Rans S-12, Руководство по эксплуатации для пилотов, Страница: 3 / 35

Chapter 1 Familiarization
The White/Rans S-12 is a two place, high wing pusher design of low weight and moderate
horsepower. Additionally the design has a below average lift to drag ratio due mostly to the
large thick wing. The stability of this design configuration is very high. There are no signifi-
cant divergent tendencies within the operational envelope of flight.
The aircraft kit was manufactured by Rans Aircraft in Hays, Kansas. In its kit form, the air-
plane came with all welding and sophisticated fabrication completed. The majority of the
amateur build requirements are satisfied by drilling holes in components, making the finish
cuts on lengths of tubing, running wiring, hoses, etc. and assembling the pre-manufactured
sub-assemblies into the completed aircraft. All told, the number of hours spent on the amateur
build portion of this aircraft mounted to over 750.
This aircraft does not meet FAR §103.1 and thus does not qualify as an “ultralight” but instead
according to FAR §21.175, and an experimental (special) airworthiness certificate must be
issued for this amateur-built aircraft. FAR §21.191 A private or recreational pilots license is
required to fly this airplane. Because this particular aircraft is not equipped with lights, night
flying is prohibited; and because no transponder or communication radio is installed, entry
into tower controlled airspace is prohibited. If you need another reason not to fly into weather
or other limited visibility conditions, the un-certificated Rotax 912 engine on this aircraft is
restricted to daytime VFR use only. For these reasons, flight into instrument meteorologi-
cal conditions with this aircraft is STRICTLY PROHIBITED. There is an emergency locator
transmitter on-board the aircraft capable of transmitting voice and also can be easily removed
from the aircraft for portable operation should the survivors need to leave the crash site. Also,
this aircraft is prohibited from carrying passengers for compensation or hire and that does
include buying the pilot lunch and a motel at your destination.
In-flight behavior of the aircraft is very similar to other high wing designs such as the Cessna
172 with the exception that the S-12 has a considerably higher power to weight ratio (for
increased climb and acceleration performance) and a higher drag to weight ratio (when you
loose power, the aircraft has very little momentum and drag slows it down IMMEDIATELY).
The pusher prop is located above the centerline of the airframe and compared to other more
traditional aircraft such as a 172, creates a significant nose-down moment with the addition of
power and conversely a nose-up moment with the reduction of power. This tendency is high-
est for example at the time of a missed-approach. The unwary pilot, adding full power from
an idle power setting at very low altitude and low airspeed will notice a very high stick force
required to keep the nose in a climb attitude.
This airplane is quite capable of short field operations. Take-off distances of less than 300 feet
with full flaps, 1 pilot, and a 10kt headwind are possible. Likewise short landing distances
are equally possible but difficult due to minimal braking power provided by the aircraft’s inef-
ficient hydraulic braking system. Rough and soft field operations are possible but should be
avoided where possible due to the fragile nature of the aircraft. The nosegear of this airplane
is particularly susceptible to damage when mis-treated.
Intentional spins are prohibited in this aircraft. However, even a low time pilot will be able
to recover easily from stalls and avoid departures. Stalls are marked with a gentle drop of the
nose or in the case of power-on climbing banked stalls, the high wing will in fact drop (pro-
vided no pilot rudder input is used). A power on stall with only the pilot on board may be hard
to recognize and in fact may never occur. The aircraft is not intended for aerobatics of any
nature which would intentionally exceed 2G’s positive loading (4G design limit) and while the
structure is designed to ultimately sustain 2G’s negative loading, it is recommended to avoid
negative loading of any nature due to fuel starvation problems with the gravity fed fuel system.
In general, maintenance of the aircraft is focused on the powerplant (coolant, oil and other
consumables) and the fabric sails. Loosing an engine or a big patch of your wing fabric is
just about the most likely and serious threat to your well-being. The sails are coated with a
UV resistant clear which extends their life from 350 exposure hours to approximately twice
that. In any case, the sails should be treated with care; frequent detailed inspections will avoid
any catastrophic failures. Other obvious failures are equally as important such as cracking
of structural members, fatigued aluminum, missing rivets, loose bolts and elongated holes.
Maintenance of the aircraft should only be performed by the designated repairman Jim White,
but by regulation can be performed by virtually anyone. A 12 month condition inspection is
a requirement of the airworthiness certificate and can be performed only by the designated
repairman or a licensed A&P mechanic. If at any time, a major change is made, a re-inspection
by the FAA is necessitated (FAR §21.93). When ownership of the aircraft is transferred, a new
repairman certificate will need to be issued through the FAA.
A specific outline of the aircraft’s operating limitations, as issued by the FAA at time of inspec-
tion, is given in Appendix A and as a requirement must be on-board the aircraft at all times.
All pilots should be aware of the FAA issued operating limitations for this amateur built air-
craft.
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