CH 750

Pilot Operating Handbook

Edition ALight Sport Aircraft

January 2012

1. General 2

2. Limitations 43. Emergency procedures 84. Normal procedures 105. Performance 146. Weight and balance/equipment list 167. Aircraft and systems description 198. Aircraft handling, servicing and maintenance 239. Supplements 27

References:

Postings on the Zenith User’s Group

Cessna Manuals

and

STOL CH 701 Owner’s Manual, ZenAir, 2Jan93.

1. General

Introduction

The pilot’s handbook has been prepared to provide pilots and instructors with information for the safe and efficient operation of this airplane.

Certification basis

This type of aircraft has been approved by Federal Aviation Administration (FAA) Airworthiness Requirements for Amateur Built, Light Sport Airplanes

Descriptive data

The CH 750 is a side-by-side two place, strut-braced high wing monoplane with all-metal structure; designed with pilot and passenger comfort in mind with short-field capability and good visibility. The STOL CH750 combines the advantages of a conventional aircraft with those of an advanced Ultralight.

The powerplant in this aircraft is the 120 HP (@3300 RPM) Jabiru 3300, 6-cylinder, 4-stroke engine with horizontally opposed cylinders.

SPECIFICATIONS STOL CH 750WING SPAN 29 FT. 9 In.HEIGHT (rudder tip) 8 Ft. 8 In.WING AREA 144 SQ.FT.WING CHORD 4 Ft. 10 In.LENGTH 21 Ft. 10 In.HORIZONTAL TAIL SPAN 8 Ft. 5 In.HORIZONTAL TAIL AREA 22.2 Sq. Ft.EMPTY WEIGHT 788.8 LBS.GROSS WEIGHT 1,320 LBS.USEFUL LOAD 531.2 LBS.WING LOADING 9.15 LBS/FT²POWER LOADING 13.2 LBS/BHPDESIGN LOAD FACTOR (ultimate) +6 G / -3GCABIN WIDTH (shoulders) 42 INCHESCABIN WIDTH (optional bubble doors) 50 INCHES

FUEL CAPACITY (std., dual wing tanks)24 US Gallons

(2 x 12 gal.)

Three-view drawing:

2. Limitations This section includes operating limitations, instrument markings and basic placards necessary for safe operation of the airplane, its engine, standard system and standard equipment.

Airspeed

Airspeed limitations and their operational significance are shown below:

Speed KIAS Remarks

VNE Never exceed speed 106 Do not exceed this speed in any operation

VNOMaximum structural cruising

speed 89 Do not exceed this speed except in smooth air, and then only with caution

VA Maneuvering speed 78

Do not make full or abrupt control movement above this speed, because under certain conditions the aircraft may be overstressed by full control movement

VFEMaximum Flap extension

speed 60 Do not exceed this speed with flaps extended

Airspeed indicator markings:

Airspeed indicator markings and their color-code significance are shown below:

Marking KIAS SignificanceWhite arc 34-60 Positive Flap Operating RangeGreen arc 38-89 Normal Operating Range

Yellow arc 89-106 Maneuvers must be conducted with caution and only in smooth air

Red line 106 Maximum speed for all operations

Powerplant:

Engine manufacturer JabiruEngine Model Jabiru 3300Maximum Power, take-off 120 HP @ 3300 RPMMaximum Power, continuous 120 HP @ 3300 RPMMaximum Engine RPM, take-off 3300 RPMMaximum Engine RPM, continuous 3300 RPM

Maximum Cylinder Head Temperature200° C in climb. 180° C in cruise. Time with CHT between 180° C and 200° C is not to exceed 5 Minutes

Maximum Oil temperature 118° C, 100 C, ContinuousOil Pressure, Ground, Minimum 11 PSI at idle. 31 PSI in normal operationsOil Pressure, Airborne 31-76 PSI

Fuel grade

AVGAS 100 LL & AVGAS 100/130. Leaded and Unleaded Automotive Gasoline above 95 Octane RON (AKI 90) may be used if AVGAS is not available

Oil grade SAE 20 W50 or SAE 30 High performanceAviation oil, NO AUTOMOTIVE OIL

Powerplant instrument markings

Powerplant instrument markings and their color code are shown below:

Instrument Red lineMinimum limit

Green ArcNormal operating

Yellow ArcCaution range

Red lineMaximum limit

Tachometer 900 900-3300 n/a 3300Oil temperature °C 15 15-100 100-118 118

Cylinder Head temp. 100 100-18050--100

and180-200

200

Oil pressure (bar) 11 31-76 76Fuel pressure (bar)

Weight: (sample)Basic empty weight 788.8Maximum take-off weight 1320.0Full Fuel weight 144.0Minimum cockpit weight (full fuel) 387.2Maximum weight in Baggage compartment 40 (subtract from max cockpit weight)

Center of gravity:

Standard center of gravity position for empty aircraft is 298.12 mm from reference datum ( leading edge of slats)

Allowable Range: 280-500mm

See section 6 Weight & Balance for details

Approved maneuvers:

No aerobatics maneuvers including intentional spinning are approved

Maneuvering load factors:

Limit load factor: +4G / -2GUltimate load factor: +6G / -3GFlight crew: Minimum 1 / Maximum 2Normal operation types: Day or night VFR non-icing conditions

FuelFuel capacity: 24 US gallonsUsable fuel: 23 gallonsApproved fuel grades: AVGAS 100 LL & AVGAS 100/130. Leaded and Unleaded Automotive

Gasoline above 95 Octane RON (AKI 90) may be used if AVGAS is not available

Limitation placards: The following limitation placards are placed inside the cockpit:

Never-exceed speed VNE: 106 KIAS Maneuvering speed VA: 78 KIAS Maximum flap extension speed VFE: 60 KIAS

Maximum Engine RPM, take-off: 3300Maximum Engine RPM, continuous: 3300Maximum Cylinder Head Temperature: 200 °CMaximum Oil Temperature: 118 °C

Maximum baggage area loading40 lbs.

No loose items

Basic empty weight:: 779 LbsMaximum weight: 1320 Lbs.

Aerobatics andspins prohibited

3. Emergency procedures This section provides checklist and amplified procedures for coping with emergencies that may occur. Nothing in this section should preclude the use of good aeronautical decision making. However, should an emergency arise, the basic guidelines described in this section should be considered and applied to correct the problem.

Emergency Descent:

1. Throttle to idle.2. Set airspeed for best rate of Descent 60 KIAS, flaps down. 3. Land as usual,

Spin Recovery:

1. Throttle: Idle.2. Ailerons: Neutral.3. Rudder: Opposite spin rotation. 4. Recover from dive.

Fire:

On the ground, before engine is started. 1. Continue cranking. 2. Shut off fuel. 3. Open throttle full as soon as engine starts to blow the fire out.

On the ground, engine running. 1. Cabin heat off. 2. Shut off fuel. 3. Throttle open to blow fire out.

In the air. 1. Cabin heat off. 2. Fuel off. 3. Ignition off. 4. Battery off.5. Increase speed to blow out the fire. 6. Perform an emergency landing. Do Not attempt to restart engine after in-flight fire !!!!!!

Fire in cockpit 1. Battery off. 2. Cabin heat off. 3. Use fire extinguisher.

Engine Failure:

T/O Roll:1. Throttle: Closed.2. Brakes: Apply Full.3. Flaps: Retract.4. Magnetos: Off.5. Master Switch: Off.At Takeoff:1. Airspeed: 60KIAS.2. Fuel Shutoffs: Closed.3. Magnetos: Off.4. Flaps: As Required.5. Master Switch: Off.

Inflight:1. Trim for Best Glide: 60KIAS.2. Carburetor Heat: On.3. Fuel Shutoffs: On.4. Magnetos: On If No Restart:5. Radios: Code 7700, Frequency 121.5 “”Mayday”.6. Mags/Fuel Shutoffs: Off.7. Seats/Seatbelts: Secure.8. Sharp Objects: Stow.9. Master Switch (after flaps selected): Off.

4. Normal procedures

Pre-flight inspection:

Assess general condition of the aircraft as you approach.

Cockpit:

Check “AROW” on board.

1. Master Switch: On.2. Fuel Quantity: Check.3. Flaperons: Down.4. Lights: Checked/ as Required.5. Master Switch: Off.6. Fuel Shutoffs: Open.

Exterior:

1. Sump gascolator and left wing tank.2. Check general condition of left flaperon, hinges, rear strut attachment, flaperon control and rear wing attachment points3. Make a visual check of the left front wing attachment points, pitot static, upper forward strut attachment (remove tie down), condition of slats and wing tip.4. Inspect left main gear, tire condition, brakes, brake lines and lower strut attachment bolts.5. Check left fuselage for dents or buckling. Check antennae.6. Inspect empennage, elevator and rudder attachment bolts/cables for security. (remove rear tiedown) 7. Check right fuselage for dents or buckling. Check antennae.8. Check general condition of right flaperon, hinges, rear strut attachment, flaperon control and rear wing attachment points.9. Make a visual check of the right front wing attachment points, upper forward strut attachment (remove tie down), condition of slats and wing tip.10. Inspect right main gear, tire condition, brakes, brake lines and lower strut attachment bolts. 11. Sump right wing tank.12. Check engine oil quantity, look for oil /fuel leaks, and check cowl security. 13. Inspect nose strut, tire condition, and bolts.14. Check propeller for nicks and delamination.15. Visually check the fuel if there are any discrepancies between expected fuel gauge readings, known fuel usage and fuel bills.

Before starting the engine:

Operate controls and make a rapid visual check for proper operation. Make sure the windshield is clean for maximum visibility. Check brakes. Fasten and check safety belt.

1. Set and hold brakes2. Turn off electrical equipment.3. Check circuit breakers.4. Ensure fuel shutoffs are on.5. Turn master switch on.6. Retract flaperons.

Starting engine:

(Refer to the engine manual for more detailed information) 1. Turn the beacon on.2. Turn carburetor heat off.3. Close the throttle.4. Open the choke for cold starts only.5. Clear the prop area with a verbal command.6. Engage thje starter.7. Set RPM to 800-1000 RPM.8. Check for oil pressure within 10 seconds, shutdown if not observed. 9. Turn on lights as required.10. Turn panel power on. 11. Turn radios on.12. Check brakes before taxi.

On cold days, wait for the temperature gauge to register before taxing.

Taxiing:

With the tricycle configuration taxiing is facilitated by use of a steerable nose wheel. Avoid steering the aircraft with the brakes. When winds exceed 20 mph, taxi very slowly to prevent inadvertent liftoff.

Before take-off:

1. Set and hold the brakes.2. Check the doors closed and locked.3. Check flight controls for freedom of movement.4. Check and set flight instruments. Set directional gyro, altimeter, attitude indicator, and radio

frequencies and volume.5. Advance throttle to 1700 RPM. Check magnetos for drop of not more than 125 RPM, differential

of no more than 50 RPM. (Jabiru systems usually indicate a very slight drop). Check carburetor heat for operation. Check voltage at >12.6 volts.

6. Ensure engine instruments are “in the green”.7. Set flaperons as desired: up or not more than 10 degrees.8. Set trim for takeoff.9. Check fuel shutoffs, “on”.

Lineup:

Set Heading, Attitude, Altitude, Trim, Tanks and Time.

Normal Take off:

1. Boost Pump On.2. Flaperons Up.3. Carburetor Heat Off.4. Full Throttle.5. Rotate at 35 KLIAS.6. Climb at Vy 56 KIAS.

Note: For short field take-off: same as above but use 10 percent flaps, hold the brakes until full power is set and climb at Vy 53 KIAS.

Climb

Make sure that temperature limits are not exceeded.

Cruise:

Boost pump off. Set power at 2850 RPM for high cruise, less for fuel economy. Note that the Bing carburetor may change “steps” as you reduce power. Monitor EGT’s and adjust to 640-680 for best performance.

Descent:

Use some power to prevent engine from cooling too much. Best glide speed is 60 KIAS, flaps up.

Before Landing:

Secure the cockpit and fasten seatbelts. Ensure both fuel shutoffs are on. Fuel boost pump on. Carb heat on.

Landing:

Normal approach speed is 55 KIAS for normal landing, 50KIAS for shortfield. When over the runway, move the stick slowly back to prevent touch down until the main wheels make smooth contact. The nose will drop as soon as the stick pressure is released.

Cross wind landings and wind limitations:

Approach with upwind wing low. Straighten the aircraft out just before touchdown.When winds are over 25 kt, simply takeoff and/or land into the wind as practically no ground run is required. Ask yourself: “Why am I flying in this wind?”

Goarounds:

Apply full power. Pull flaps up when speed is above 50 mph.

Shut down (engine):

After normal flight and taxiing the engine is usually cold enough to turn it off. When long taxis with full power were made, you may need to let the engine cool. 1. Electrical Equipment Off. 2. Magnetos Off.3. Master Switch Off.4. Secure/tie down the aircraft.

Remove ignition key when aircraft is unattended

Tie down:

When the aircraft is not in use, tie it down at each forward strut at wing junction (loop rope through the hole to prevent it from slipping down and bending the strut) and at the rear fuselage tie down ring. Tie down the stick forward (use a bungee around Y stick secured at the wheels). Make sure the doors are properly latchedNote: As the aircraft is not equipped with a “parking brake” it is important to tie down the plane when it is not attended.

5. Performance Section 5 provides data for airspeed calibration, stall speeds and take-off, landing and other data. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. The flight and operational characteristics of the STOL CH 750 are normal in all respects. There are no “unconventional” characteristics or operations that need to be mastered. All the controls respond in a usual way within the entire range of operations of the airplane.

Performance data are given in standard atmosphere. Aircraft and the power-plant in new condition with standard equipment. As each airplane may be built differently, these figures will vary somewhat from plane to plane. Adjust all data to reflect your particular airplane’s characteristics.

Stall Speed (at 1320 lbs)

Flaps up: 38 KIASFlaps down: 34 KIAS

- The above speeds are with engine at idle, the aircraft simply “mushes in” at stall. The airplane has a relatively high sink rate with full flaps. - With power, the indicated stall speed is bellow any accurate indication as nose attitude is very high. Stall occurs around a walking, speed preceded by substantial buffet. The nose drops fast.

Take-off distances:

Hard Surface/Flaps Up Sea Level 3,000 Density Alt 6,000 Density AltGround run: 200 ft 300 ft 400 ftOver 50 ft obstacle 340 ft 440 ft 620 ft

- take off distances from grass fields are longer and depend on the actual surface.

Landing distances:

Landing distance over a 50 ft obstacle is 360 ft (ground roll 200 ft)

Climb performance chart: 56 KIAS (ISA)Sea level 1000fpm3 000 ft density alt. 800 fpm6 000 ft density alt. 650 fpm9 000 ft density alt. 300 fpm

Service ceiling With standard original carburetor jet setting: 14 000 feet density altitude at gross weight. Best rate of climb and best angle of climb - see section 4

Fuel consumption: (Jabiru 3300A) take-off power . . . . . . 9 GPH75 % . . . . ……………7 GPH

Range and endurance:75 % Power = 270 NM, 3 Hours

Above values are without reserve.. Before attempting cross-country flights, test your aircraft for fuel consumption and capacity.

6. Weight and Balance/Equipment List

Installed Equipment:

1. Dynon D1802. Garmin Audio panel3. GX 40 radio4. Garmin 5605. GX327 transponder6. ELT7. Fire extinguisher

7. Aircraft and systems description

Engine controls:

Dual throttles of the push/pull type. Friction is adjusted by adjusting tightness of the phenolic blocks which hold the rod connecting the two throttle handles. In case of throttle cable failure, a spring at the carburetor should pull the throttle to wide open.

Choke: The choke is located above the pilot’s throttle (push/pull) control.

Carb heat is applied by pulling a cable near the center of the lower panel. (Supplied by the exhaust manifold through the air filter box, under the cowl). See engine manual or consult engine manufacturer for details.

Master switch connects the electrical system to the 12 Volt battery and charger/coil, controlled by the regulator and a 35 amp reset breaker near the Master Switch. See Engine manual for electrical system details. Note: Engine will run with master off and/or breaker out, (the lighting and ignition coils are two separate circuits).

Ignition key (or switch) must be ON to operate the engine. For safety remove key when engine is not running.

Starter is also operated through the ignition switch located near the lower center of the panel. Note: All switches and or engine controls are "up" or “push forward” for operation, except the choke, carb heat and cabin heat which are “pull” for “on”. . The battery is mounted on the engine side of the firewall on the starboard side. Refer to engine manual for detailed description of the engine.

Fuel system: The fuel tank(s) are welded aluminum. The standard fuel system consists of two fuel tanks, one located in each wing. Fuel shutoffs are located above the pilot’s heads. Fuel is “on” when the handles are aligned wither the fuel lines. (Red handles should not extend below the lines during “on” operation) Fuel flows through a gascolator located below the pilot’s seat, through a line near the pilot’s left foot, through a fuel filter, electric fuel pump and through the firewall. The engine has a mechanical fuel pump. Note: Mechanical fuel pump diaphragm leakage is indicated by fuel in the clear hose extending from the pump to the cowl exit.

Wing tanks

Standard: 12 gallons each.

Each fuel tank filler cap has a vent hole. Sumps are located in the bottom of each wing near the trailing edges of the doors.

Propeller:

A ground adjustable two blade composite propeller is installed. Refer to propeller manual for instructions. Landing Gear: The main gear consists of a solid monoleaf heat-treated aluminum alloy spring suspension that eliminates all moving parts and is virtually maintenance free. The nose gear uses a heavy-duty bungee shock absorber to provide rough field capabilities. Use care when dropping the nosewheel to the ground to avoid bouncing. The bungee does not absorb energy like a typical hydraulic strut.

Cabin doors:

Access to the cabin is via large hinged doors on each side. Each is secured by upper hinges and three latching mechanisms at the bottom. Additionally, they may be secured by a push pin lock through the forward latches. Doors may be removed if desired. Seats:

Side-by-side seating:. Seat cushions are removable for cleaning and drying. Seatbelts are secured to the airframe by a 3-point system. Note: Prior to each flight, ensure that the seat belts are firmly secured to the airframe and that the belts are not damaged.

Ventilation is provided by the air deflectors in each door. An exhaust type cabin heater is installed. Fresh air is heated by an exhaust shroud and ducted to the pilot’s feet (pull “choke type” control for heat).Caution: Incidents involving exhaust gases entering the heating or ventilation system may result in fatal accidents due to carbon monoxide poisoning of the aircraft occupants. A single use CO detector should be installed and replaced regularly.

Pitot and static pressure systems:

The Pitot (dynamic) pressure is provided by the pitot tube on the port wing. Note: blowing into the tube may damage the airspeed indicator.

The static pressure is provided by ports on the left and right side of the forward cabin.

Baggage Compartment Is the inner space provided behind the seat. It may accommodate up to 40 lbs of evenly distributed and properly secured cargo. When loading baggage, make sure that weight and balance is correct - always refer to section 6 - Weight & balance Optional equipment

Utility Options such as skis, floats, amphibious floats, etc. are available for a variety of uses.

Caution: The installation of skis floats, amphibious floats, or other equipment will change the performance and characteristics of the STOL CH 750. The pilot must obtain proper instruction (or endorsements) prior to flying to flying the aircraft with such equipment and assure that such equipment is properly installed to the aircraft.

8. Aircraft handling, servicing and maintenance This section contains factory-recommended procedures for proper ground handling and servicing of the airplane. It also identifies certain inspection and maintenance requirements that must be followed to ensure safety.

Do not push on any control surface (this includes the stabilizer). To push the tail down, lift the prop hub or push down on the rear fuselage. To move the aircraft, do not push or pull at the center of the struts. Pushing or pulling is acceptable on the gear and at the bottom and top of the struts (close to their attachment points).

The STOL CH 750 is an all-metal aircraft built from high strength aviation grade aluminum alloys that have good corrosion resistant characteristics, little care to the airframe is required, especially when stored inside. Polyurethane paint will keep its high gloss for many years when sponged with water. A cup of dishwater liquid in a pail of water will help remove unwanted dirt. Always rinse thoroughly with fresh water after washing.

Maintenance program The following maintenance program outlines the minimal maintenance that must be followed to keep the aircraft in good flying condition. The suggested time interval of 25 hours does not in any sense eliminate the need for routine maintenance before and after each flight. Maintenance is part of the pilot’s responsibility: the pilot should be assured that the aircraft is airworthy at all times. The recommended 25 and 100 hour maintenance checks are designed to cover areas frequently neglected in the quicker preflight inspection and serve only as a useful indication of the required maintenance. Record all maintenance and repairs in the Aircraft Log Book.

A qualified individual should perform the aircraft servicing and the maintenance. Use only genuine engine and propeller manufacturer parts.

Every 25 hours

Check the following: General: Verify that no cables are chafed, check for proper anchorage and attachment of all items (fuel, coolant, and oil lines, electrics etc). Verify that all fasteners and pins have the required safety.

Controls: Check for rust on steel parts (clean and repaint as required). Lubricate all moving parts (hinges, control attachments, bearings, etc). Verify that all controls operate smoothly and that they are firmly attached. Landing gear: inspect nose gear, stops, bungee, and steering controls. Inspect the main spring, wheel forks and axles.

Wheels: Check for correct tire pressure (18 PSI for the standard “lawn mower tires”. Check tire wear, rims, and braking system and lines. Cabin interior: Clean with household cleaners according to the materials. Soap or detergent and water are not recommended for cleaning the upholstery since they could remove some of fire retardant with which the seats may have been treated.

Windshield and windows: The windshield is a single piece of polycarbonate plastic, highly resistant to impact. Clean with plastic cleaner avoid any products such as some lines of “Windex” which contain ammonia. Do not use gasoline, alcohol, oil, lacquer, benzene, paint thinner, etc.

Battery: The installed Odyssey battery is sealed so no fluid is added. A special charger is required to maintain this battery. (See manufacturer instructions)

Propeller: Check the tips and leading edges for damage. Look for nicks and cracks. Inspect spinner, bolts (tight and secured).

Engine compartment: Thoroughly inspect the engine compartment, including the exhaust system, fuel system, and oil system. Remove and clean the carburetor bowls. Clean (replace if required) the carburetor air filter. The engine and compartment should be kept free of any accumulation of oil, grass and dirt to prevent a fire hazard.

Engine: Refer to engine manual - follow the recommended procedure by engine manufacturer.

Engine cowling: Check for looseness, Dzus fasteners, front pins and any damage or cracks. Make sure it is properly secured.

Fuel: Remove, clean, and re-install gascolator. Inspect for any leaks and loose fittings in the lines and tanks, and assure the smooth operation of shut-off valves. Replace any installed filters annually.

Every 100 hour or Annual Inspection:

Clean the aircraft: exterior and interior and remove the all access doors. Make a thorough inspection of the whole aircraft, inspecting for any damage, wear or corrosion. Front of aircraft: Check and inspect the following: Engine (see engine manual), controls and hoses, engine mount, propeller, battery, exhaust, firewall, nose gear and wheel. Check that all bolts and nuts are tight and safetied.

Fuel system: Check for leaks, check condition and safety of lines and valve operation. Replace all filters. Clean gascollator screen.

Fuselage: Check skins and internal structure for loose rivets, bolts, corrosion and buckling due to miss-handling or over-stressing. Check that the drain holes in the bottom of the fuselage are not plugged up. Controls: Inspect cables and rods for looseness and wear. Inspect fair-leads and terminals.

Wing & Struts: Check skins, replace loose rivets, check for corrosion and buckles from mishandling, inspect leading edges and trailing edges. Check bolts and safety (struts, jury struts, wing root attachments, slats and flaperons). Check control surface stops and flaperon interconnection.

Tail: Inspect skins and rivets and look for and correct corrosion etc. Check attachment of tail sections to fuselage, cable ends, trim tab, etc. Check control surface stops.

Landing gear: Refer to 25 hour check list.

After the thorough inspection of the aircraft, and after having done the required maintenance and/or repairs, re-install the access doors and run the engine for smooth operation. Check all control hinges and moving parts for wear.

Oil the following (standard “motor” oil): • all bearings • all flaperon hinge points • all flaperon control rods * • roll control torque tube • elevator and trim (trim + control) • all rudder hinge points • all elevator bellcranks * • flaperon mixer * • all pitch control rod ends * • all control stick bearings (in cabin) • pedals (3 bearings, cable ends, brake pedals) • flaperon and trim controls • all cable ends* • all throttle bearings • choke control

* inside fuselage - access through fuselage door. Grease the nose gear strut (top and bottom bearing) and nose wheel axle, and grease all cable fairleads.

Main gear spring attachment.. Check that the rubber pads are undamaged and properly secured in place (check top and bottom, right and left sides).

After a hard landing: Check the wheel forks (especially if landing was in crosswind), they may be bent sideways. Check the main gear spring, forks, wheels, nose gear strut attachments top and bottom and the firewall (for buckling). Rivet replacement: Drill out loose or corroded blind rivets and replace using Avex rivets. If required, replace with a rivet the next size up. and/or add another rivet at approximately 12 mm center distance.

Caution: do not damage internal structure when drilling.

Cracked sheet metal: If a small crack appears, stop the crack by drilling a small hole at the end of the crack. If the crack grows again, add a patch of the same thickness material and rivet all around with AVEX A4 rivets at a maximum pitch of 40 mm. Do not damage internal structure when drilling.

Buckled trailing edges (due to mishandling): They are usually net detrimental to the strength of the aircraft. as long as the buckle does not exceed 15 mm over 1 m. They may slightly offset the correct trimming in flight. Check for cracks that may develop.

9. Supplements See supplements by Dynon, Garmin, Sensenich, and Jabiru.