G109 Handling Notes
Some of this information is specific to FFN
Speeds to Fly
Takeoff 55, climb 60
Landing 65
(The book may give speeds a little lower than
these)
Differential Braking - 3 types braking
Toe brakes - left and right wheels at end of
rudder travel.
Hand brake - both wheels re hand brake handle
centre console, car style
Both brakes together - at end of airbrake extension.
Brakes take some getting used to and are very
different to Dimona H36.
Airbrakes
Airbrakes overcentre lock - brakes *very* effective.
The scissor-type airbrakes have a strong overcentre
lock - push all the way forward to lock, and use a fair bit of pressure
to unlock. Brace yourself when unlocking, or brakes will come open all
the way. Sooner or later you will fail to lock the brakes pre-takeoff and
they will pop open - usually at about 50 feet! Practise a surprise airbrake
deployment so you'll know what to expect. Keep speed below about 70 when
doing this so as not to overstress them.
DO NOT USE BRAKES FROM RIGHT SEAT
As a general rule, do not attempt to land from
right seat. It is known that some pilots get seriously crossed up.
Crosswinds
Crosswinds - left crosswind takeoff only
Nominal max crosswind component is 11 knots,
but with experience this can be exceeded with left crosswind. Right crosswind
is always to be avoided.
Magnetos (FFN specific)
CDI switch is 3 position (but should be a two
position switch).
This aircraft has a secondary ignition system.
The CDI is activated by a 3 position switch clearly marked CDI/Start. In
the CDI position, the starter motor cannot be activated. In the START position
the CDI is off. In the centre position both are off - a bit of a trap if
you're on the ridge.
VSI/Vario switch (FFN specific)
Use "Motoring" position for motoring, "Vario"
for soaring.
Feathering and Pitch
System is somewhat different to Dimona H36
Feathering handle is the larger of the two, the
top one. To feather, cut motor after changing back to fine pitch and cooling
(remember to turn off CDI also). Pull handle all the way out and turn to
lock.
Pitch Change.
1500rpm for fine, 2200rpm for coarse.
Coarse Pitch
From fine, drop revs to 2200rpm, give pitch handle
a short, firm tug. Pull it out and release it in one smooth movement which
takes about a second. Difficult to describe correct technique, best to
have a demo from someone who knows the knack.
If it has gone into coarse correctly, when given
power the max revs should be only around 26-2700, but if it's still in
fine it will go through 3000.
Fine Pitch
From coarse, drop revs to 1500rpm, give pitch
handle a short, firm pull as described above. Test for fine by applying
full power. Often it will not go in the first time.
Get into the habit of always engaging fine pitch
during power-on landings, and before shutting down for soaring. It is possible
to take off in coarse pitch, but the first time you do it may well be the
last.
No Right Seat Command
Castering tailwheel
3 final checks - Canopy - Airbrakes - Fuelpump
----------
Pre-takeoff checks
Chaotic, followed by Four F's & Four C's
F Fuel on
F Fuel supply
F Fuel pump on
F Frequency
C Canopy
C Choke
C Carbie heat
C Cowl flaps (n/a this aircraft)
Tech stuff that I don't have another place for
right now.
Prop pitch
Tools: 13mm ring/open, small shifter or approx
8mm openender
Remove spinner
Slacken 8mm nut about 4 to 5 mmm so that rollpin
is free to rotate (use 13mm open ender)
Feather prop
Rotate inner ring counter clockwise to coarse.
(mark it first)
Rotate only one or two positions (ie about 1
or 2/12ths)
Ensure roll pin is back in position before tightening
8mm nut.
