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FAA APPROVED
AIRPLANE FLIGHT MANUAL
FAA Approved in Normal Category based on FAR 23. This document must
be carried in the airplane at all times and be kept within the reach of the
pilot during all flight operations.
FAA Approved
Ronald F. May, Manager
Denver Aircraft Certification Office
Federal Aviation Administration
Northwest Mountain Region
Date
FOREWORD
This Airplane Flight Manual has been produced by Liberty Aerospace,
Inc. to familiarize operators with the XL2 airplane. This manual provides
operational procedures written in accordance with the Federal Aviation
Regulations and contains additional information provided by the manu-
facturer, and constitutes the Federal Aviation Administration Approved
Airplane Flight Manual.
This is the log of revisions to the Liberty XL2 FAA Approved Airplane
Flight Manual, P/N 135A-970-005.
______________________
iii, vi, 2-8,
2-9, 2-15 Added night Manager, Atlanta Aircraft
A Certification Office, FAA
thru 2-19, VFR operation.
4-5 Atlanta, GA
Date:_________________
______________________
iii, iv, vi, for Melvin D. Taylor
Added percent Manager, Atlanta Aircraft
B 2-6, 7-34,
power indicator Certification Office, FAA
7-35
Atlanta, GA
Date:_________________
______________________
Changed
placard for Melvin D. Taylor
iii, iv, vii, viii, Manager, Atlanta Aircraft
descriptions
D 2-10, 2-11, 2-12, Certification Office, FAA
and fuel
2-13, 4-5, 7-39 Atlanta, GA
selector valve
operation.
Date:_________________
______________________
Changed HSA for Melvin D. Taylor
iii, iv, vii, 2-10, indication and Manager, Atlanta Aircraft
E 2-11, 2-12, 2-13, added new Certification Office, FAA
4-14, 7-13 door description Atlanta, GA
and placards.
Date:_________________
______________________
for Melvin D. Taylor
Added fuel vent Manager, Atlanta Aircraft
F iii, vii, 2-10 Certification Office, FAA
placard
Atlanta, GA
Date:_________________
______________________
Changed best- for Melvin D. Taylor
glide flap set- Manager, Atlanta Aircraft
H iii, viii, 5-17 ting and throttle Certification Office, FAA
setting back to Atlanta, GA
original values.
Date:_________________
______________________
Added a new for Melvin D. Taylor
supplement for Manager, Atlanta Aircraft
J iv, viii, 9-1 Certification Office, FAA
the cabin heat/
demist system. Atlanta, GA
Date:_________________
______________________
Added ballast
weight placard. for Melvin D. Taylor
iii, iv, viii, 2-12, Section 9 - Log Manager, Atlanta Aircraft
K Certification Office, FAA
2-13, 9-1, 9-2 of Supplements
no longer FAA Atlanta, GA
approved.
Date:_________________
Added state-
_____________________
ment for op-
for Melvin D. Taylor
tional vent win-
Manager, Atlanta Aircraft
iii, viii, 2-12, 3-1, dow placard.
L Certification Office, FAA
3-17 Added steps if
Atlanta, GA
engine instru-
ments system
Date:_________________
failure occurs.
______________________
for Melvin D. Taylor
Address Manager, Atlanta Aircraft
changed, Certification Office, FAA
M Title, ii, iii, v, 6-8, changed pilot, Atlanta, GA
6-11, 6-12, 6-13, copilot, fuel,
6-14, 6-15. and baggage
values to match Date:_________________
TCDS
Changed ad-
dress, added ______________________
statement that for Melvin D. Taylor
i, ii, iii, v, data is applica- Manager, Atlanta Aircraft
N Certification Office, FAA
ix, 5-3 ble to aircraft
with and without Atlanta, GA
wheel fairing Date:_________________
installed.
Melvin D. Taylor
iii, ix, Added Footstep Manager, Atlanta Aircraft
P 2-14, 4-3, Placard and Certification Office, FAA
Warning. Atlanta, GA
Date:_________________
Added pages to
iii, iv, x, xi, xii allow for expan-
sion of tables
Sec 2 Corrected
Airspeeds,
Negative G, and
Oil Temp, added
RPM Placard
______________________
Sec3 - Cor- for Melvin D. Taylor
rected note on Manager, Atlanta Aircraft
R 2-4, 2-5 ,2-8, flap angles Certification Office, FAA
2-11, 3-22, 4-14, Atlanta, GA
4-15, 4-16, 7-7, Sec 4 Added
7-13, 7-41 notes on secur- Date:_________________
and 7-50 ing doors
Sec 7—
Reworded para-
graphs on pages
7,13, and 41
Corrected para-
graph on page
50
TABLE OF CONTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 5 PERFORMANCE
SECTION 9 SUPPLEMENTS
SECTION 1
GENERAL
TABLE OF CONTENTS
Introduction ............................................................................ 1 - 3
Airplane Three Views............................................................. 1 - 4
Descriptive Data..................................................................... 1 - 5
Engine ............................................................................. 1 - 5
Propeller .......................................................................... 1 - 5
Fuel.................................................................................. 1 - 5
Oil .................................................................................... 1 - 5
Maximum Certificated Weights........................................ 1 - 6
Standard Airplane Weights.............................................. 1 - 6
Cabin and Entry Dimensions........................................... 1 - 6
Specific Loadings ............................................................ 1 - 6
Baggage and Entry Dimensions...................................... 1 - 6
Symbols, Abbreviations, and Terminology ............................ 1 - 8
General Airspeed Terminology and Symbols.................. 1 - 8
XL2 Airplane Abbreviations ............................................. 1 - 8
Meteorological Terminology ............................................ 1 - 9
Engine Power Terminology ........................................... 1 - 10
Airplane Performance & Flight Planning Terminology .. 1 - 10
Weight and Balance Terminology ................................. 1 - 10
INTRODUCTION
This manual contains the material required to be furnished to the pilot by
the United States Code of Federal Regulations Title 14, Part 23. It also
contains supplemental data supplied by Liberty Aerospace, Inc.
Section 1 provides basic data and information of general interest. It also
contains definitions or explanations of symbols, abbreviations, and termi-
nology commonly used.
The following definitions apply to Warnings, Cautions, and Notes found
throughout this manual:
WARNING
An operating procedure, or practice, which if not correctly followed,
could result in personal injury or loss of life.
CAUTION
An operating procedure, or practice, which if not strictly observed,
could result in damage or destruction of equipment.
NOTE
An operating procedure, practice, condition, etc., which is deemed
essential to highlight.
DESCRIPTIVE DATA
ENGINE
Number of Engines...................................................................................1
Number of Cylinders.................................................................................4
Engine Manufacturer ............................................... Teledyne Continental
Engine Model.................................................... IOF-240-B with FADEC™
Fuel System........................................................................... Fuel Injected
Engine Cooling ..........................................................................Air Cooled
Engine Type ....................................... Horizontally Opposed, Direct Drive
Horsepower Rating..................................................125 HP @ 2800 RPM
PROPELLER
Propeller Manufacturer....................................................Sensenich Corp.
Propeller Model Number ..................................................... W69EK7-63G
Number of Blades.....................................................................................2
Propeller Diameter .............................................................................69 in
Propeller Type .............................................Wood/Fiberglass, Fixed Pitch
FUEL
Fuel Capacity................................................................. 29.5 U.S. Gallons
Total Usable .................................................................. 28.0 U.S. Gallons
Approved Fuel Grades .........................100LL Grade Aviation Fuel (Blue)
100 Grade Aviation Fuel (Green)
WARNING
Use of unapproved fuels may result in engine damage or engine
failure.
NOTE
Park the airplane in a level attitude to ensure maximum fueling ca-
pacity.
OIL
Oil Capacity.......................................................................... 6 U.S. Quarts
Oil Grades:
All Temperatures....................................................SAE 20W50 or 20W60
Below 40° F (4° C) ........................................................ SAE 30 or 15W50
Above 40° F (4° C).........................................................................SAE 50
SPECIFIC LOADINGS
Wing Loading .........................................................................14.8 lbs/sq ft
Power Loading ........................................................................ 13.2 lbs/HP
NOTE
Maximum baggage weight is 100 lbs. Only FAA approved restraints
may be used to secure cargo to restraint net mounting brackets.
METEOROLOGICAL TERMINOLOGY
OAT - Outside Air Temperature is the free air static temperature. It
may be expressed in either degrees Celsius or degrees Fahrenheit.
Standard Temperature is 15° C at sea level pressure altitude and de-
creases by 2° C for every 1000 feet of altitude.
Pressure Altitude is the altitude read from an altimeter when the altime-
ter’s barometric scale has been set to 29.92 in. Hg.(1013 mb).
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Introduction ............................................................................ 2 - 3
Airspeed Limitations............................................................... 2 - 4
Airspeed Indicator Markings .................................................. 2 - 4
Power Plant Limitations ......................................................... 2 - 5
Power Plant Instrument Markings.......................................... 2 - 6
Weight Limits ......................................................................... 2 - 6
Center of Gravity Limits ......................................................... 2 - 7
Maneuver Limits..................................................................... 2 - 8
Flight Load Factors ................................................................ 2 - 8
Kinds of Operation Limits....................................................... 2 - 8
Icing........................................................................................ 2 - 8
Fuel Limitations...................................................................... 2 - 8
Other Limitations.................................................................... 2 - 9
Placards ............................................................................... 2 - 10
Kinds of Operational Equipment List ................................... 2 - 15
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and plac-
ards necessary for the safe operation of the airplane, its engine, stan-
dard systems, and standard equipment. The limitations included in this
section and in Section 9 (Supplements) have been approved by the
FAA. Observance of these limitations is required by the Federal Aviation
Regulations (FAR).
NOTE
Refer to Section 9 of this manual for amended operating limitations,
operating procedures, performance data, or other information neces-
sary for airplanes equipped with specific options.
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in Ta-
ble 2 - 1.
POWERPLANT LIMITATIONS
Engine manufacturer ................................... Teledyne Continental Motors
Engine Model.............................................................................IOF-240-B
Maximum Power.................................................... 125 BHP at 2800 RPM
Operations:
Maximum Engine Speed ...........................................................2800 RPM
Minimum Idle Speed....................................................................825 RPM
WARNING
Flight is prohibited if any FADEC HSA annunciators are illuminated.
Red Red
Green Arc Yellow Arc
Instrument Line Line
(NORMAL) (CAUTION)
(MIN) (MAX)
Tachometer (rpm) - 850 - 2800 - 2800
Percent Power (%BHP) - 0 - 100 - 101
Oil Temp (°F) - 100 - 220 221 - 239 240
11 - 29
Oil Pressure (psi) 10 30 - 60 98
61 - 97
Cylinder Head Temp (°F) 240 240 - 420 421 - 459 460
Fuel Pressure (psi) 19 25 - 98 20 - 24 99
Exhaust Gas Temp (°F) - 1000 - 1675 - -
Manifold Pressure (In Hg) - 15.0 - 29.5 29.6 - 35.0 -
Ammeter (amps) - 0 - 48 49 - 59 60
11.3 - 11.9
Voltmeter (volts) 11.2 12.0 - 14.3 14.7
14.4 - 14.6
WEIGHT LIMITS
Maximum ramp weight: 1653 lbs
Maximum takeoff weight: 1653 lbs
Maximum landing weight: 1653 lbs
Maximum weight in baggage compartment: 100 lbs
The datum plane, Station 0.0 (STN 0.0) is located 70.75 inches forward
of the vertical rollover hoop (edge of opening). See Figure 2 - 1 below.
MANEUVER LIMITS
This airplane is certified in the normal category, which is applicable to
airplanes intended for non-aerobatic operations. These include maneu-
vers incidental to normal flying, stalls, lazy eights, chandelles, and turns
in which the angle of bank does not exceed 60 degrees. No aerobatic
maneuvers, including spins, are authorized.
Normal Category Maneuvers and Recommended Entry Speeds:
Chandelle: 100 KIAS
Lazy Eight: 100 KIAS
Steep Turn: 100 KIAS
Stalls: Slow Deceleration
ICING
Flight into known icing conditions is prohibited.
OTHER LIMITATIONS
FLAP LIMITATIONS
Approved takeoff setting: 20°
Performance data is presented for Flaps 20° only.
Approved landing settings: 0°, 20°, 30°
Performance data is presented for Flaps 30° only.
No Intermediate flap settings are approved.
PLACARDS
The following information must be displayed in the form of panel overlay
or individual placards:
MANEUVERING SPEED
VA = 100 KNOTS
FUEL DRAIN
FUEL
TANK VENT
On center console:
NO SMOKING
On exterior lower edge of both canopies, upside down facing out (RED):
Vent panels are optional on aircraft. These placards are applicable only
if vent panels are present (placard will be on both canopy vent windows
(2 placards):
DO NOT REMOVE
OR ADD TO
TAIL BALLAST WEIGHT
One each on exterior port and starboard doors adjacent to the canopy
release lever (RED):
Exterior, on both wing flaps and interior, on top surface of fuel filler hose
cover inside the baggage area:
KINDS OF OPERATION
System, Instrument, VFR VFR IFR IFR
and/or Equipment DAY NIGHT DAY NIGHT
COMMUNICATION
(ATA-23)
Communications Radio
0 * X X
(VHF)
ELECTRICAL POWER
(ATA-24)
Battery (2) X X X X
Alternator X X X X
High Voltage/Discharge
0 0 0 0
Warning Lights
Voltmeter X X X X
Ammeter X X X X
FLIGHT CONTROLS
(ATA-27)
Flap System X X X X
Elevator Trim System X X X X
Elevator Trim Tab Indicator X X X X
Stall Warning Horn X X X X
Flap Indicator X X X X
FUEL (ATA-28)
KINDS OF OPERATION
System, Instrument, VFR VFR IFR IFR
and/or Equipment DAY NIGHT DAY NIGHT
ICE AND RAIN
PROTECTION (ATA-30)
Pitot Heat 0 0 X X
Engine Alternate Air System X X X X
Alternate Static Air Source 0 0 X X
INDICATING/RECORDING
SYSTEMS (ATA-31)
Clock 0 0 X X
Flight Hour Recorder 0 0 0 0
LIGHTS (ATA-33)
Cockpit and Instrument
0 X X X
(Required Illumination)
Anti-Collision Light System X X X X
Position Lights System X X X X
Landing Light 0 * * *
NAVIGATION (ATA-34)
Sensitive Altimeter X X X X
Airspeed Indicator X X X X
Magnetic Compass X X X X
Outside Air Temp 0 0 0 0
Attitude Indicator
0 0 X X
(Gyro Stabilized)
Directional Indicator
0 0 X X
(Gyro Stabilized)
Turn and Bank Indicator
0 0 X X
or Turn Coordinator
Vertical Speed Indicator 0 0 0 0
KINDS OF OPERATION
System, Instrument, VFR VFR IFR IFR
and/or Equipment DAY NIGHT DAY NIGHT
Navigation Radio (VHF) 0 * X X
Pitot Static System X X X X
ENGINE INDICATING
(ATA-77)
FADEC Health Status
X X X X
Annunciator (HSA)
Tachometer Indicator
X X X X
(Propeller)
Manifold Pressure Indicator 0 0 0 0
Cylinder Head Temp X X X X
Alt Fail Annunciator X X X X
ENGINE OIL (ATA-79)
Oil Temperature Indicator X X X X
Oil Pressure Indicator X X X X
Oil Quantity Indicator
X X X X
(Dipstick)
EQUIPMENT/
FURNISHINGS (ATA-25)
Lap and Shoulder Safety
X X X X
Restraints (each occupant)
Fire Extinguisher X X X X
Emergency Safety Hammer X X X X
ELT X X X X
Airplane Flight Manual X X X X
Windscreen Demist Cloth 0 0 X X
Cargo Net Restraint 0 0 0 0
* Ref. §91.205
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Introduction.............................................................................3 - 3
Airspeeds for Emergency Operations ....................................3 - 3
Ground Emergencies..............................................................3 - 4
Engine Fire During Start ..................................................3 - 4
Engine Failure During Takeoff Roll..................................3 - 4
In-Flight Emergencies ............................................................3 - 5
Engine Failure After Takeoff ............................................3 - 5
Engine Failure During Flight ............................................3 - 5
Engine Partial Power Loss...............................................3 - 6
Low Oil Pressure..............................................................3 - 6
Engine Fire During Flight .................................................3 - 7
Cabin Fire In Flight...........................................................3 - 8
Inadvertent Flight Into Icing Conditions .........................3 - 11
Inadvertent Flight Into IMC.............................................3 - 11
Suspected Lightning Strike During Flight.......................3 - 11
Door Open In Flight........................................................3 - 12
Spins ..............................................................................3 - 12
Landing Emergencies...........................................................3 - 13
Forced Landing (Engine Out) ........................................3 - 13
Ditching ..........................................................................3 - 14
Landing with a Flat Main Gear Tire................................3 - 15
Landing with a Flat Nose Tire ........................................3 - 15
Landing Without Elevator Control ..................................3 - 16
System Malfunctions ............................................................3 - 17
Engine Instruments System Malfunction .......................3 - 17
HSA Fault Light Indications............................................3 - 17
Electrical System Malfunctions ......................................3 - 19
Pitot Static Malfunction ..................................................3 - 21
INTRODUCTION
Section 3 provides checklists and amplified procedures for emergencies
that may occur. Emergencies caused by malfunctions are extremely
rare if proper maintenance and preflight inspection procedures are ob-
served. Enroute and weather emergencies can be minimized by careful
and conservative preflight planning and good judgment.
The phrase “land as soon as practical” means that flight may be contin-
ued to the next available airport, depending on weather conditions, the
severity of the emergency, etc.
Emergency procedures associated with avionics, and the ELT are found
in Section 9.
GROUND EMERGENCIES
ENGINE FIRE DURING START
1. Ignition Switch ......................................................................... START
Continue turning the engine over in attempt to obtain successful
start that will suck flame and accumulated fuel into engine.
If engine starts:
2. Power ................. 1700 RPM (for up to 2 minutes, if conditions allow)
3. Engine .........................................SHUT DOWN (inspect for damage)
If engine does NOT start:
4. Ignition Switch ......................................................................... START
5. Throttle ....................................................................FULL FORWARD
6. FADEC A and B PWR Switches................................................... OFF
7. Fuel Selector Valve ......................................OFF (lift knob to turn off)
8. Cranking ......................................................................... TERMINATE
9. Ignition Switch .............................................................................. OFF
10. Master Switch ............................................................................... OFF
11. Airplane ............................................................................EVACUATE
12. Fire ......................EXTINGUISH (use fire extinguisher as necessary)
13. Fire Damage........................................................................ INSPECT
IN-FLIGHT EMERGENCIES
ENGINE FAILURE AFTER TAKEOFF
1. Best Glide or Landing Speed (as appropriate) ................ESTABLISH
2. Flaps ...........................................................................AS REQUIRED
If time permits:
3. Ignition Switch.............................................................................. OFF
4. FADEC A and B PWR Switches .................................................. OFF
5. Master Switch .............................................................................. OFF
6. Throttle.........................................................................................IDLE
7. Fuel Selector Valve...................................... OFF (lift knob to turn off)
8. Seat Belts and Shoulder Harness.........................................SECURE
WARNING
Do not attempt to restart the engine after engine fire in flight.
NOTE
Electrical power is required for engine operation. Improper opera-
tion of electrical switches may cause immediate engine stoppage.
Two independent sources of electrical power are provided for engine
operation. It is important to understand their interactions. Details
are provided in Section 7 - Airplane & Systems Description.
If engine loses power after master switch is turned OFF, Master Switch
ON immediately and refer to Step 22.
WARNING
HSA EBAT FL and PPWR FL annunciators will illuminate. Engine
may continue to operate normally from the emergency battery for up
to 60 minutes if the battery is properly maintained and fully charged.
Plan to land well within 60 minutes from illumination of EBAT FL and
PPWR FL annunciators.
WARNING
Turning off FADEC PWR B switch when Master Switch is OFF will
cause immediate loss of engine power.
NOTE
If at any time during remainder of flight, the engine ceases to oper-
ate due to aircraft Secondary Power failure, it may be necessary to
turn the Master Switch ON and the FADEC Primary Power (PWR A)
ON if continued engine operation is needed. However, turning these
switches ON may result in recurrence of cabin smoke.
WARNING
Loss of engine power when master switch is turned off indicates
malfunction of FADEC PWR B circuit and/or FADEC backup battery.
Engine will be powered by airplane primary system only.
SPINS
If an inadvertent spin occurs, use the following recovery procedure:
1. Throttle ........................................................................................ IDLE
2. Ailerons............................................................................... NEUTRAL
3. Rudder....................................... APPLY AND HOLD FULL RUDDER
(opposite direction of rotation)
4. After Rudder Application ........................... MOVE STICK FORWARD
(to break stalled condition, at aft C.G. locations, full forward stick
may be required)
5. Neutralize Rudder ....................................MAKE SMOOTH PULL-UP
FROM THE RESULTING DIVE
6. Throttle ................... ADJUST FOR STRAIGHT AND LEVEL FLIGHT
NOTE
If disorientation makes determining direction of rotation difficult, refer
to the turn coordinator. It will be fully deflected in the direction of
rotation.
LANDING EMERGENCIES
FORCED LANDING (Engine Out)
If restart attempts have failed and a forced landing is unavoidable, select
a suitable field and prepare to land as described in the Forced Landing
(Engine Out) checklist. If time and altitude permits, transmit a Mayday
message on 121.5 mHz and set the transponder, if installed, to code
7700. Complete the checklist items to minimize the risk of fire after land-
ing. Before a forced landing, particularly in rough or mountainous ter-
rain, it is good safety practice to manual activate the ELT.
Plan to touch down approximately one third the way into the available
landing distance. Far less damage and risk of injury will result from
overrunning the far end of the field at low speed on the ground than from
potentially stalling into or short of the near end of the field at high speed
while still airborne.
1. Best Glide Speed .............................................................ESTABLISH
2. Radio............................................ TRANSMIT (121.5 mHz) MAYDAY
(giving location and intentions)
3. Transponder................................................................SQUAWK 7700
4. ELT (if off airport) ............................................................... ACTIVATE
5. Ignition Switch.............................................................................. OFF
6. FADEC A and B PWR Switches .................................................. OFF
7. Fuel Boost Pump Mode Switch.................................................... OFF
8. Throttle.........................................................................................IDLE
9. Fuel Selector Valve................................... OFF (lift knob to turn OFF)
10. Flaps (when field is made).............................AS REQUIRED OR 30°
11. Master Switch .............................................................................. OFF
12. Seat Belts and Shoulder Harness.........................................SECURE
WARNING
Flaps will not operate when Master Switch is OFF. Do not turn the
Master Switch OFF until after flaps have been set to their final de-
sired position and the landing is assured.
DITCHING
1. Best Glide Speed ............................................................ ESTABLISH
2. Radio ........................................... TRANSMIT (121.5 mHz) MAYDAY
(giving location and intentions)
3. Transponder ............................................................... SQUAWK 7700
4. ELT .................................................................................... ACTIVATE
5. Loose Objects....................................................SECURE (if possible)
6. Seat Belts and Shoulder Harness ........................................ SECURE
7. Flaps...............................................................................................30°
8. Power ........................ ESTABLISH 300 FPM DESCENT AT 65 KIAS
9. Approach ..........................................................................INTO WIND
(for high winds and heavy seas)
10. Approach ..................................................... PARALLEL TO SWELLS
(for light winds, heavy swells)
11. Touchdown ............................................................ LEVEL ATTITUDE
(At established rate of descent; avoid an excessive nose-high atti-
tude to prevent stalling into water.)
12. Airplane ............................................................................EVACUATE
(Through canopy doors. If necessary, open vent windows to flood
cabin and equalize pressure to allow doors to be opened. Use
safety hammer if necessary.)
13. Life Vests and Life Raft (if available).................................... INFLATE
(when clear of airplane)
NOTE
If no engine power is available, approach at 70 KIAS with flaps UP
or 65 KIAS with flaps at 30°.
CAUTION
Do not attempt to taxi airplane with flat main or nose gear tire.
SYSTEM MALFUNCTIONS
ENGINE INSTRUMENT SYSTEM MALFUNCTION
A blanking of the engine instruments display may indicate a malfunction
of the engine instruments system. Blanking of the engine instruments
system will not affect engine performance or continued engine opera-
tion. FADEC control of the engine is unaffected by the engine instru-
ment system status. The FADEC HSA system will continue to provide
the pilot with engine health and status information for continued flight to
the nearest suitable airport. Refer to the HSA Fault Light Indications
section of this manual as required to determine engine status.
WARNING
Engine may continue to operate normally from the emergency bat-
tery for up to 60 minutes if the emergency battery is properly main-
tained and fully charged. Plan to land well within 60 minutes from
illumination of EBAT FL and PPWR FL annunciators.
WARNING
Illumination of only the EBAT FL annunciator may indicate failure of
the emergency battery. Should the alternator also fail, the engine
will only be powered by the primary battery, which is also affected by
other electrical loads.
WARNING
Illumination of the red FADEC WARN annunciator light is to be
treated as a potential for partial or total loss of engine power - critical
condition with imminent partial or total loss of engine power.
WARNING
Illumination of the yellow FADEC CAUTION annunciator indicates a
fault in the FADEC system has occurred. A second fault could result
in partial or total loss of engine power.
WARNING
After loss or shutdown of alternator, EBAT FL and PPWR FL annun-
ciators may illuminate. Engine may continue to operate normally
from the emergency battery for up to 60 minutes if the battery is
properly maintained and fully charged. Plan to land well within 60
minutes from illumination of EBAT FL and PPWR FL annunciators.
WARNING
After loss or shutdown of alternator, EBAT FL and PPWR FL annun-
ciators may illuminate. Engine may continue to operate normally
from the emergency battery for up to 60 minutes if the battery is
properly maintained and fully charged. Plan to land well within 60
minutes from illumination of EBAT FL and PPWR FL annunciators.
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Introduction ............................................................................ 4 - 3
Airspeeds for Normal Operations .......................................... 4 - 3
Preflight Preparation .............................................................. 4 - 4
Preflight Inspection ................................................................ 4 - 4
Before Starting Engine......................................................... 4 - 10
Starting Engine .................................................................... 4 - 11
Before Taxiing...................................................................... 4 - 13
Taxiing ................................................................................. 4 - 13
Engine Runup ...................................................................... 4 - 14
Before Takeoff ..................................................................... 4 - 16
Takeoff ................................................................................. 4 - 17
Normal Takeoff.............................................................. 4 - 17
Soft/Rough Field Takeoff............................................... 4 - 17
Climb .................................................................................... 4 - 18
Cruise................................................................................... 4 - 18
Descent................................................................................ 4 - 18
Before Landing..................................................................... 4 - 19
Landing ................................................................................ 4 - 20
Normal Landing ............................................................. 4 - 20
Short Field Landing ....................................................... 4 - 20
Soft/Rough Field Landing.............................................. 4 - 21
Crosswind Landing........................................................ 4 - 21
Balked Landing .................................................................... 4 - 22
After Landing........................................................................ 4 - 22
Shutdown ............................................................................. 4 - 23
Securing Airplane................................................................. 4 - 24
INTRODUCTION
This section includes amplified information and procedures considered es-
sential for normal operation of the Liberty XL2 airplane.
WARNING
DO NOT ENTER OR EXIT THE AIRCRAFT WITH THE PROPELLER
RUNNING.
PREFLIGHT PREPARATION
1. Airplane ................AIRWORTHY, REQD DOCUMENTS ON BOARD
2. Weather ..............................................................................SUITABLE
3. Baggage ..........................................WEIGHED, STOWED, SECURE
4. Weight and C.G. .........................................................WITHIN LIMITS
5. Navigation........................................................................... PLANNED
6. Charts and Navigation Equipment....................................ON BOARD
7. Performance and Range ............................. COMPUTED AND SAFE
PREFLIGHT INSPECTION
Preflight inspection path, starting in cockpit, then out and around aircraft
in clockwise direction, ending back in the cockpit.
CAUTION
Do not step on flap when entering or leaving the cockpit
1. COCKPIT
a. Seat Belt ........ RELEASE, IF USED TO SECURE CONTROL STICK
b. Airplane Flight Manual ..................................................... AVAILABLE
c. Airplane Documents....................................................AS REQUIRED
d. Weight and Balance................................................................ CHECK
e. Ignition Switch.............................................................................. OFF
f. FADEC PWR A and B switches................................................... OFF
g. Avionics Master Switch ................................................................ OFF
h. Fuel Boost Pump Mode Switch......................... OFF (center position)
i. Battery Master Switch .................................................................... ON
j. Fuel Quantity Indicator......................CHECK (fuel sufficient for flight)
k. Voltmeter............................................................ CHECK (11.4V MIN)
l. Annunciator Test Switch .................. PRESS (verify annunciators on)
m. Pitot Heat Switch............................................................................ ON
n. Flaps ......................................................EXTEND FULL DOWN (30°)
o. Trim ...........................................................................SET (mid-range)
p. Fuel Selector Valve..................ON (check positive ON safety detent)
q. Lights ................................................................CHECK OPERATION
r. Pitot Blade...................................................................CHECK WARM
s. Stall Warning Vane ..............PULL UP (check audible voice warning)
t. Pitot Heat Switch.......................................................................... OFF
u. Battery Master Switch .................................................................. OFF
v. Fire Extinguisher .............................................................. AVAILABLE
w. Emergency Egress Hammer............................................ AVAILABLE
WARNING
Ensure that the airplane master switch, FADEC PWR A and B
switches, and ignition switch are off before approaching or moving
propeller. Engine may start if any or all of above switches are on
and propeller is moved.
7. EMPENNAGE
a. Right Stabilator Pin, Nut, and Cotter Pins.......................... SECURED
b. Right Stabilator ......... CONDITION, SECURITY, FREE MOVEMENT
c. Right Trim Tab .....CONDITION, SECURITY, FREE AND CORRECT
MOVEMENT (hinge pins secured at both ends)
d. Vertical Stabilizer ............................................................ CONDITION
e. Rudder Gust Lock ................................................................ REMOVE
f. Rudder ...........................................CONDITION, FREE MOVEMENT
g. Rudder Trim Tab (if installed) ..................... CONDITION, SECURITY
h. Rudder Hinge and Pin................................. CONDITION, SECURITY
(hinge pin secured at both ends)
i. Tie-down Rope..................................................................... REMOVE
j. Left Trim Tab........CONDITION, SECURITY, FREE AND CORRECT
MOVEMENT (hinge pins secured at both ends)
STARTING ENGINE
If the aircraft has been exposed to temperatures below -7°C / 20°F for
more than 2 hours, preheating is required. If engine does not start on
the first try, allow 2 minutes for the starter to cool before trying again.
WARNING
If an abnormal HSA indication is observed during any operational
check, takeoff is prohibited. Abort flight and notify maintenance. Do
not attempt flight until the discrepancy has been corrected.
BEFORE TAXIING
1. HSA........................................ CHECK ALL LAMPS EXTINGUISHED
2. Avionics Master Switch .................................................................. ON
3. Radios/Avionics ..........................................................AS REQUIRED
4. Lights ..........................................................................AS REQUIRED
5. Air Vents .....................................................................AS REQUIRED
6. Flaps ........................................................................................UP (0°)
TAXIING
When taxiing, maintain directional control using differential braking. Use
the rudder only to assist during gusty wind conditions.
NOTE
During all ground operations, a hand must be kept near the finger
brake and throttle controls. Keep all taxi speeds to a minimum.
Never exceed a brisk walking pace.
ENGINE RUNUP
WARNING
If any rpm drop or engine surge occurs during the FADEC primary
(PWR A) and secondary (PWR B) power transfer check, takeoff is
prohibited. Abort flight and notify maintenance. Do not attempt
flight until discrepancy has been corrected.
BEFORE TAKEOFF
WARNING
If any abnormal HSA indications are observed after all operational
checks are complete, takeoff is prohibited. Abort flight and notify
maintenance. Do not attempt flight until the discrepancy has been
corrected.
TAKEOFF
Power check: check the full-throttle engine operation early in the takeoff
run. The engine should turn approximately 2400 RPM and all engine
instruments should read in the green. Abort takeoff at any sign of rough
engine operation, sluggish acceleration, or abnormal annunciation.
Flap setting: the only approved flap setting for takeoff is 20°. Takeoff
data is only presented for flaps 20°.
Soft or rough field takeoffs are performed by lifting the airplane off the
ground as soon as practical. For takeoff on gravel or other rough sur-
face apply throttle slowly to allow for debris to be blown behind the pro-
peller rather than pulled up into it.
NORMAL TAKEOFF
1. Heading Indicator................................. VERIFY RUNWAY HEADING
2. Throttle.................................................................... FULL FORWARD
3. WOT Annunciator .............................................................CHECK ON
4. Engine Instruments ................................................................. CHECK
5. Brakes...........................................RELEASE (steer with rudder only)
6. Elevator Control ............................. LIFT NOSE WHEEL (at 55 KIAS)
7. Takeoff Safety Speed ........................... ATTAIN (65 KIAS or greater)
8. Flaps ..............................................UP (at safe altitude and airspeed)
9. Climb Speed .................................... ACCELERATE TO 80 - 85 KIAS
CLIMB
Normal climbs are performed with full power and flaps up (0°) at speeds
5 - 10 knots faster than best rate-of-climb speed.
1. Throttle ....................................................................FULL FORWARD
2. WOT Annunciator ............................................................. CHECK ON
3. Airspeed ..........................................................................80 - 85 KIAS
CRUISE
CAUTION
Never cruise at full throttle (WOT annunciator illuminated). This will
prevent engine fuel flow optimization and significantly reduce range.
DESCENT
1. Power ......................................................................... AS REQUIRED
2. Elevator Trim ............................................... ADJUST AS REQUIRED
3. Engine Instruments and HSA .................................... CHECK OFTEN
BEFORE LANDING
1. Fuel Quantity.....................................................CHECK SUFFICIENT
2. Fuel Boost Pump Mode Switch.................................... CHECK AUTO
3. Brakes..............................................VERIFY PARKING BRAKE OFF
4. Fuel Selector Valve.......................................................... VERIFY ON
5. Flaps ............................................. AS DESIRED (at 80 KIAS or less)
6. Lights ..........................................................................AS REQUIRED
7. Seat Belts and Harnesses ................................................. SECURED
LANDING
Final approach airspeed is based on flap setting, stall speed at that flap
setting, and other considerations such as traffic flow, airfield length, and
possible wind gust factors.
The throttle should be smoothly reduced to idle upon entering the land-
ing flare, and touchdown should be made at minimum speed on the
main wheels. Maintaining back pressure to hold the nose up will provide
considerable aerodynamic braking, and will reduce wear on the main
gear and brakes. Lower the nose gently to the runway when it begins to
settle on its own accord, then use minimum required braking. Be pre-
pared to use differential braking for ground steering.
NORMAL LANDING
1. Airspeed ......................................................... 75 - 80 KIAS (flaps up)
2. Flaps..............................................AS DESIRED (at 80 KIAS or less)
3. Airspeed ........................................................ 70 - 75 KIAS (flaps 20°)
4. Airspeed ........................................................ 65 - 70 KIAS (flaps 30°)
5. Touchdown ..................................................... MAIN WHEELS FIRST
6. Elevator Control........................................... LOWER NOSE GENTLY
7. Brakes .............................................................MINIMUM REQUIRED
CROSSWIND LANDING
1. Airspeed.......................................................................... 80 - 85 KIAS
(flaps up, during initial alignment with runway)
2. Flaps ......................MINIMUM REQUIRED FOR RUNWAY LENGTH
3. Final Approach.........USE CRAB OR FORWARD SLIP TECHNIQUE
AS REQUIRED
4. Airspeed.......................................................................... 70 - 80 KIAS
5. During Landing..... LOWER UPWIND WING (to compensate for drift)
(use rudder to align heading with runway)
6. Touchdown ........................................UPWIND MAIN WHEEL FIRST
7. Elevator Control ...........................................LOWER NOSE GENTLY
8. Aileron, Rudder ...........................................................AS REQUIRED
TO MAINTAIN STRAIGHT ROLLOUT
9. Brakes............................................................STEER WITH BRAKES
AS RUDDER BECOMES INEFFECTIVE
BALKED LANDING
1. Throttle ............................................................................ FULL OPEN
2. WOT Annunciator ............................................................. CHECK ON
3. Airspeed .................................................................................65 KIAS
4. Flaps............................................................. RAISE SLOWLY TO UP
5. Best Angle of Climb Speed .............................ESTABLISH (70 KIAS)
6. Climb Speed (at safe altitude) ............... ACCELERATE 80 - 85 KIAS
AFTER LANDING
1. Flaps........................................ RETRACT (after clearing the runway)
2. Throttle ..................................................... AS REQUIRED FOR TAXI
Allow a minimum of 3 minutes at or near idle before engine shut-
down. (Low speed taxi may be considered engine idle operation.)
3. Anti-collision/Navigation Lights..................................................... OFF
4. Landing Light .............................................................. AS REQUIRED
NOTE
During all ground operations, a hand must be kept near the finger
brake and throttle controls. Keep all taxi speeds to a minimum.
Never exceed a brisk walking pace.
SHUTDOWN
WARNING
If any abnormal HSA indications are observed after flight, or if the
engine loses rpm when the fuel boost pump mode switch is turned
off, advise maintenance immediately. Further flight is prohibited un-
til the discrepancy has been corrected.
CAUTION
If the secondary power (PWR B) switch is left in the ON position af-
ter engine shutdown, the aircraft’s backup battery will discharge and
be drained of power. Be sure to turn the primary (PWR A) and sec-
ondary (PWR B) switches OFF after engine shutdown.
SECURING AIRPLANE
1. Wheels............................................................................... CHOCKED
2. Control Stick ............................................ SECURED BY SEAT BELT
3. Pitot Cover................................................................ ON (as required)
4. Rudder Gust Lock .................................................... ON (as required)
5. Wings and Tail...................................................................TIE-DOWN
6. Doors ..........................................................CLOSED AND LATCHED
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
Introduction ............................................................................ 5 - 3
Airspeed Calibration............................................................... 5 - 4
Normal Static Source ...................................................... 5 - 4
Alternate Static Source.................................................... 5 - 5
Crosswind Component Graph ............................................... 5 - 6
Stall Speeds........................................................................... 5 - 7
Temperature Chart................................................................. 5 - 8
Takeoff Distance .................................................................... 5 - 9
Maximum Rate of Climb ...................................................... 5 - 11
Maximum Climb Gradient .................................................... 5 - 12
Balked Landing Rate of Climb ............................................. 5 - 13
Balked Landing Climb Gradient ........................................... 5 - 14
Landing Distance ................................................................. 5 - 15
Best Glide Speed and Distance........................................... 5 - 17
Noise Characteristics / Abatement ...................................... 5 - 18
INTRODUCTION
This section contains information describing the performance of the Lib-
erty XL2 airplane throughout its flight envelope.
Performance information presented in this section is based on data ob-
tained by flight tests. No unusual pilot techniques were used, or are re-
quired to obtain published performance. Flight test data were obtained
using a new aircraft and engine equipped with a representative selection
of optional equipment, including avionics and antennas.
All data is applicable to aircraft with and without wheel fairings installed.
CAUTION
Achievement of published performance requires pilot compliance
with all conditions called out in individual performance charts and/or
tables.
AIRSPEED CALIBRATION
Normal Static Source
Conditions:
Power .......................................................................for level flight
Weight ........................................................................... 1653 LBS
Note:
• Indicated airspeed values do not include instrument error.
KCAS
KIAS Flaps
0° 20° 30°
40 - - 44
50 54 54 54
60 64 63 63
70 73 72 72
80 83 81 81
90 92 - -
100 101 - -
110 110 - -
120 120 - -
130 129 - -
140 138 - -
150 146 - -
160 155 - -
AIRSPEED CALIBRATION
Alternate Static Source
Conditions:
Power ....................................................................... for level flight
Weight........................................................................... 1653 LBS
Vents ................................................................................... OPEN
Note:
• Indicated airspeed values do not include instrument error.
KCAS
KIAS Flaps
0° 20° 30°
40 - - 39
50 49 49 49
60 58 60 60
70 68 70 70
80 77 79 79
90 86 - -
100 95 - -
110 104 - -
120 113 - -
130 122 - -
140 130 - -
150 138 - -
160 147 - -
STALL SPEEDS
Conditions:
Weight........................................................................... 1653 LBS
C.G........................................ Most Forward for Maximum Weight
Power .......................................................................................Idle
Bank Angle...........................................................................Noted
STALL SPEEDS
Bank
Weight
Angle Flaps 0° Flaps Flaps 30°
LBS
(Deg) Full Up 20° Full Down
KIAS KCAS KIAS KCAS KIAS KCAS
0 51 55 43 47 41 45
15 52 56 44 48 42 46
1653 30 55 59 47 51 44 48
45 61 65 53 56 50 54
60 75 78 64 66 62 64
TEMPERATURE CHART
This graph provides information on standard temperatures to be ex-
pected at various cruise altitudes. In addition, the temperature axis of
the chart may be used to convert between Fahrenheit and Celsius tem-
perature values.
Enter the graph at the desired altitude on the left and read across until
reaching the desired diagonal temperature line. Read down to obtain
temperature at the specified altitude in degrees C or F.
Press ISA - 20°C ISA - 10°C ISA ISA + 10°C ISA + 30°C
Alt
FT °C °F °C °F °C °F °C °F °C °F
SL -5 23 5 41 15 59 25 77 45 113
1000 -7 19 3 37 13 55 23 73 43 109
2000 -9 16 1 34 11 52 21 70 41 106
3000 -11 12 -1 30 9 48 19 66 39 102
4000 -13 9 -3 27 7 45 17 63 37 99
5000 -15 5 -5 23 5 41 15 59 35 95
6000 -17 1 -7 19 3 37 13 55 33 91
7000 -19 -2 -9 16 1 34 11 52 31 88
8000 -21 -6 -11 12 -1 30 9 48 29 84
9000 -23 -9 -13 9 -3 27 7 45 27 81
10000 -25 -13 -15 5 -5 23 5 41 25 77
11000 -27 -17 -17 1 -7 19 3 37 23 73
12000 -29 -20 -19 -2 -9 16 1 34 21 70
13000 -31 -24 -21 -6 -11 12 -1 30 19 66
14000 -33 -27 -23 -9 -13 9 -3 27 17 63
TAKEOFF DISTANCE
Begin the flight planning process by confirming that runway length is
adequate for takeoff based on gross weight, altitude, and temperature.
Use correction factors provided in the following notes to compensate for
headwind or tailwind components and temperature deviations. Normal
takeoff assumes acceleration to best rate of climb airspeed.
Conditions:
Winds ..................................................................................... Zero
Runway .............................................................Dry, Level, Paved
Weight........................................................................... 1653 LBS
Flaps ........................................................................................ 20°
Rotation Speed ................................................................ 55 KIAS
Speed at 50 ft above takeoff surface ............................... 65 KIAS
Power ................................... Full Throttle (WOT annunciator ON)
Prior to brake release
Notes:
• Increase distances 15% when CHT’s are 420°F or greater.
• To be conservative, use the distance for the next higher
Pressure Altitude or Temperature than actual. For example,
at a pressure altitude of 475 ft and temperature of 4°C use
the takeoff distance for a pressure altitude of 1000 ft and
temperature of 10°C.
• Decrease distances 10% for each 12 knots headwind com-
ponent. For operation with tailwind component, up to 10
knots, increase distances 10% for each 2 knots.
• For operation on dry grass runways, increase “gnd roll” dis-
tances by 15%.
• For operation in air colder than this table provides, use cold-
est data shown.
• For operation in air warmer than this table provides, use
extreme caution.
• Data was derived from actual flight testing and does not in-
clude data for any altitude where the temperature is below
ISA -20° or above ISA +30°.
TAKEOFF DISTANCE
Rotation Speed: 55 KIAS Flaps 20° Speed at 50 ft: 65 KIAS
Press
Distance Temperature - °C
Alt
FT FT 0 10 20 30 40 ISA
Gnd Roll 704 781 864 953 1047 822
SL
Over 50FT 1284 1423 1571 1729 1897 1496
Gnd Roll 770 855 945 1042 1145 881
1000
Over 50FT 1399 1551 1713 1885 2068 1598
Gnd Roll 838 930 1029 1134 1246 940
2000
Over 50FT 1519 1684 1859 2046 2245 1701
Gnd Roll 918 1019 1127 1243 1009
3000
Over 50FT 1659 1838 2030 2234 1820
Gnd Roll 1002 1112 1229 1355 1078
4000
Over 50FT 1803 1998 2207 2428 1939
Gnd Roll 1098 1219 1348 1486 1158
5000
Over 50FT 1971 2184 2412 2654 2076
Gnd Roll 1199 1331 1472 1622 1238
6000
Over 50FT 2144 2376 2624 2888 2212
Gnd Roll 1345 1493 1651 1820 1360
7000
Over 50FT 2397 2657 2934 3228 2422
Gnd Roll 1497 1662 1838 1481
8000
Over 50FT 2659 2947 3255 2632
Gnd Roll 1680 1865 2063 1627
9000
Over 50FT 2974 3296 3640 2882
Gnd Roll 1871 2077 2296 1773
10000
Over 50FT 3301 3659 4040 3132
LANDING DISTANCE
Landing performance charts are based on the airplane crossing the run-
way threshold at 50 ft AGL and at the indicated airspeed specified in the
chart.
Conditions:
Winds ..................................................................................... Zero
Runway .............................................................Dry, Level, Paved
Weight........................................................................... 1653 LBS
Flaps .................................................................... Full Down (30°)
Power .................................................................................... IDLE
Braking........................................................................... Moderate
Speed at 50 ft above landing surface .............................. 65 KIAS
Notes:
• To be conservative, use the distance for the next higher
Pressure Altitude or Temperature than actual. For example,
at a pressure altitude of 475 ft and temperature of 4°C use
the takeoff distance for a pressure altitude of 1000 ft and
temperature of 10°C.
• Decrease distances 10% for each 12 knots headwind com-
ponent. For operation with tailwind component, up to 10
knots, increase distances 10% for each 2 knots.
• For operation on dry grass runways, increase “gnd roll” dis-
tances by 15%.
• For operation in air colder than this table provides, use cold-
est data shown.
• For operation in air warmer than this table provides, use
extreme caution.
• Data was derived from actual flight testing and does not in-
clude data for any altitude where the temperature is below
ISA -20° or above ISA +30°.
LANDING DISTANCE
Speed at 50 ft: 65 KIAS Flaps 30°
Press
Distance Temperature - °C
Alt
FT FT 0 10 20 30 40 ISA
Gnd Roll 797 826 856 885 914 841
SL
Over 50FT 1457 1498 1539 1580 1620 1519
Gnd Roll 827 857 887 918 948 867
1000
Over 50FT 1499 1541 1584 1626 1668 1555
Gnd Roll 857 888 920 951 983 892
2000
Over 50FT 1542 1585 1629 1672 1716 1590
Gnd Roll 890 922 955 988 920
3000
Over 50FT 1587 1632 1677 1722 1628
Gnd Roll 923 957 991 1024 947
4000
Over 50FT 1633 1680 1726 1773 1666
Gnd Roll 959 994 1029 1064 977
5000
Over 50FT 1682 1730 1778 1827 1707
Gnd Roll 995 1031 1068 1104 1006
6000
Over 50FT 1732 1781 1831 1881 1747
Gnd Roll 1055 1094 1133 1171 1059
7000
Over 50FT 1822 1875 1927 1979 1827
Gnd Roll 1116 1157 1199 1113
8000
Over 50FT 1913 1968 2023 1907
Gnd Roll 1184 1227 1271 1171
9000
Over 50FT 2012 2070 2128 1994
Gnd Roll 1253 1298 1344 1229
10000
Over 50FT 2112 2174 2235 2081
10000
9000
8000
7000
Altitude Loss
6000
5000
4000
3000
2000
1000
0
0 2 4 6 8 10 12 14 16 18 20
Miles
WARNING
No allowance included for landing pattern, any turns and/or devia-
tions from correct glide speed will reduce glide distance.
NOISE CHARACTERISTICS
The certificated noise level for the Liberty XL2 established in accordance
with FAR 36 Appendix G, through Amendment 24 is:
74.6 dB(A)
No determination has been made by the Federal Aviation Administration
that the noise levels of this airplane are or should be acceptable or un-
acceptable for operation at, into, or out of, any airport.
SECTION 6
TABLE OF CONTENTS
Introduction ............................................................................ 6 - 3
Airplane Weighing Procedures .............................................. 6 - 4
Determining Airplane Weight & Balance................................ 6 - 7
Calculation of C.G. in Terms of Station ................................. 6 - 9
Airplane Weighing Record ................................................... 6 - 10
Empty Center of Gravity Calculation.................................... 6 - 10
Center of Gravity Limits ....................................................... 6 - 11
Airplane Loading Diagram ................................................... 6 - 12
Loading Graph ..................................................................... 6 - 13
Loading Chart ...................................................................... 6 - 14
Airplane Loading Worksheet................................................ 6 - 15
Loaded Airplane Total Moment Limitations ......................... 6 - 16
Loaded Airplane C.G. (ARM) Limitations............................. 6 - 17
Record of Weight and Balance Changes............................. 6 - 18
INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. When this moment is divided by the
airplane weight, the result is the moment arm of center of gravity location
(C.G.). Sample forms are provided for reference, and may be photocop-
ied as required. Procedures for calculating weight and moment, and
ensuring compliance with aircraft limitations, are also included. A com-
prehensive list of standard and optional equipment available for this air-
plane is provided at the back of this section.
WARNING
It is the responsibility of the pilot-in-command to ensure that the air-
plane is loaded properly. Operation outside of prescribed weight
and balance limitations could result in an accident and serious or
fatal injury.
WEIGHING
Required Equipment:
• Three mechanical or electrical scales, minimum capacity 800 lbs
each main gear, and 500 lbs nose gear.
• Ramps to roll airplane onto scales; chocks to secure airplane wheels
on scales; shim material to level airplane.
Procedure:
NOTE
Weighing must be carried out indoors and in a location free from air
currents.
d. Ensure flaps are retracted and all flight controls are in neutral posi-
tion.
e. Roll airplane onto scales. Ensure that nose wheel is centered and
that main wheel legs do not exert any side loads on scales. Close
both canopy doors. Chock all wheels securely. NOTE: tare weight
of chocks must be subtracted from airplane wheel weights.
NOTE
Shim materials may be used either on or under scales for leveling.
If used on scales, tare weight of shim materials must be subtracted
from airplane wheel weights. Make the last “fine adjustments” to
achieve perfect level by letting small amounts of air out of the air-
plane tires.
For calculating the aircraft weight and center of gravity, the distance be-
tween the XL2’s nose wheel and main wheels is 57.51 inches
(measurement ‘y’), with the midpoint being 28.75 inches (Figure 6-1).
The distance between the centerline of the two main gears is 70.36
inches, or 35.18 inches from centerline of each main wheel to centerline
of airplane (Figure 1-1).
1. Preparation:
a. Inflate tires to recommended operating pressures.
b. Service brake reservoir.
c. Remove the fuel tank sump drain fittings and fuel gascolator
valve drain plug to drain all fuel.
d. Service engine oil.
e. Raise flaps up.
f. Place all control surfaces in neutral position.
g. Verify equipment installation and location by comparison to
equipment list.
h. Tare the scales.
2. Leveling:
a. Place scales under each wheel (scale capacity, 500 lbs nose,
1000 lbs each main).
b. Level longitudinally with a spirit level placed on the pilot doorsill
and laterally with a spirit level placed across the doorsills. Alter-
nately, level airplane by sighting the forward and aft tool holes
along waterline 50.0. Shim underneath scales as required to
attain proper level.
3. Weighing:
a. With the airplane level, doors closed, and brakes released, re-
cord the weight shown on each scale.
4. Multiply the weight for each main wheel by its distance aft of the ref-
erence datum. This is the wheel moment. Multiply the weight for
the nose wheel by its distance aft of the reference datum. This is
the nose wheel moment.
Moment (in.lbs.) = Net Weight (lbs.) x Arm (in.)
5. Calculate and record the as-weighed moment by totaling the appro-
priate columns.
6. Determine and record the as-weighed C.G. in inches aft of datum
using the following formula:
C.G. (in.) = Total Moment (in.lbs.) ÷ Total Weight (lbs.)
5. Add or subtract any items not included in the as-weighed condition
to determine the empty condition. Application of the above C.G.
formula will determine the C.G. for this condition.
6. Add the correction for engine oil (15 lbs at STN 38.09), if the air-
plane was weighed with oil drained. Add the correction for unusable
fuel (9.0 lbs at STN 101.80) to determine the Basic Empty Weight
C.G. by applying the above C.G. formula.
7. Record the new weight and C.G. values on the Weight and Balance
Record (Figure 6-1).
The above procedure determines the airplane Basic Empty Weight, mo-
ment, and center of gravity in inches aft of datum. Add all three mo-
ments together (left and right main wheel or jack point plus nose wheel).
This is the (empty airplane) total moment. Divide the total moment by
the total empty weight (sum of left, right, and nose wheel weights). The
result, expressed in inches aft of the reference datum, is the location of
the empty airplane’s center of gravity.
NOTE
To reduce the number of digits in calculations, it is acceptable to
divide moments by 1000, and express them as “moment/1000.”
Care must be exercised to maintain consistency throughout all cal-
culations.
X ARM Moment/
Individual
Item (inches aft 1000
Wt (lbs)
of datum) (in.lbs.)
L Main (L) 95.60
R Main (R) 95.60
Nose (N) 38.09
Total Wt
Total
Moment/
1000
Total Moment/1000 Divided by
Total Wt (ARM = empty A/C
center of gravity)
LOADING GRAPH
To determine the moment/1000 for the pilot and copilot, fuel, and bag-
gage, enter the graph at the actual weight of each item at the left. Read
across to the diagonal line for that item (pilot/copilot, fuel, or baggage),
then read down to determine the moment/1000.
50 0
PILOT/COPILOT
400
W eig h t - Po u n d s
300
200
FUEL
BAGGAGE
10 0
0
0 5 10 15 20 25 30 35 40
Moment/1000
LOADING CHART
Use the following chart to determine the moment/1000 for fuel and pay-
load items to complete Airplane Loading Worksheet (Table 6-4).
Total Moment
÷1000
Loaded C.G.
Location
1700
1600
Weight - Pounds
1500
1400
1300
1200
1100
90 100 110 120 130 140 150
Mom ent/1000
Moment/1000
Wt (lbs)
Minimum Maximum
1200 99 104
1250 103 108
1300 107 113
1350 111 117
1400 115 121
1450 119 126
1500 123 130
1550 127 134
1600 132 139
1653 138 143
SECTION 7
TABLE OF CONTENTS
Introduction ............................................................................ 7 - 5
Airframe ................................................................................. 7 - 6
Wing Flaps ............................................................................. 7 - 7
Flap Position Switch ........................................................ 7 - 7
Primary Flight Controls .......................................................... 7 - 8
Pitch Control System....................................................... 7 - 8
Roll Control System......................................................... 7 - 9
Yaw Control System...................................................... 7 - 10
Trim System......................................................................... 7 - 11
Pitch Trim Switch and Indicator..................................... 7 - 12
Airplane Cabin / Flight Deck Arrangement .......................... 7 - 13
Entrance Doors / Windows............................................ 7 - 13
Instrument Panel ........................................................... 7 - 14
Center Console ............................................................. 7 - 15
Baggage Compartment ................................................. 7 - 15
Seats ............................................................................. 7 - 16
Reference Eye Position................................................. 7 - 17
Cabin Safety Equipment................................................ 7 - 18
Landing Gear ....................................................................... 7 - 19
Main Gear...................................................................... 7 - 19
Nose Gear ..................................................................... 7 - 19
Brake System ................................................................ 7 - 20
Engine.................................................................................. 7 - 21
FADEC System ............................................................. 7 - 21
FADEC Ignition System................................................. 7 - 25
FADEC Fuel Injection System....................................... 7 - 26
Engine Oil System......................................................... 7 - 28
Engine Cooling .............................................................. 7 - 29
INTRODUCTION
This section describes the construction of the airplane and the construc-
tion, layout, and operation of its systems. Some of the equipment de-
scribed in this section is optional, and may not be installed in all air-
planes.
AIRFRAME
The Liberty XL-2 is a two-place airplane of typical low-wing configura-
tion. Seating is side by side.
The wings are of conventional semimonocoque aluminum construction,
and consist of main and rear spars, ribs, stringers, and skins. Single-
slotted flaps of aluminum construction, consisting of a spar, ribs, and
skins, are attached to the inboard rear of each wing by three hinges
each. Aluminum ailerons, consisting of a spar, ribs, skins, and inboard
and outboard mass balance weight assemblies, are attached to the out-
board rear of each wing by two lower surface hinges.
WING FLAPS
Large single-slotted flaps are installed on each wing. Each is supported
by three hinges offset below the wing lower surface.
TRIM SYSTEM
A trim tab is hinged to the rear spar of each horizontal stabilator. These
tabs are geared to move in the same direction as the stabilators them-
selves, thus providing an "anti-servo" effect and generating consistent
pitch control forces for the pilot.
The trim tabs are connected, via link rods and a linkage which moves
about the stabilator torque tube at the stabilator root rib, to an electric
screw-jack actuator in the lower aft fuselage. This allows the pilot to set
the neutral or faired position of the trim tabs to correspond with any de-
sired angle of the stabilators, thus providing an aircraft pitch trim func-
tion.
INSTRUMENT PANEL
The XL2 instrument panel is subdivided into the upper left area, which
contains the flight instruments (pitot-static and gyro instruments); the
lower left area, containing essential switches and the integrated engine
instrument display system, described later in this section; center areas,
containing the avionics “stack,” the circuit breaker panel, and the cockpit
center console, containing the throttle, brake levers, trim control switch
and indicator, and fuel shutoff valve.
The six primary flight instruments are installed in the “standard T” ar-
rangement directly in-front of the pilot. The arrangement comprises six
primary instruments: airspeed indicator, attitude indicator, altimeter, turn
coordinator, directional gyro (heading indicator), and vertical speed indi-
cator. The picture below is for reference only and is not intended to rep-
resent actual locations or availability of equipment shown.
CENTER CONSOLE
The center console panel, a small angled panel, directly below the avi-
onics stack, accommodates the fuel pump mode switch, engine alternate
induction air control, and trim indicator.
The center console between the pilot and passenger seat contains the
throttle lever, two brake levers (for left and right wheel brakes) incorpo-
rating a parking brake device, the electric pitch trim switch and indicator,
and the emergency fuel shutoff valve.
BAGGAGE COMPARTMENT
The baggage compartment is contiguous with the passenger cabin, and
extends from aft of the seatbacks to the rear baggage compartment
bulkhead. The seat backs are sculpted to allow ease of access to the 4’
x 3’ x 2’ baggage area. Maximum allowable baggage weight is 100
pounds. The loads should be distributed over the baggage bay area at
a maximum 29 lbs/ft2. Reduced weights may be required to conform to
aircraft weight and balance limitations.
NOTE
It is the pilot’s responsibility to ensure the baggage bay is loaded at
and around the center of gravity (refer to Section 6 - Weight and Bal-
ance).
SEATS
The XL2’s seats are integral to the fuselage structure, and are not ad-
justable. (The pilot and copilot rudder pedals are adjustable, in-flight or
on the ground.) The cushions are secured to the seats by hook-and-
loop (“Velcro”) fasteners. Ensure cushions do not obstruct flight
controls.
LANDING GEAR
MAIN GEAR
The XL2 has fixed tricycle landing gear. The main gear legs are fabri-
cated from heat-treated aluminum alloy and incorporate an internal ma-
chined brake line. They are fastened to the fuselage center section by
saddle fittings, bolts, and bushings. Either main landing gear assembly
can be removed from the airplane without affecting the opposite main
gear.
The 5.00 x 5 main gear wheels are installed steel axles. Each incorpo-
rates a hydraulic disk brake. Aerodynamic wheel fairings (optional) can
be installed one each main landing gear assembly. Normal tire pressure
is 50 psi.
NOSE GEAR
The nose landing gear leg is fabricated from heat-treated steel. It is se-
cured to the fuselage center section by a bushing and a bolt. It may be
removed from the airplane without affecting the main landing gear.
The nose wheel is 5.00 x 5; normal tire pressure is 50 psi. The nose
wheel assembly is installed in an aluminum casting, which is secured to
the nose gear leg via a ball bearing (the “caster” bearing) to allow rota-
tion up to 80 degrees left or right for nose wheel steering. A stack of six
spring-steel washers provides a constant force that applies to the friction
dampener located on the nose wheel. An aerodynamic wheel fairing of
composite material may be installed on the nose landing gear.
Ground steering of the XL2 is achieved by differential application of the
left and right main landing gear brakes. Either (or both) brake(s) may be
applied and controlled by modulating rearward finger pressure on the
brake lever(s).
BRAKE SYSTEM
Individual disk brakes are installed on each main landing gear wheel.
They are operated by individual master cylinders installed in the cockpit
center console. Brake lines extend from each master cylinder to the
inboard ends of the main landing gear legs; integral passages machined
into the gear legs, and short flexible lines at the outboard ends of the
gear legs, supply brake fluid under pressure to the brake calipers. Two
brake levers are installed in the center console. To operate the brakes,
pull either or both levers aft.
A ratchet type parking brake lever is installed in the center console be-
tween the brake levers. To apply the parking brake, pull both brake lev-
ers firmly aft, then pull the center parking brake lever aft and release the
left and right brake levers. To release the parking brake, pull both brake
levers firmly aft and allow the parking brake lever to spring forward.
Brake fluid is stored in a common reservoir for both master cylinders,
located on starboard side of the engine bay aft of the firewall. Remove
upper cowling for access to service the reservoir with MIL-H-5606 type
hydraulic fluid.
ENGINE
The XL2 is powered by a Teledyne Continental IOF-240-B, Full Authority
Digital Engine Control (FADEC) equipped, four-cylinder, horizontally-
opposed, air-cooled, naturally-aspirated, fuel-injected engine rated at
125 HP at 2800 RPM.
FADEC SYSTEM
The engine is equipped with a Full Authority Digital Engine Control
(FADEC) System for continuously monitoring and controlling ignition
timing, fuel injection timing, and fuel mixture. The microprocessor-based
FADEC system monitors engine operating conditions and then automati-
cally sets the fuel mixture and ignition timing accordingly for any given
power setting. Consequently, the FADEC equipped engine does not
require magnetos and eliminates the need for a manual fuel/air mixture
control.
The FADEC System provides control in both specified operating condi-
tions and fault conditions. The system is designed to prevent adverse
changes in power or thrust. In the event of loss of primary aircraft-
supplied power, the engine controls continue to operate using a Secon-
dary Power Source (SPS). As a control device, the system performs
self-diagnostics to determine overall system status and conveys this in-
formation to the pilot by various indicators on the Health Status Annun-
ciator (HSA) panel.
The FADEC System is able to withstand storage temperature extremes
and operate at the same capacity as a non-FADEC equipped engine in
extreme heat, cold, and high humidity environments.
The basic components of the FADEC System include: Two Electronic
Control Units (ECUs), Health Status Annunciator (HSA) (panel installed
in the cockpit), and FADEC Sensor Set.
WARNING
Engine may continue to operate normally from the emergency
battery for up to 60 minutes if the battery is properly maintained and
fully charged. Plan to land well within 60 minutes from illumination
of EBAT FAIL and PPWR FAIL annunciators.
The FADEC is fully operational when powered by the FADEC A bus, the
FADEC B bus, or both. Switches are provided to check operation on
both systems before flight. PPWR FAIL and EBAT FAIL captions on the
FADEC Health Status Annunciator illuminate to confirm operation of the
FADEC from either or both power sources.
LEGEND
FUEL PUMP OUTLET
PRESSURE
FUEL INLET FROM
FUEL PUMP
AIRCRAFT SUPPLY
RETURN TO
AIRCRAFT SUPPLY
20 MICRON
FILTER VARIABLE PULSEWIDTH
CONTROLS AMOUNT OF FUEL
FUEL INJECTOR
NOZZLE
Oil leaves the oil pump under pressure. A regulating valve allows some
oil to return to the oil tank to maintain oil pressure within limits at varying
engine speeds. Oil from the pump is routed to an oil filter and oil cooler
adapter on the left side of the engine accessory case.
The oil cooler routes oil to the externally mounted oil cooler, which incor-
porates a “Vernatherm” thermostatically controlled valve to control oil
temperature, and to the oil filter element. An integral bypass valve will
open in the event of blockage of the oil cooler or oil filter. The oil tem-
perature sensor for the engine instruments is also located on the oil
cooler adapter. The oil pressure sensor is mounted on the firewall and
plumbed to the engine.
Oil galleries and drilled passages inside the engine route oil to the
crankshaft and camshaft main bearings and to the hydraulic valve lifters.
Drillings inside the crankshaft route oil to the connecting rod lower bear-
ings. Oil escaping from the main and connecting rod bearings creates an
oil mist inside the crankcase that lubricates the connecting rod upper
bearings and cylinder walls, as well as the cam lobes and lower faces of
the lifters. In addition, oil nozzles on the main bearings direct a jet of oil
at the undersides of the pistons to cool them.
Oil in the hydraulic lifters is routed via the hollow valve pushrods to the
cylinder rocker boxes, where it lubricates the rockers, valve stems, and
valve guides before returning, via the pushrod housings, to the crank-
case. Any excess oil in the crankcase returns, via the large-diameter
opening between the crankcase and the sump, to the oil sump.
ENGINE COOLING
Air enters the engine cowling through inlets on either side of the propel-
ler. Baffles between the cylinders, forward of the front cylinders, and ver-
tically behind the rear cylinders force this high-pressure, low temperature
air through the cylinder and cylinder head cooling fins. A duct in the rear
baffle directs high-pressure, low temperature air to the firewall-mounted
oil cooler.
Low-pressure warm air leaves the engine compartment via an opening
at the rear of the lower cowling, forward of the firewall. Oil cooler ex-
haust air is also discharged at this location.
ENGINE EXHAUST
The exhaust system includes individual exhaust pipes from each cylin-
der and a single muffler located below the engine. A single overboard
discharge pipe extends through the right side of the lower cowling.
The exhaust pipes from each side of the engine are connected to the left
and right ends of the muffler, which is cylindrical in shape and which is
installed below the engine with its axis running across the airplane. Slip
joints in the exhaust pipe accommodate the dimensional changes that
result from temperature changes in the exhaust system. Clamps secure
the exhaust pipes to the muffler.
A single discharge pipe extends downward and to the (airplane’s) right
from the muffler for overboard discharge of exhaust gases.
ENGINE CONTROLS
Engine operation is controlled by a single throttle lever in the cockpit
center console. It operates in the conventional sense: moving the lever
forward increases engine power.
Additional engine controls include a conventional key-type ignition
switch with OFF, R, L, BOTH, and a spring-loaded START position, and
two lever-lock type switches to control primary and secondary power to
the FADEC system.
The Teledyne Continental Motors IOF-240B engine installed in the Lib-
erty XL2 is equipped with a “PowerLink (tm)” Full Authority Digital En-
gine Control system (FADEC) manufactured by the Aerosance Corpora-
tion.
This system controls both ignition and fuel delivery functions for the en-
gine, thus replacing conventional components such as magnetos
(ignition) and carburetor or typical fuel injection system (fuel delivery).
Advantages of the FADEC system include digitally controlled and opti-
mized spark timing and duration and digitally controlled fuel delivery to
each cylinder. FADEC incorporates closed-loop feedback for each indi-
vidual cylinder to maximize both power output and fuel economy. In ad-
dition, the FADEC provides single-lever power control and optimized
engine parameters for all operating modes including startup, idle, take-
off, climb, cruise, descent, and landing.
Tachometer
The tachometer system provides both a full sweep graphic analog dis-
play and a four place digital display. Color range marks provide a quick
reference to monitor normal, caution and red line engine RPM. The dig-
its in the center of the tachometer read engine speed with a resolution of
1 RPM. Allow about 3 seconds for RPM indications to stabilize after
RPM changes.
A warning alert activates whenever the engines redline is reached. The
RPM display will flash until this condition is corrected. When the engine
is not running, the tachometer digital display reads the total accumulated
engine hours to a maximum of 5999.9 hours. Engine hours are accumu-
lated any time RPM is greater than 1500.
Percent Power
Percent power is displayed by both a full sweep graphic display and a
digital display. The digital display also gives a numeric reading of per-
cent power. The color range marks provide a quick reference to monitor
changes in power. Percent power information is useful during all stages
of flight and can be used as a guide when setting cruise power.
The percent power gauge shows the current power output of the engine
in percentage of brake horsepower. The range of the indicator is 0 -
100. The maximum percent power is 100 and a warning will activate
whenever this value is reached or exceeded.
The 'Autotrack' system is now armed and monitoring for engine deviation
from the values present when it was activated. To cancel, simply press
'BUTTON 3' again to extinguish the 'Autotrack' indicator. Re-arm again
at any time.
NOTE
Any important alert condition, (i.e., low oil pressure, high CHT, etc.)
automatically cancels 'Autotrack' mode.
1. Press 'BUTTON 5'. The first set of data displayed is flight minimums
encountered (i.e., lowest oil pressure, lowest voltage, amperage, etc.).
The RPM digital display shows the actual flight hours and tenths
2. Press 'BUTTON 5' again. The next set of data is flight maximums
encountered (i.e., max CHT, max Oil Temp, max RPM, etc.).
3. Press 'BUTTON 5' again. The Flight Data Recorder display is shut off.
This will also occur in approximately 20 seconds if no button is pressed.
PROPELLER
The Liberty XL-2 is equipped with a two-blade fixed pitch wood / fiber-
glass propeller, model W69EK7-63G manufactured by the Sensenich
Corporation. Standard propeller diameter and pitch are 69 x 63 inches.
The propeller is secured to the engine shaft extension by six bolts bear-
ing on a crush plate on the forward side of the propeller hub. Torque
values for these bolts should be checked after initial 25 hours of opera-
tion, and 50 hours there after, or more frequently if the airplane has
been moved from humid to dry conditions. Consult the Aircraft mainte-
nance manual for details on torqueing procedures.
FUEL SYSTEM
The Liberty XL-2 airframe fuel system incorporates a fuselage-mounted
fuel tank, fuel strainer assembly (“gascolator”), electric fuel boost pump,
cockpit fuel shutoff valve, and associated plumbing. There are no fuel
tanks installed in the wings.
The fuel tank sump drain valve is the press-to-open type. It is located at
the bottom of the fuel tank, and is accessible via an opening in the fuse-
lage belly fairing. If the valve is rotated after opening, it will remain open
to allow aircraft de-fueling.
CAUTION
Both fuel drain valves are installed in the system between the fuel
tank and the fuel shutoff valve. Thus, all tank contents may be
drained from either valve regardless of shutoff valve position.
FUEL VENTING
The fuel system is vented to the atmosphere via a vent line extending
from the fuel vent/return fitting at the top of the tank to a labeled opening
in the bottom of the fuselage. This vent is considered non-icing.
ELECTRICAL SYSTEM
PRIMARY BATTERY
The primary battery is of the recombinant-gas type and has a nominal
capacity of 24 ampere-hours (Ah). It provides power for engine starting,
is a backup source of power in case of alternator failure, and helps
damp electrical system fluctuations. The primary battery is connected to
the airplane electrical system (with the exception of the engine starting
circuit) via a 70-ampere circuit breaker. It is secured to a battery and
electrical equipment shelf in the aft fuselage which is accessible by re-
moving the aft baggage compartment closeout. This type of battery is
considered maintenance-free.
SECONDARY BATTERY
The secondary battery, is of the maintenance-free recombinant-gas
type, has a nominal capacity of 12-ampere hours (Ah), and is secured to
the battery and electrical equipment shelf in the aft fuselage. Its purpose
is to provide emergency backup power to the engine FADEC system,
Attitude Indicator, and Turn Coordinator in the event of loss of primary
power (alternator and primary battery). As such, its output is entirely
dedicated to the FADEC B system and back up flight instruments
(Attitude Indicator and Turn Coordinator). The secondary battery will
operate the FADEC B system for up to 60 minutes after loss of all other
aircraft power under worst-case conditions (high engine RPM and fuel
flow requirement).
During normal electrical system operation the secondary battery is con-
tinually recharged by the airplane primary electrical system via the
SPSC (Standby Power Source Circuit) circuit breaker
WARNING
The secondary battery does not power the airplane electric fuel
pump. Simultaneous loss of airplane primary electrical power and
the engine driven fuel pump will result in engine stoppage.
ALTERNATOR SYSTEM
The primary source of power for the airplane electrical system is a 60-
ampere alternator installed on the right forward side of the engine and
driven by a V-belt installed around a pulley on the main engine shaft.
MASTER SWITCH
A two-part “split” master switch controls application of battery and alter-
nator power to the airplane main electrical distribution bus. Moving the
BATT half of the switch to the ON position completes a circuit to ground
the coil of the primary battery contactor (relay) installed on the battery
and electrical equipment shelf, closing the contactor and connecting the
battery to the airplane electrical system.
Moving the ALT half of the switch to ON completes the circuit from the 5-
ampere ALT FIELD circuit breaker on the main distribution bus to the
alternator control unit (ACU), thus energizing the alternator. The BATT
and ALT sections of the master switch are mechanically interconnected
such that the BATT switch must be ON in order for the ALT switch to be
ON, thus ensuring that the battery will be connected to the main distribu-
tion bus any time the alternator is in operation. However, the ALT sec-
tion of the switch may be turned OFF while the BATT section remains
ON, allowing the alternator to be turned off while the battery continues to
provide power to the electrical system.
VOLTMETER / AMMETER
Voltmeter and ammeter functions are provided as part of the Integrated
Engine Instrument Display System, described briefly earlier in this sec-
tion.
Both the voltmeter and ammeter display include an analog (pointer) and
digital indication. Each has an alarm function, which will cause the dis-
play to flash in case of operation outside the normal range.
The ammeter is a load meter type device, i.e., it displays the amount of
current delivered by the alternator to the main distribution bus. In case of
alternator failure, the rate of battery discharge will not be displayed.
CAUTION
Reduce electrical load and turn off all unnecessary electrical equip-
ment after alternator failure. If primary power cannot be brought
online, the FADEC system will draw power from the backup battery
once the aircraft’s primary battery discharges to a level near or be-
low the backup battery. FADEC backup battery will power the
FADEC for up to 1 hour. The time the aircraft is operating on
backup battery should be counted from the time the PPWR FL lamp
comes on the HSA panel. Land as soon as practical.
At Battery
7 Voltage Regulator 1 Amp
Relay
EXTERIOR LIGHTING
Exterior lighting includes combination position and strobe (anticollision)
lights on each wingtip and a landing/taxi light installed in the airplane
nose.
Each of the two position and strobe light units includes a red (left wing)
or green (right wing) position light visible from forward and from the side,
a white position light visible from the side and the rear, and a strobe light
visible through over 180 degrees on each side of the airplane.
The position lights are controlled by an instrument panel switch and
powered by the airplane electrical system via the POSITION LIGHTS
circuit breaker.
The strobe lights are powered by a high voltage power supply installed
on the battery and electrical equipment shelf in the aft fuselage. Primary
DC power to the power supply is controlled by an instrument panel
switch and provided by the STROBE LIGHTS circuit breaker.
INTERIOR LIGHTING
Interior lighting includes internal illumination of many primary flight in-
struments, post lighting of additional instruments, internal lighting of the
integrated engine instrument display, and an overhead LED floodlight.
In addition, internal and panel lighting is provided for optional avionics
equipment and indicators.
All interior lighting except the overhead floodlight is powered by the air-
plane electrical system via the LIGHTING circuit breaker. The overhead
light is powered via the HEADSET / OH LIGHT 3-ampere fuse.
The internal lighting for some instrument lights and legends is provided
by electro-luminescent devices operating on small amounts of 120 VAC
current. This current is provided by a solid-state inverter. Other internal
instrument lighting uses low-voltage DC. Power to both the primary in-
put of the inverter, and to the low-voltage lights, is regulated by the IN-
STRUMENT LIGHT dimmer on the instrument panel.
Internal lighting for the integrated engine instrument display is provided
by an integral electro luminescent panel. This panel is powered by a
separate small inverter integral to the engine display’s remote process-
ing unit. Variable voltage to the input of this inverter, as well as to the
post lights and the internal lighting of optional avionics equipment, is
regulated by the POST LIGHTS dimmer on the instrument panel.
The overhead LED floodlight is controlled by an on-off switch adjacent to
the light.
CABIN VENTILATION
Two NACA-type flush inlets on either side of the fuselage admit ambient
air to adjustable cooling vents in the cabin sidewalls. The direction of
these vents can be adjusted by the pilot and passenger, and their airflow
can be regulated or turned off.
PITOT-STATIC SYSTEM
The pitot-static system provides pitot and static air pressure to operate
the airspeed indicator, altimeter, vertical speed indicator, and optional
altitude encoder.
A combination probe installed below the left wing provides pitot (total)
pressure to the airspeed indicator and static pressure to all the pneu-
matically operated instruments. Drain loops in the pneumatic lines to
both the pitot and static connections on the probe serve to prevent any
ambient moisture from blocking the system or damaging any instru-
ments. If necessary to drain these loops, they are accessible when the
fuselage belly fairing is removed.
AIRSPEED INDICATOR
The airspeed indicator is a pneumatic instrument operated by pitot and
static pressure. It registers indicated airspeed (IAS) in knots, and re-
quires no aircraft power for operation. It is located in the upper left posi-
tion of the “standard T” layout. (See Figure 7-22).
ALTIMETER
The altimeter is a pneumatic instrument operated by static pressure. It
indicates airplane altitude above mean sea level (MSL) by means of
three hands. The largest hand indicates hundreds of feet; the smaller
hand indicates thousands of feet; and the smallest hand (a narrow line
from the center of the instrument to an inward-pointing triangle at the
edge of the instrument) indicates tens of thousands of feet.
The Vertical Speed Indicator does not require any aircraft power for op-
eration. It is installed in the lower right position of the “standard T” layout.
(See Figure 7-22).
ATTITUDE INDICATOR
The attitude indicator (“gyro horizon”) is a gyroscopic instrument that
indicates the pitch and bank attitude of the airplane. It is electrically pow-
ered by the airplane primary electrical system via the “ATTITUDE
GYRO” circuit breaker.
A red flag appears to warn the pilot of either a loss of electrical power or
insufficient rotational speed of the gyro wheel. Thus, when power is first
applied, up to one minute may elapse before the flag is removed from
view. The flag will appear immediately when power is removed. The in-
strument may continue to provide usable attitude indications for up to 2
minutes after power is removed.
DIRECTIONAL GYRO
The directional gyro, or heading indicator, is a gyroscopic instrument that
registers aircraft heading. It is electrically powered by the airplane pri-
mary electrical system via the “DIRECTIONAL GYRO” circuit breaker.
A “push to turn” adjustment knob at the 7 o-clock position allows the in-
strument to be set to correspond with the magnetic compass. This ad-
justment must be made by the pilot upon initial startup of the gyro, and
at intervals thereafter to compensate for drift and precession.
A red flag appears to warn the pilot of either a loss of electrical power or
insufficient rotational speed of the gyro wheel. Thus, when power is first
applied, up to one minute may elapse before the flag is removed from
view. The flag will appear immediately when power is removed. The in-
strument may continue to provide usable heading indications for up to 2
minutes after power is removed.
The directional gyro is installed in the lower center position of the
“standard T” layout. (See Figure 7-22).
TURN COORDINATOR
The turn coordinator is a gyroscopic instrument that registers aircraft
rate of turn. A tilted rate gyro is used so that the initial bank used to be-
gin a turn will also be displayed on the turn coordinator. In a standard
rate turn (3 degrees/sec) the wingtips of the miniature airplane in the
instrument will be aligned with the white index marks.
The turn coordinator gyro is electrically powered by the airplane primary
electrical system via the “TURN COORD” circuit breaker. A red flag ap-
pears to warn the pilot of loss of electrical power.
A weighted ball, moving in a curved tube filled with damping liquid, indi-
cates aircraft coordination or displacements about the longitudinal axis.
The ball requires no aircraft power.
The turn coordinator is located at the lower left of the “standard T” layout
(See Figure7-22).
AUDIO SYSTEM
The Garmin GMA 340 audio control panel, is located in the top position
of the avionics stack and protected by a 5 amp circuit breaker labeled
AUDIO. It provides audio amplification, audio selection, marker beacon
control, and a voice activated intercom system for headsets and micro-
phones. The system allows audio switching for up to three transceivers,
COM 1, COM 2, and COM 3, and five receivers, NAV 1, NAV 2, ADF,
DME, and MKR. Push buttons select the receiver audio source provided
to the headphones. A fail safe mode connects the pilot headphone and
microphone to COM 1 if power is removed or if the Mic selector switch is
turned off.
Headset and Microphone Installation
The airplane is equipped with provisions for two headsets with inte-
grated microphones. The microphone headsets use a remote push to
talk switch located on the top of the pilot and co-pilot/passenger control
sticks. The headset and microphone (MIC) power jacks are located in
the headliner above and behind the pilot, co-pilot/passenger seats. Au-
dio for both headsets is controlled by the individual audio selector
switches on the audio control panel and adjusted for volume level by
using the selected receiver volume controls. A music input jack is also
provided.
GPS NAVIGATION
The airplane can be equipped with two GPS navigation instruments, the
Garmin GNS 530, and/or the Garmin GNS 430. When equipped, the
GNS 530 is the primary system, and is coupled to the upper CDI. It is
equipped with an upgradeable GPS, Com, VOR, LOC, and glideslope
with a color moving map. The GNS 530 has a 5 inch color display for
pilot information, and all function keys, power switches, MSG, Nav status
annunciators, and Jeppesen NavData port in the front panel. The GNS
530 is powered by the aircraft electrical system at 12 Vdc, and is con-
nected to the forward upper combination GPS/COM antenna located on
the top of the airplane fuselage.
The Garmin GNS 430 GPS/NAV/COM has most of the same features
as the GNS 530, but in a smaller unit. It is powered by the aircraft elec-
trical system and is connected to the aft most combination GPS/COM
antenna, on the upper aircraft fuselage. The GNS 430 is coupled with
the lower CDI.
TRANSPONDER
The airplane is equipped with a single Garmin GTX 327 ATC Mode C
(identification and Altitude) transponder with squawk capability. The
transponder system consists of the integrated receiver,/transmitter con-
trol unit, an antenna, and an altitude digitizer. The receiver/transmitter
receives interrogations from a ground based secondary radar transmit-
ter, and then transmits to the interrogating ATC center. Digitized altitude
information is provided by an altitude digitizer (encoder) plumbed into
the airplane static system. The transponder control provide active code
display, code selection, IDENT button and test functions. The display is
daylight readable and protected by a 3 amp circuit breaker, labeled
TRANS. The transponder antenna is located on the under side of the
fuselage just aft of the belly panel.
HOUR METER
The airplane is equipped with an hour meter to record engine operating
time. The hour meter is located in the lower right side of the circuit
breaker panel, and is protected by a 1 amp fuse. It is tied between the
engine oil pressure switch and the main aircraft power buss.
ELT operation on 121.5 MHz and 243 MHz may be tested for no more
than three sweeps of the distress tone and only during the first five min-
utes of each hour.
a. Place cushioned support under the fuselage next to the rear
access panels.
b. Remove aft baggage compartment closeout to access ELT.
c. Disconnect ELT antenna coaxial cable from fitting on ELT unit.
d. Turn on BAT/MASTER and AVIONICS MASTER switches.
e. Tune COM receiver to 121.5 MHz and ensure receiver audio is
selected to headphones.
f. During time period from 00 to 05 minutes past any hour, press
ELT “ON” button.
g. Monitor headphones for no more than 3 sweeps of ELT tone.
h. Press ELT “RESET” button. Verify that tone ceases and light in
ELT annunciator panel extinguishes.
i. Turn off BAT/MASTER and AVIONICS MASTER switches.
j. Reconnect ELT antenna coaxial cable
k. Replace aft baggage compartment closeout.
l. Make required entry in aircraft records.
SECTION 8
TABLE OF CONTENTS
Introduction ............................................................................ 8 - 3
Identification Plate.................................................................. 8 - 3
Liberty Owner Advisories....................................................... 8 - 3
Publications............................................................................ 8 - 4
Airplane File ........................................................................... 8 - 5
Airplane Inspection Periods ................................................... 8 - 6
Liberty Inspection Programs .................................................. 8 - 6
Preventative Maintenance ..................................................... 8 - 7
Alterations or Repairs ............................................................ 8 - 7
Ground Handling.................................................................... 8 - 8
Towing ............................................................................. 8 - 8
Parking ............................................................................ 8 - 9
Tie-Down ....................................................................... 8 - 10
Jacking................................................................................. 8 - 10
Leveling................................................................................ 8 - 11
Flyable Storage.................................................................... 8 - 12
Servicing .............................................................................. 8 - 13
Oil .................................................................................. 8 - 13
Fuel................................................................................ 8 - 16
Landing Gear................................................................. 8 - 17
Cleaning and Care ............................................................... 8 - 17
Windshield and Windows .............................................. 8 - 17
Painted Surfaces ........................................................... 8 - 18
Propeller Care ............................................................... 8 - 18
Engine Care................................................................... 8 - 19
Interior Care................................................................... 8 - 19
Snow and Ice Removal ................................................. 8 - 19
INTRODUCTION
This section contains recommended procedures for proper ground han-
dling and routine care and servicing of your Liberty XL2. It also identi-
fies certain inspection and maintenance requirements that must be fol-
lowed to maintain aircraft performance and dependability. A planned
schedule of lubrication and preventative maintenance is recommended,
based on both required intervals and special climatic or operational con-
ditions you may encounter.
INDENTIFICATION PLATE
Your Liberty XL2 is uniquely identified by information stamped into a
metal plate permanently affixed to the left rear fuselage. This informa-
tion includes the airplane, serial number, Production Certificate number,
Type Certificate number, and date of manufacture.
International Owners
To receive ongoing Liberty Owner Advisories, please contact Liberty
Aerospace, Inc., by mail or via the internet at www.libertyaircraft.com.
Subscriptions to Liberty Owner Advisories are normally valid for one
year, and can be extended by filling out an Owner Advisory Application
or renewal notice.
PUBLICATIONS
Several publications are furnished with the airplane upon initial delivery
from the factory. These include:
• This FAA Approved Airplane Flight Manual (AFM)
• Liberty Model XL2 Equipment List
• Pilot Checklist
• Passenger Briefing Card
• Liberty Sales and Service Directory
The following additional publications are available from Liberty Aero-
space, Inc.:
• Liberty Model XL2 Equipment List (Standard equipment, not refer-
enced to an individual airplane).
• A Pilot Information Manual (a duplicate of the AFM, but not kept cur-
rent or referenced to an individual airplane).
• An FAA Approved Maintenance Manual.
• An Illustrated Parts Catalog
NOTE
An Airplane Flight Manual (AFM) which has been lost or destroyed
may be replaced by contacting Liberty Aerospace, Inc. Since the
AFM is identified for a specific airplane, an affidavit including the
owner’s name, airplane serial number, and airplane registration
number is required.
AIRPLANE FILE
Miscellaneous data, information, and licenses may be part of the air-
plane file. The file should periodically be checked to ensure that all
documentation is present and current.
To be displayed (visible) in the airplane at all times:
1. Aircraft Airworthiness Certificate (FAA Form 8100-2 or foreign
equivalent)
2. Aircraft Registration Certificate (FAA Form 8050-3 or foreign equiva-
lent)
3. For flights outside the USA: Aircraft Radio Station License (FCC
Form 556 or foreign equivalent)
To be carried (not necessarily displayed) in the airplane at all times:
1. FAA Approved Airplane Flight Manual (AFM)
2. Current weight and balance information and associated documenta-
tion (including FAA Form 337, if applicable)
3. Equipment List
To be made available upon request:
1. Airplane Logbook
2. Engine Logbook
Most of these items are required by United States Federal Aviation
Regulations (FAR). Regulations of other countries may require different
or additional data, as well as mandating whether or not certain mainte-
nance documentation must be carried in the aircraft or stored in a safe
ground location. It is the responsibility of the aircraft operator and/or
pilot to ensure compliance with individual requirements.
PREVENTATIVE MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air car-
rier is authorized (in the USA) by FAR Part 43, Appendix A, Paragraph
C, to perform limited preventative maintenance procedures on the air-
plane.
A Liberty XL2 Maintenance Manual must be obtained prior to performing
any preventative maintenance, and all such preventative maintenance
shall be performed in accordance with the procedures specified in the
Maintenance Manual. Refer to FAR Part 43 for a listing of permissible
procedures and for logbook entry and other record-keeping require-
ments.
NOTE
Pilots operating airplanes of other than U.S. Registry should refer to
the regulations of the country of certification for information on pre-
ventive maintenance that may be performed by the pilot.
ALTERATIONS OR REPAIRS
It is essential that both the FAA and Liberty Aerospace, Inc. be con-
tacted prior to any alterations to the airplane, or prior to any repairs not
covered in detail in the Maintenance Manual, to ensure that the airwor-
thiness of the airplane is not compromised or violated.
Alterations or repairs to the airplane must be accomplished by licensed
personnel, utilizing only FAA approved components and data, such as
the Liberty XL2 Maintenance Manual and/or Liberty Aerospace, Inc. Ser-
vice Bulletins.
GROUND HANDLING
TOWING
A tow bar suitable for hand towing and positioning of the airplane is pro-
vided as standard equipment and is usually carried in the airplane. A
vehicle tow bar is available from Liberty Aerospace. Use of locally fabri-
cated vehicle tow bars is discouraged.
CAUTION
When moving airplane backward, nose landing gear will tend to
caster to “hard over” left or right position. Maintain a firm grip on the
tow bar to prevent nose landing gear from contacting limit stops at
80-degree left or right position.
To lift the nose wheel of the aircraft manually, use body weight to push
down on the vertical stabilizer where the strake meets the fuselage in
front of horizontal stabilizer. Do not push on the horizontal stabilizer or
rudder. Ensure the underside of fuselage does not touch ground during
maneuver. Lower nose wheel gently back to ground, careful not to
‘drop’ the front end during release.
CAUTION
Due to the risk of damage to the nose landing gear, tow the airplane
using a vehicle in the forward direction only. Do not attempt to move
the airplane backward using a vehicle. If it becomes necessary to
move the airplane backward, disconnect the tow bar from the vehi-
cle and move the airplane backward by hand.
PARKING
Short-Term Parking
CAUTION
If wheel brakes are hot from prolonged taxi, allow brakes to cool be-
fore setting parking brake.
Long-Term Parking
In addition to all steps above, perform the following:
a. Tie airplane down (see below)
b. Install external rudder gust lock
c. Install canopy and pitot covers
TIE-DOWN
The airplane has three mooring points: one under each wing, and one
under the tail. Mooring rings (7/16 x 20 threads) are provided to screw
into the mooring points.
a. Park the airplane
b. Screw a mooring ring into each of the mooring points
c. Attach tie-down ropes (minimum 700 lb tensile strength) to ground
tie-downs and aircraft mooring rings.
NOTE
Ensure mooring threads are free of contamination. Screw mooring
rings in hand tight only.
JACKING
For purposes of changing or servicing a single main landing gear wheel,
the airplane may be jacked up on one side only, using a single jack at
the applicable main gear jack point. For purposes of changing or servic-
ing the nose landing gear wheel, the airplane may either be jacked up
using a single jack at the nose wheel jack point, or the tail may be held
down and secured using a weighted tail stand attached to the tie-down
ring. In either of the two latter cases, the main wheels remain on the
ground.
CAUTION
The airplane should only be jacked up indoors, in an area free from
major air currents.
CAUTION
If fewer than all three wheels are to be jacked up, all wheels remain-
ing on the ground must be securely chocked.
NOTE
The fuselage belly panel must be removed to gain access to the
main and nose gear jack points.
Alternate Method
a. Place a suitable jack under each main gear jack point.
b. Secure a weighted tail stand (at least 300 lbs) to the tail tie-down
point. Operate both main gear jacks simultaneously to raise air-
plane from the ground.
LEVELING
To determine lateral level, place a beam level across both cabin doorsills
(and at exact right angles to the airplane centerline) with the doors open.
Measurement from the forward or aft end of the doorsill may be used to
determine that the level has been placed correctly.
To determine longitudinal level, place a beam level lengthwise along
either cabin doorsill with the cabin door open.
FLYABLE STORAGE
Airplanes placed in non-operational storage for not more than 30 days,
or those that receive only intermittent use during the first 25 hours, are
considered to be in flyable storage status.
Every seventh day during flyable storage, the propeller should be ro-
tated by hand through five revolutions (ten blades) in its normal direction
of operation (CCW as seen from in front of the airplane). This action
“loosens” engine oil and maintains the oil film on the cylinder walls help-
ing to reduce corrosion.
WARNING
Before rotating propeller by hand, confirm that airplane is secured
(tied down and/or all three wheels chocked) and that airplane master
switch, and FADEC PWR A and B switches are OFF. Treat propel-
ler as if it were “live” at all times and do not stand within propeller arc
when rotating propeller by hand.
SERVICING
In addition to the Preflight Inspection described in Section 4 of this man-
ual, complete procedure for servicing, inspecting, and testing your air-
plane are detailed in the Liberty XL2 Maintenance Manual. The Mainte-
nance Manual outlines all those items which require attention at specific
internals as well as items requiring servicing, inspection, and/or testing
at special intervals. Depending on country of registry and local operat-
ing conditions, local authorities may require additional service, inspec-
tions, or tests.
For quick reference, selected quantities, materials, and specifications for
frequently used service items are given below.
OIL
The airplane was delivered from the factory with a straight mineral oil
approved specifically for engine break-in. This oil should be drained and
the filter replaced, after the first 25 hours of operation. Thereafter, only
mineral oil, MIL-C-6529 TYPE II, or Ashless Dispersant Oils specifically
approved by Teledyne Continental Motors for the IOF-240-B-4 engine
should be used. Mixing of oil brands, or types is not recommended. It is
recommended that the brand, type, and grade of oil currently used is
recorded and the information kept on board the airplane for reference by
pilots and maintenance personnel.
Figure 8-1
Only the following types and grades of oil are approved for use in the
Liberty XL2 airplane:
Quaker State Oil & Refining Co. Quaker State AD Aviation Engine Oil
Red Ram Limited (Canada) Red Ram X/C Aviation Oil 20W50
FUEL
Approved Fuel Grades (and colors)
100LL Grade Aviation Fuel (Blue)
Fuel Capacity
29.5 US Gallons Total (single tank)
(28 US Gallons Usable)
Fuel contamination is most often caused by foreign material present in
the fuel system, and may include water, rust, sand, dirt, or microbial or
bacterial growth (“bugs” or “sludge”).
Before each flight and/or after each refueling, use a clear sampling con-
tainer and drain fuel from both fuel tank sump and the fuel strainer
(“gascolator”) drains to determine whether contaminants are present and
to verify that the airplane has been serviced with the proper grade (color)
of fuel. If the airplane has just been refueled or moved, wait 5 to 10 min-
utes to allow heavier contaminants to settle to the bottom of the tank and
migrate to the fuel sump (low point).
If any contaminants are observed, continue draining and checking fuel
samples until no further contamination is found. It is best to “work down-
stream,” i.e., continue draining the fuel tank sump until no further con-
tamination is observed, then repeat the procedure at the fuel strainer
drain. If necessary, rock or shake the airplane to allow all contaminants
to reach the system low points, and then wait 5 to 10 minutes before
repeating the draining and sampling procedure. If contamination is still
observed, the entire fuel system should be drained and purged by main-
tenance personnel.
If misfueling (improper grade or type) is suspected, the entire fuel sys-
tem must be drained and purged by maintenance personnel, unless the
misfueling can be absolutely and unequivocally ruled out by fueling per-
sonnel.
Whenever possible, the fuel tank should be fully serviced after each
flight to minimize the air space above the fuel and the attendant possibil-
ity of condensation of ambient moisture.
LANDING GEAR
All three landing gear wheels use 5.00 x 5 tires. All three tires should be
inflated to 50 psi.
The dual main wheel brakes utilize a common reservoir in the cockpit
center console (aft of the two brake levers). Access to the reservoir is
gained by removing the center console upholstery. Service the reservoir
with MIL-H-5606A (red) hydraulic fluid.
Addition of a few drops of mild detergent solution to water used for trans-
parency cleaning is permissible to promote “sheeting” and prevent water
spots. Either allow transparencies to air-dry, or rub GENTLY with a
CLEAN lint-free cloth or chamois.
PAINTED SURFACES
Painted surfaces can be washed with water and mild soap, then rinsing
with water and drying with cloths or chamois. Avoid the use of harsh
determent soaps and all abrasives.Stubborn oil and grease stains may
be removed using a cloth dampened with Stoddard solvent. Exercise
caution to prevent solvent from contacting transparencies (windshield,
windows). Avoid rubbing exterior graphics (registration numbers, etc.)
with solvent.
The airplane should be waxed regularly with a good automotive wax ap-
plied in accordance with the wax manufacturer’s instructions. A heavier
coating of wax on leading edges will reduce abrasion.
Ideally, the airplane should be polished by hand after waxing, mechani-
cal methods are not recommended. Exercise extreme care when using
electric polishers or buffers to avoid overheating the composite fuselage
and vertical stabilizer. Use minimum pressure and keep the polisher or
buffer moving at all times.
PROPELLER CARE
The propeller should be washed and waxed using the same products
and procedures as for the painted surfaces of the airplane. Any signifi-
cant scratches should be reported to maintenance. Pilots should never
attempt to sand out scratches in the propeller.
WARNING
The airplane must not be started or flown if any scratches are found
that penetrate through the paint and into the wood or composite
structure of the propeller.
ENGINE CARE
The engine may be cleaned with standard cold solvents (Stoddard sol-
vent, etc.) using a low-pressure spray only. Ensure that all solvent has
evaporated or dried before starting engine.
WARNING
Ensure that all engine and accessory breathers and vent openings
are sealed (tape, plastic bags, etc.) before cleaning engine. Do not
spray sovent directly on or near any electric or electronic (FADEC)
accessories or connectors when cleaning engine.
INTERIOR CARE
Floor coverings, carpeted sidewalls, and (fabric) seat covers should be
vacuumed at regular intervals. Leather seats may be treated with stan-
dard automotive leather upholstery conditioners as necessary.
Instrument panels, cockpit center console, and instrument panel glare
shield may be wiped with a dampened soft cloth (water only). Ensure
that no solvents or strong cleaning agents are used on interior surface.
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
GARMIN GNS 430 - VHF COMM/NAV/GPS
Serial No:
Registration No:
FAA
Approved:
Melvin D Taylor, Manager
Atlanta Aircraft Certification Office
Federal Aviation Administration
SECTION 1 - GENERAL
The GNS 430 System is a fully integrated, panel mounted
instrument, which contains a VHF Communications Transceiver, a
VOR/ILS receiver, and a Global Positioning System (GPS)
Navigation computer. The system consists of a GPS antenna, GPS
Receiver, VHF VOR/LOC/GS antenna, VOR/ILS receiver, VHF
COMM antenna and a VHF Communications Transceiver. The
primary function of the VHF Communication portion of the
equipment is to facilitate communication with Air Traffic Control. The
primary function of the VOR/ILS Receiver portion of the equipment
is to receive and demodulate VOR, Localizer, and Glide Slope
signals. The primary function of the GPS portion of the system is to
acquire signals from the GPS system satellites, recover orbital data,
make range and Doppler measurements, and process this
information in real-time to obtain the user’s position, velocity, and
time.
Provided the GARMIN GNS 430’s GPS receiver is receiving
adequate usable signals, it has been demonstrated capable of and
has been shown to meet the accuracy specifications for:
3 VFR/IFR enroute, terminal, and non-precision instrument
approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB,
NDB-DME, RNAV) operation within the U.S. National Airspace
System in accordance with AC 20-138
3 One of the approved sensors, for a single or dual GNS 530
installation, for North Atlantic Minimum Navigation
Performance Specification (MNPS) Airspace in accordance
with AC 91-49 and AC 120-33.
3 The system meets RNP5 airspace (BRNAV) requirements of
AC 90-96 and in accordance with AC 20-138, and JAA ACJ
20X4, provided it is receiving usable navigation information
from the GPS receiver.
3 The equipment as installed has been found to comply with the
requirements for GPS primary means of navigation in oceanic
and remote airspace, when used in conjunction with the 400
Series Trainer Program incorporating the FDE Prediction
Program. This does not constitute an operational approval.
Navigation is accomplished using the WGS-84 (NAD-83) coordinate
reference datum. Navigation data is based upon use of only the
Global Positioning System (GPS) operated by the United States of
America.
SECTION 2 - LIMITATIONS
The GARMIN 430 Pilot’s Guide, P/N 190-00140-00, Rev. A, dated
October, 1998 or later appropriate revision must be immediately
available to the flight crew whenever navigation is predicated on the
use of the system. In addition to the Pilot’s Guide, the appropriate
Pilot’s Guide Addendum (if the information is not already
incorporated into the Pilot’s Guide) also must be immediately
available to the flight crew if lightning detection or traffic advisory
equipment is interfaced to the system or if primary means
oceanic/remote navigation is conducted.
The GNS 430 must utilize the following or later FAA approved
software versions:
Function Sub-System Version
Main GPS COM VOR/LOC G/S
Initial Approval 2.00 2.00 2.00 1.25 2.00
Traffic/Weather Interface 2.08 2.00 2.00 1.25 2.00
Primary Oceanic/Remote 3.00 3.00 2.00 1.25 2.00
TIS Interface 4.00 2.00 2.00 1.25 2.00
The Main software version is displayed on the GNS 430 self-test
page immediately after turn-on for 5 seconds. The remaining system
software versions can be verified on the AUX group sub-page 2,
“SOFTWARE/DATABASE VER”.
IFR enroute and terminal navigation predicated upon the GNS 430’s
GPS Receiver is prohibited unless the pilot verifies the currency of
the data base or verifies each selected waypoint for accuracy by
reference to current approved data.
Instrument approach navigation predicated upon the GNS 430’s
GPS Receiver must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the GPS
equipment data base. The GPS equipment database must
incorporate the current update cycle.
Instrument approaches utilizing the GPS receiver must be
conducted in the approach mode and Receiver Autonomous
Integrity Monitoring (RAIM) must be available at the Final Approach
Fix.
In some areas outside the United States, datums other than WGS-84
or NAD-83 may be used. If the GNS 430 is authorized for use by the
appropriate Airworthiness authority, the required geodetic datum must
be set in the GNS 430 prior to its use for navigation
SECTION 5 - PERFORMANCE
No change
SECTION 6 – WEIGHT AND BALANCE
See current weight and balance data.
SECTION 7 – AIRPLANE AND SYSTEM DESCRIPTION
See GNS 430 Pilot’s Guide for a complete description of the GNS
430 system.
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
CABIN HEAT / DEMIST SYSTEM
Serial No:
Registration No:
FAA Approved:
For: Melvin Taylor, Manager
Atlanta Aircraft Certification Office
Federal Aviation Administration
Date:
Added log of
revisions. Added for Melvin D. Taylor
new placard to Manager, Atlanta Aircraft
A 2.3 Section 2. Certification Office, FAA
Atlanta, GA
Date
SECTION 1 - GENERAL
No change
SECTION 2 - LIMITATIONS
PLACARDS
On each side of center console above the heater vents: