P&M Aviation QUIK-GTR, Руководство оператора

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P&M QUIK-GTR Manual, ref. QUIK-GTR Man 1.0.doc
Page 10
1.4. PRE-FLIGHT CHECKS
It is essential that rigorous checks are carried out daily before flight, exactly to the schedule in Section 6.
In addition to the full daily inspection and pre-flight checks detailed in Section 6, ensure that:
SERVICING: the engine and airframe are within Service limits (see Section 12.5).
LIFED COMPONENTS: the engine and airframe are within lifing limits (see Section 12.7).
If there are any grounds for suspicion about any element of your aircraft's safe operation, do not fly.
1.5. SAFETY HARNESSES
P&M Aviation aircraft are equipped with a 3 point harness for the pilot, and a four point harness for the
passenger. These should be worn at all times; it is particularly important for the safety of the pilot in an accident
that the passenger should wear the shoulder straps provided. Double check that both harnesses are secure as
part of the Pre-take-off check (See Section 7.2). If flying solo, ensure the rear seat harness is secured so that
the straps and in particular the shoulder straps cannot flap around in the wind and get into the engine magneto or
catch the hot exhaust pipe, which may cause them to melt and lose some or all of their strength.
1.6. GROUND HANDLING
A flight has not been successfully and safely concluded until the engine has been stopped, the aircraft has been
securely parked and picketed or hangared, and the pilot and passenger have disembarked. Do not make the
mistake of losing concentration just because you have landed safely. Never taxi at more than walking pace. Use
the brakes gently. Remember to make sufficient allowance for the span of the aircraft when manoeuvering in
confined spaces. Always be ready to switch off the engine in the event of any problem. Respect ground
handling limitations and avoid taxiing in strong winds and gusty conditions. For fixed wing pilots: remember the
nose-wheel steering operates in the opposite direction to that which you are used to.
1.7. AIRSTRIP CRITERIA
Your airstrip should be smooth, flat, devoid of obstructions, clear of stones and other obstacles which may
damage the aircraft and more particularly the propeller. Short cut grass or tarmac are ideal surfaces. The strip
should be sufficiently long to allow for a straight ahead landing in the event of an engine failure on climb out.
Both the approach and the climb out zones should be free of any high obstructions like trees, pylons & buildings,
and ideally there should be some alternate landing fields in these zones to allow for safe landings in the event of
engine problems when landing or taking off. Airstrips surrounded by trees or other obstacles should be avoided,
particularly in windy conditions, since low-level turbulence and rotor are likely to be present. Exercise great care
when visiting other airstrips for the first time, since it is quite possible that they are not suitable for safe Microlight
operation.
1.8. SPECIAL HAZARDS
You should be aware of the following special hazards and it is your duty to point them out to passengers and
spectators:
Propellers
Rotating, and indeed even stationary propellers pose potential dangers. Rotating propellers are very hard to see,
so special attention should be made to keep persons, and especially children and pets, clear of the aircraft once
it has been started. Persons should never stand either in line with the arc of the propeller or behind it since there
is always a possibility that stones or other objects can be picked up and hurled at great speed in any direction. In
the event of a propeller strike close down the engine immediately and do not re-start until you are satisfied that
no structural damage has been done to the propeller. If any damage is visible, do not fly until the damaged blade
has been repaired or replaced and the engine has been inspected for shock load damage.
If you do not wear a harness it could be
hazardous and failure to do so may result in
injury or death.
WARNING
!