©
A
ir
B
orne
W
ind
S
ports
P
ty.
L
td.
SECTION 4
Aircraft Operating Instructions Edge XT 582 / Cruze
NORMAL PROCEDURES
May 2007
Issue 2.0
Page 23
4.10.8
Stalls
In practice it is only possible to induce a nose
down stall of the aircraft in level flight at high take
off weights. The onset of stall is indicated by a
significant increase in control bar loads.
Recovery from a mild stall is very gentle, whether
power is on or off. Recovery is quick, with height
loss of less than 50 ft with no tendency to break
away suddenly. A stall would have to be forced
violently, to induce a danger.
When practising stalls make sure you have
sufficient altitude. Push the control bar out so that
the airspeed is reduced at a maximum of 1 knot
per second, and the aircraft will reach a minimum
steady flight speed without dropping a wing. The sink rate will increase in this minimum speed mode
more than two fold.
If the airspeed is decreased by rapidly raising the nose the wing will stall. Rapid decrease of airspeed in
the order of 2-3 knots per second will see an altitude loss of up to 100ft. See section 3.3.12 for recovery
procedures.
Never stall with the nose pitched up too high. This is a dangerous manoeuvre and can result in a tail
slide followed by a severe tumble. As a guideline, the nose up angle at which the aircraft stalls is about
the nose down angle it will recover at.
4.10.9
Descent, Approach and Landing
Landing should always be into wind with a long straight approach.
The landing distance specified in section 5 is the measured ground distance covered from an approach
at 50 feet above the average elevation of the runway used until the aircraft makes a complete stop.
An approach to the airstrip may be made with or without power, but in either case the airspeed should
be maintained above the nominated approach speed.
During take off and landing the recommended trimmer setting is in the fast trim position. It is acceptable
to set the trim as far as mid trim position for take off and landing. The decal on the control frame
upright, adjacent to the trimmer knob indicates the trim position.
The aircraft should be flown on final approach at or above the nominated safety speed. The additional
airspeed allows for wind gradient, and to provide greater controllability in the rough air that may lie close
to the ground. Maintaining airspeed on final is very important for engine-off landings, allowing a margin
for round out before touchdown.
The trike is designed to land with the rear wheels touching down slightly before the nose wheel. Once
firmly on the ground aerodynamic braking may be achieved by pulling in the control bar, then applying
the front nose wheel brake.
NOTE
In the case of a heavy landing the maintenance manuals for both the wing and the base should be
referenced. It must be noted that after a hard landing, your aircraft must be completely checked.
4.10.10 Cross Wind Landing and Take Off
Pilots with less experience should avoid landing or taking off in conditions with high crosswind
components, as skills do not always match the capabilities of the aircraft. Crosswind landings or take off
with low wind components up to 8 knots are quite safe and controllable, even to the inexperienced pilot.
The nominated approach speed should be increased by 5 knots when landing in cross wind conditions
of 10 knots or more.
WARNING
NEVER STALL THE AIRCRAFT WITH THE
NOSE PITCHED UP BEYOND 45 DEGREES.
MANOEUVRES
BEYOND
THIS
ARE
DANGEROUS AND CAN RESULT IN A TAIL
SLIDE FOLLOWED BY A SEVERE TUMBLE.
REFER TO SECTION 3.3.12 OF THIS FLIGHT
MANUAL
FOR
DETAILS
OF
THE
PROCEDURES
FOR
RECOVERY
FROM
UNUSUAL ATTITUDES.
