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SECTION 7
Aircraft Operating Instructions Edge XT 912
AIRCRAFT & SYSTEMS
January 2014
Issue 2.4
Page 94
7.8 Seat Adjustment
The front seat backrest on the Edge XT trike has a simple for and aft adjuster on the base tube. To adjust
the seat backrest forward the following procedure should be adopted:
1) Remove pin and bolt from channel.
2) Rotate seat back forward and replace bolt in channel one hole further forward.
3) Replace safety pin through bolt.
To move backrest rearward the bolt should be moved one hole back.
7.9 Occupant Restraint Harness
Both front and rear seats are fitted with a 3-point restraint harness system. The shoulder inertia reel system
is fitted to the mast and requires attachment on the male section of the lap belt during lap belt fastening (see
photo).
When flying the trike solo it is important to fasten the rear seat belt to prevent contact with hot engine
components in flight.
Figure 2 Section 7. Restraint harness, shoulder sash & buckle fitting.
7.10 Engine
The power unit is a Rotax 912UL 80hp 4-stroke engine designed and built in Austria. The Rotax engine is
fitted with a gearbox, which delivers smooth thrust via a reduction drive. This power unit is complemented
with a ground adjustable propeller giving the ultimate in performance and reliability. The engine is fitted with
Bing carburettors with an external dry filter.
7.11 Carburettor heating
The system is designed to minimize the risk of carburetor icing. A heater block is attached directly to the
carburetor body with radiator coolant passing through the block. The heat from the carburetor body is also
transferred to the carburetor spindle and butterfly. No significant heating of the intake air takes place so
there is negligible loss of engine power. All flight performance data has been obtained with the heaters fitted
and operational.
The carburetor heating system will work automatically when on. An occasional check that the heater bodies
are getting warm is advisable after engine running.
The system has not been tested under all possible conditions that may prevail, therefore its effectiveness
cannot be guaranteed in all circumstances. Aircraft equipped with this device should never be flown in
circumstances where a successful 'no power' landing cannot be made in the event of engine failure.
