I A P 2 0 2 1 . 0 0 1 - A F M /
I R I S G 1 1 5 E / T U T O R T . 1
P a g e
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50
FOR SIMULATION PURPOSES ONLY
General Flying
Changes of attitude resulting from configuration changes are very small but
are magnified by the change of speed that follows. The changes of attitude
are:
•
Flap down..........................Nose down
•
Flap up...............................Nose up
•
Power on............................Nose up and left
•
Power off............................Nose down and right
The aircraft is stable although accurate trimming is not always easy. Lateral
balancing may be carried out by alternate selection of the wing fuel tanks;
however, the fuel asymmetry should not be allowed to exceed 20 litres.
When flying solo a slight roll to starboard may be apparent and expected.
If the aircraft is flown markedly out of balance (e.g. gross sideslipping), oil in
the sump may move far enough to uncover the pick-up pipe, indicated by
the oil pressure reducing below normal limits.
Prolonged flight in this regime will progressively damage the engine and may
eventually result in mechanical failure. Therefore, if the oil pressure does
reduce below normal limits, balanced flight must be resumed within 10
seconds.
Flight in Icing Conditions
The IRIS G115E / Tutor T.1 has no airframe or propeller de-icing or anti-icing
protection and only limited engine de-icing.
For this reason the Tutor is not cleared for flight into icing conditions. If such
conditions are
encountered, the aircraft should immediately be flown clear.
Flight in Turbulent Conditions
The recommended speed for flight in turbulent conditions is 100 kts. The flaps
should be selected UP to reduce the risk of exceeding the flap acceleration
limits.
Engine Handling
Proper use of the engine controls to set MP, RPM and fuel/air mixture will not
only increase power and improve fuel economy but will also reduce the risk
of engine failure and prolong its life.
Good engine husbandry should always include the following:
