraft. Maintain altitude as the flying speed reduces. Select a nose attitude for a glide speed of 145 kph IAS (78 knots / 90 mph), place the propeller in coarse pitch and lower the flaps to 15°. The aircraft will descend at a rate of about 600 fpm. Start to assess your situation. Have a good look around the instruments, listen to the engine, and look behind you for signs of fire. Consider anything that will help you establish what is wrong. Once you have an idea of the problem take whatever action you think is appropriate to preserve your life. Complete whatever emergency procedures you think are appropriate and when you can, make a MAYDAY call. Follow normal engine failure procedures for a forced landing by selecting a suitable area for the landing. Unless an airport or clearly identified long and level and smooth area is within gliding distance, leave the undercarriage retracted. If the forced landing seems inevitable, while still gliding switch OFF the fuel and magneto switches, and all electrical systems. Keep the flaps at 15°, and reduce the speed to 140 kph IAS (75 knots / 85 mph) on final approach. Flare out very gently to touchdown at 120 kph IAS (65 knots / 75 mph). After touchdown evacuate the aircraft quickly. NOTE If suitable flat ground is located for a wheels down landing, remember that it requires about 30 seconds of rapid pumping to bring the undercarriage fully down and locked. Again, it is far better to flying the aircraft to a safe landing having done no checks, than to meticulously complete the checks and lose control of the situation/aircraft. Restarting a Stopped Engine Engine failure because of a fire has one simple rule – DO NOT RESTART IN THE AIR. And, on the ground, DO NOT RESTART UNTIL A FULL EXAMINATION IS MADE AND THE FAULT CORRECTED. If you suspect the engine have stopped due to fuel starvation, follow this procedure: ~Close the throttle; ~Select the electric fuel pump ON; and. ~Select the fuel as necessary for proper flow. Flap Failure While highly unlikely, the flap may fail due a jamming of the flap operating mechanism. If the flaps cannot be lowered, carry out a flapless landing. The flapless landing does not pose any particular problem. Remember that without flap the aircraft’s drag is slightly less and the stall speed is slightly higher. Consequently, you will require slightly less power and you should maintain slightly higher speeds. The approach should be made with a slightly shallow descent angle than normal. Without flap the nose attitude will be slightly higher, so be careful not to over flare on landing. The landing attitude when flapless is much the same as for a normal landing. The final approach speed on a flapless approach is 16-24 kph IAS (9-13 knots / 10-15 mph) faster than usual. Because of the higher approach speed and less aerodynamic and ground drag, brakes should be applied for stopping during the landing roll. If the flaps cannot be retracted, maintain full power and climb at a safe flying speed to a safe height. Use 110 kph IAS (60 knots / 70 mph). Even with full flap down at maximum weight the aircraft should still be able to climb adequately. When you have reached a safe height, allow the aircraft to accelerate to a little below the flap limiting speed and reduce the power to maintain that speed. Carry out a normal approach and landing at the nearest suitable aerodrome. Open Door The cockpit/cabin door is double latched, so the chances of one of them springing open in flight is remote. However if you should forget or do not secure the door adequately the door may spring partially open. This will usually happen on takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open. The doors will trail slightly open, and airspeed will be reduced slightly for the same power and attitude. Do not attempt to close the door until you are well clear of the ground, at least above 500 feet AGL. To close these door in flight, slow the aeroplane to 120 kph IAS (65 knots / 75 mph), close the cabin vents and open any windows. Then close and secure the door correctly. Remember to FLY THE AIRCRAFT at all times! Insecure Seatbelt Passengers seatbelts (or parts thereof) can sometimes be inadvertently shut in the door leaving a loose section lying outside the fuselage. If, when shortly after airborne, you hear loud "banging" on the fuselage, continue to fly the aeroplane, at a safe height (above 500 feet AGL), check the passenger seatbelts. Should you confirm the above situation, return for a landing and correct the situation. Remember, if it is a seatbelt causing the noise, little damage or danger will result. Remember to FLY THE AIRCRAFT at all times! Brake Failure Taxiing If one or both brakes should fail whilst taxiing, the decisions to be made by the pilot are dependant on the situation at the time, but with the objective of stopping the aircraft whilst avoiding contact with persons or property. To the best of your ability, steer the aircraft with the rudder pedals to avoid contact with obstructions. If the speed fails to decay at an acceptable rate, it is better to steer the aircraft between obstructions and allow the wings to absorb collision impact. The quickest method of stopping the engine is to turn the ignition switches OFF. This will minimise any damage that may be caused by the rotating propeller. Remember, grass surfaces will slow an aircraft at a greater rate than hard standing i.e. aprons, taxiways, etc. Brake Failure Airborne Should brake failure be detected prior to landing, plan to carry out a minimum length field approach using the longest, preferably grass vector available. This will help improve deceleration. Remember, the landing roll will be considerably longer than normally experienced when braking is available. 
Circuit Breakers and Fuses Circuit breakers and fuses are used to protect electrical components from an over-voltage or over-current condition, by automatically ‘popping’ (opening the circuit) and interrupting the current flow. They are designed to pop when specific conditions of time and current are reached. Those conditions generate heat and circuit breakers are designed to pop before this heat damages either the wiring or connectors. Circuit breakers are thermal-mechanical in nature with bimetallic elements, where one metal expands more under heating than the other, popping the breaker open. This also enables them to be reset, albeit only after they have cooled down. However, there are good reasons why it may not be advisable to do so and it is wise to think twice before resetting any circuit breaker in flight. A popped circuit breaker or fuse is telling you that something is wrong - that there has been a serious electrical event. Extreme caution should be exercised. Resetting a circuit breaker that has tripped by an unknown cause should normally be a maintenance function on the ground. The old rule of thumb to automatically try one reset attempt is no longer considered prudent. Often resetting a circuit breaker is met with no adverse results, however the opposite is sometimes true. Smoke, burning wires, electrical odours, arcing, and loss of related systems are possible outcomes. In general, circuit breakers and fuses which have popped should not be reset/replaced in flight unless the system which they are associated with is essential, and then do so only once. Wherever possible, this should only be done after consulting the relevant resources, e.g. the aircraft flight manual, emergency checklists, and/or radioing for advice. In most cases it is advisable to delay the reset until the service is needed. For instance, there is no need to reset a radio circuit breaker that trips until you are approaching an aerodrome at which it is required. The electro-mechanical construction of a circuit breaker was not designed for use as a switch, and using it for this purpose causes premature wear and the risk of failure. If a circuit breaker fails it may pop when it shouldn’t or remain set when it should have popped, neither option is desirable if flight. Once a fuse has ‘popped’ it should not be reused and should be replaced.
Radio Failure Modern aircraft radio equipment has a very good serviceability record. However, they do occasionally fail. Nevertheless, before declaring that a radio has failed, ensure that: ~The volume control ON/OFF switch has not been accidentally turned to OFF, or the volume turned to minimum; ~Check for noise output by selecting the squelch OFF (i.e. pulling OUT the volume control); ~Check that the microphone selector is on the correct COM set, to ensure that lack of a reply is not due to your transmitting on the wrong COM radio; ~Check the AUTO button is selected correctly; ~Check SPEAKER and/or PHONE buttons for correct positioning; ~Change headsets and/or plugs if possible; and, ~Use the hand-mike if one is available.
Bird strikes are quite possible near aerodromes nowadays. Should one occur during normal flight, damage to the aircraft will normally be minimal but will depend on the size of the bird and impact location on the airframe. If in doubt, proceed to a safe area/height, slow the aircraft to 120 kph IAS (65 knots / 75 mph) and check by cautious handling, that the aircraft will still fly satisfactorily at slow speed. Proceed to the nearest aerodrome at a slow, safe airspeed making a normal landing with a slightly higher minimum threshold speed. If the slow speed handling check indicates some abnormal handling characteristics, maintain the airspeed at 16-24 kph IAS (9-13 knots / 10-15 mph) above the "problem" airspeed for the return to the airfield, approach and landing. Obviously select an airfield with a sufficiently long runway. Abandoning the Aircraft in Flight when Wearing a Parachute If parachutes are worn for unusual manoeuvres or operations and it becomes necessary to abandon the aircraft, the following procedures should be followed if time permits: ~Reduce speed to the minimum slow flight speed possible; and, ~Shut down the engine and switch off all electrical switches. To jettison the cockpit/cabin doors: ~Unlock the top centre handle; ~PLACE HEADS DOWN; and, ~Grasp the red handles on the front sides of the hood and PUSH FORWARD AND DOWN. The doors should jettison. However if they do not: ~Release the bottom rear safety locks; ~Pull down on the opening cables; and, ~Push the doors outward. With the doors off, the cockpit is windy and dust will swirl about. The front seats are relatively wind free and the aircraft may still be flown in this configuration. Release the seat belts and harnesses. Dive over the side of the cockpit toward the trailing edge of the wing. The right hand front seat occupant first, the right hand rear seat occupant second, the left hand rear seat occupant, over the right hand side third, and finally the pilot.
Chapter Nine Systems Description General Description Nord 1002 Pingouin II specifications:
Fuselage The fuselage is of all-metal, monocoque, stressed-skin construction. Flanged oval hoops are spaced by open-section stringers, over which the duralumin stressed skin is riveted in vertical panels, with a join down the centreline of the underside. W  ings
The Nord / Bf 108 is a low wing cantilever monoplane. The wings taper in chord and thickness from the roots to the tips, with 6° 40’ of dihedral. Construction is trapezoidal, single box spar, with leading and trailing edge ribs. The whole wing is covered with smooth metal sheet. The wings may be folded at the roots if desired for storage (see details below). Ailerons The ailerons are of the slotted type, are fabric covered, rear mounted and are not fitted with a pilot controlled trim tab, however there is a ground adjustable trim tab to correct any serious out-of-trim imbalances. The ailerons are mass balanced. The ailerons are differential, with movement from 29° up to 13.5° down. Trailing Edge Flaps The trailing edge flaps are of standard design, fabric covered and of large span. They are slotted, and provide both excellent additional lift and/or drag, as desired. The flaps are mechanically operated by a chain and gear system, by use of a large wheel on the left hand side of the cabin, by the pilot’s seat, outboard of the wheel for controlling the horizontal stabiliser trim. The flaps are infinitely adjustable from fully up to 48° when fully down. Any degree of flap may be selected by the pilot, from 1° through to 48°. Leading Edge Slats T The Handley Page automatic leading edge slats on the outboard sections of each wing are entirely self deploying and stowing. They have a very progressive action which relates to angle of attack only. They do generate more drag when deployed but by preventing flow separation near the wing tips at high angles of attack, mean the designer has not had to incorporate “washout” into the wing with the attendant compromises in lift, drag and performance profiles.
The horizontal stabiliser is of single spar metal construction and is adjustable in incidence by means of a chain screw drive, connected to a large wheel on the left hand side of the cabin, by the pilot’s seat. This horizontal stabiliser trim is moved manually by the pilot. The incidence change is used to trim the aircraft in flight. The conventional fabric covered elevators are aerodynamically and mass balanced, and work independently of the variable incidence horizontal stabiliser. The horizontal stabiliser movement is from 2° up to 9° down. Elevator movement is from 27° up to 25° down. Vertical Fin The vertical fin is of single type, metal construction, offset by 1° 30’ to the left, to counteract the effect of engine slipstream effect. The rudder is conventional, fabric covered, and not fitted with a pilot controlled trim tab, however it is fitted with a ground adjustable fixed trim tab. The rudder is aerodynamically and mass balanced. Rudder movement is from 27° left to 24° right. Access and Inspection Panels The Nord / Bf108 is fitted with a large number of access and inspection panels to enable servicing and checks to be performed on an extensive basis without need for dismantling any parts or sections. In addition to these panels, various sections of the airframe may be removed for major inspections, by means of removing specific securing screws. It is recommended that some time be spent in familiarisation with these panels, as they are of distinct service to the pilot. Undercarriage The undercarriage is of the so called tail dragger type, being two main undercarriage legs and a single tail wheel. The two main undercarriage legs are reasonably close set and are outward retracting. They are well forward of the centre of gravity (CofG). The tail wheel is non-retractable and is of the spring loaded, castoring type. The tail wheel does not lock but does engage into an detent when in the straight ahead position. The tail wheel may be modified to a locking design. The main undercarriage is retracted by means of a manually operated rack-and-pinion system, driven through a screw system, and operated by a hand lever with a reversible ratchet. The hand lever must be twisted through approximately 50° to determine the direction of movement of the entire undercarriage system, thereby controlling the retraction or the extension of the undercarriage. The number of fore-and-aft hand pumping cycles of the hand lever to lower or raise the undercarriage is approximately 40. All of the Nord / Bf 108 wheels are fitted with tubed tires and equipped with hydro-pneumatic oleos for shock absorption. Main Wheels 500 x 150 tubed 52 psi at max weight Tail Wheel 260 x 85 tubed 38 psi at max weight Brakes The Nord / Bf108 brakes are toe operated, hydraulic type, with brake pedals only fitted to the rudder pedals on the left hand side of the cockpit. Each brake pedal allows fully independent braking to the respective main wheel. The brake master cylinders are on the rear part of the brake pedals. The actual brakes are of the drum type. The brakes are not particularly powerful and are more suited to steering and manoeuvring. When in ideal adjustment, they will hold the aircraft static on the ground at full power when on concrete or tarmac. However, as there is no positive lock (park brake) for the brakes, this does require very considerable effort from the pilot, who has the only access to the brake facility through the left hand front seat rudder pedal toe brakes. If extended engine running at high power and fine pitch settings is required, it is recommended that the wheels be securely chocked. If the control column is held back against the stop, the elevator authority is more than sufficient to keep the tail down when stationary on the ground at all power settings. Engine The standard engine fitted to the Nord 1002 is the RENAULT 6Q-10B, six cylinder, inverted, air cooled, inline aero engine. The 6Q-10B delivers 230 HP for takeoff. The engine is of the single shaft, dry sump type, with two carburettors. Propeller G-ATBG is fitted with the RATIER 1523-3, two-bladed, metal, variable pitch propeller, without reduction undercarriage. The pitch control is electrical, with manual and automatic control settings. The propeller rotates clockwise, as viewed from the pilot’s seat. Propeller Pitch Change Mechanism T The lower of the two switches on the PCS operates in the vertical mode and is a three position switch, which remains in whichever position is selected. The three positions are: Top Manual Centre Off Bottom Automatic Propellor Control Subpanel (PCS)
Electronic Distrinution Board (EDB) When the lower switch is selected to Manual the upper switch is energised. This switch is spring loaded to the centre-off position. Moving it to the left or to the right manually alters the propeller pitch and consequently the engine rpm. Placing the switch to the left increases the rpm until the propeller pitch is to its maximum fine pitch. The upper switch must be held manually to the left to achieve fine pitch. If released, the switch automatically moves back to the centre. The illumination of the green light on the PCS indicates reducing propeller pitch. Placing and holding the switch to the right will decrease engine rpm until the propeller pitch is fully coarse. The illumination of the red light on the PCS indicates increasing propeller pitch. If the manual switch is moved to either the left or the right, held there for a brief time and then released, the propeller pitch angle and engine rpm will remain as selected. However, should the speed of the aircraft be increased, thus reducing propeller torque leading to an increase in the engine rpm, the rpm will then remain at the increased rate unless the rpm is reselected by the manual position switch. The Nord 1002 does not have a Constant Speed Propeller system, but one that is purely a variable pitch control system. When not in use, the both the lower and upper switches on the PCS should always be in the OFF position. This is to avoid the possibility of a runaway propeller if a short circuit ever occurs. Fuel System The fuel system in the Nord / Bf 108 consists of five tanks, which are interconnected and fully vented and drainable. The total capacity of the five tanks is a 52 US gallon (194 litres / 43 Imperial gallons). All tanks have external quick drain systems. Fuel Tank Capacities: Main fuselage tank 16 US gallons (including a reserve of 8 gallons) Front wing tanks Right: 13 US gallons Left: 6 US gallons Rear wing tanks Right: 8.5 US gallons Left: 8.5 US gallons The refuelling point is located in the top of the fuselage tank, on the upper left hand side of the fuselage, just to the rear of the baggage compartment. Fuel from the tank system is fed through a general collector box to two ZENITH GS carburettors. There are two engine driven mechanical fuel pumps, an electric (electro-mechanical) fuel pump, a hand (or wobble) pump, a filter, and a pressure sensing device. A fuel selector cock, fire cutoff, pump selector, and a main ON/OFF fuel cock, are in the lines at the appropriate places. There is a fuel level gauge arranged vertically in the cockpit, on the right hand side of the cockpit wall. The gauge reads correctly ONLY when the aircraft is in level flight. When nose up, the gauge under reads and when nose down, the gauge over reads. The gauge does not indicate the 8 gallons reserve fuel, thus when the gauge reads “empty” there is 8 US gallons remaining for emergency descent, approach and landing. The fuel selector cock selects either NORMAL or RESERVE as indicated on the sidearm control between the front seats. When the fuel is selected to NORMAL the main tanks are all gravity fed into a main collector box in the aircraft underbelly. Various connections to this collector box protrude beneath the fuselage line, and are enclosed within a flattened blister along the bottom fuselage centreline. The fuel reserve is kept in the fuselage by two tank standpipes, which are isolated from the main system. When the fuel selector cock is moved from NORMAL to RESERVE, this permits the 8 gallons of reserve fuel to feed through its own pipe directly into the engine system, avoiding the collector box. The main ON/OFF fuel cock, located on the left hand side of the instrument panel, also serves as a selector for the two engine driven mechanical fuel pumps. The cock is a four position lever. The bottom position is OFF, the second upward position is RIGHT PUMP ON, the full-up position is BOTH PUMPS ON. Under normal operations the cock is selected to the BOTH PUMPS ON position and left there at all times. The electric fuel pump is located behind the right front seat, and is used only to maintain necessary fuel pressure for takeoff and landing (or for unusual manoeuvres or circumstances to be determined by the pilot). It may also be used to build up fuel pressure for priming purposes. The electric fuel pump is activated by means of a circuit breaker push switch on the right side of the cockpit wall, directly alongside the main bank of circuit breakers. The two engine driven pumps also have a hand operated pull-push pump, for building up pressure for priming purposes, to avoid using the electrical system. These are located under the engine cowlings, one on each rear side of the engine. The cockpit priming pull-push lever operates a separate pump. Other basic engine controls are the throttle (one each side of the cockpit wall), mixture control, throttle control friction, engine idle cut-off, and choke control for cold weather starts. Carburettor Heat T There is an outlet to free air, which has a spring loaded rocker, normally leaving the outlet open. When carburettor heat is required, the appropriate (yellow & blue) T handle in the cockpit is pulled and held against the spring. This closes off the outlet and channels hot air through to the air intakes near the carburettors. While variable amounts of carburettor heat may be obtained, the yellow & blue T handle must be manually held in position by hand, unless it is brought to the full out position, turned through 90° and locked in the full out position, whereon full (HOT) carburettor heat is provided.
Oil System The Renault engine is fitted with a single gear-type oil pressure pump and two scavenge pumps, located at the rear of the engine. The oil tank is located in the left wing root, just behind the leading edge. There is an oil tank drain and vent in the wing bottom just beneath the tank. There is a filler cap and a pressure relief valve on the top of the wing. There is an oil cooler on the right lower part of the engine. The oil cooler has a ram air intake and a bypass valve. The system is equipped with an oil filter, an oil pressure sensing device, and their appropriate gauges on the instrument panel. Oil tank capacity: 3.5 US gallons Oil type: 50 US Engine Starting System T The compressed air is fed from the air bottle through an isolating valve to a master valve, via a distributor and release valve, to all cylinders of the engine. The function of the isolating valve is to prevent leakage from the compressed air bottle when the engine is shut down.
An engine driven vacuum pump is mounted on the top rear of the engine. This is to drive the gyros for several flight instruments (see Flight Instruments below). There is also a vacuum gauge on the right hand side of the instrument panel to indicate the proper functioning of the vacuum system.
Electrical System T Electronic Distrinution Board (EDB) The following systems (where fitted) are electrically operated, and take the current noted: Propeller control 20 amps Pitot heat 6 amps Navigation lights 6 amps Cockpit lighting (original) 6 amps Landing light (25 volts/125 watts) 6 amps Fuel booster pump 15 amps (approx) All of these items are brought into circuit through circuit breakers and, in addition to these, the ammeter and voltmeter each also draw a small amount of current. The engine ignition system is also electrically operated. Pitot System T Cockpit/Cabin Canopy T Both doors are fully jettisonable for emergency exit on the ground or in flight. Each door is provided with a separate key lock for security purposes when parking overnight. The doors each have a sliding panel in the front bottom section, for increased cabin airflow and aiding direct vision. There is also a direct vision panel in the front windscreen, on the left front quarter panel. Seating T Cockpit/Cabin Heating and Defogging The Nord 1002 is not equipped with a cockpit/cabin heater system, although there is considerable warmth from radiated engine heat. A cockpit/cabin heating system may be easily adapted from the excess heated air of the carburettor heat intake. The defogging and cold air system is very basic. It consists of a filter equipped ram air intake under the fuselage, with a pipe entering the cockpit and terminating at the right side windscreen. It may be closed by a metal slide which is manually operated. The ram air serves for both ventilation and for defogging. Flying Controls The controls are of the conventional type, i.e. a control column (stick) and individual rudder pedals. There are dual controls for flying from either of the front seats. However the right seat pilot is restricted to the flight controls and throttle only. The controls are tubular form in the cockpit area, becoming double cable wire type later in their progress towards the actual control surfaces. |
he wings are fitted with Handley-Page slats along the leading edges. Operation of the slats is fully automatic and they are of non-locking design. The slats are mounted along the outer portion of the leading edges of each wing and can operate independently of the other. They extend automatically at between about 100 and 110 kph (55 and 60 knots / 63 and 69 mph) depending on the type of manoeuvre being performed. The slats not only give excellent low speed control, but provide a positive warning of the aircraft approaching the stall.
he Ratier pitch change mechanism is electrically operated and mechanically activated to turn the propeller blades to varying pitch settings. The Propeller Control Subpanel (PCS) is on the left hand side of the instrument panel. There are two three-position switches on the PCS, neither of which is operative unless the Propeller Control circuit breaker is in and the Propeller Control Switch on the Electrical Distribution Board (EDB) is on.
he engine is started with a compressed air system. The system also has its own air compressor for recharging the Compressed Air Bottle after starting. The Compressed Air Bottle is located in the rear fuselage, just aft of the right wing root. There is also an outside recharging point for the compressed air bottle.
he Nord 1002 is fitted with a 24 volt electrical system and an engine driven generator, which charges a large capacity accumulator (battery) in the rear fuselage, behind the rear seat. The battery is selected through a circuit breaker, as is the generator. There is an ammeter and a voltmeter, both of which may be individually selected to indicate the state of the battery or the charge being given by the generator.
he Nord 1002 has a pressure head fitted under the left wing, for indications feeding the ASI, Altimeter, and VSI. It may be equipped with a heater for use in icing conditions, in which case a red warning light, at the top centre of the instrument panel, illuminates when the pitot heater is switched ON.
here are two separate cockpit/cabin door canopy shells. Each door hinged at the front side and opens outward horizontally in a clamshell action. For entry and exit the doors fold forward to rest against the engine cowling on each side. Each door has a handle and catch at the rear side and when fully closed the doors are further secured within the cockpit by means of a toggle type handle at the top centre. This handle hooks over two separate latches, one from each door, and secures them firmly.
he Nord is a four seat aircraft, designed originally for cross-country touring, and consequently the seats are well cushioned and very comfortable. The Nord was certified as a four seat personal touring aircraft under its original French certification. Seating two front and two back. The front seats are individual bucket seat design, and may be moved fore and aft for pilot convenience. The front seats are fully equipped with lap strap and shoulder harness with quick release attachments. The rear seat restraint straps are standard.