Druine Turbi From Wikipedia, the free encyclopedia

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1 Druine Turbi From Wikipedia, the free encyclopedia D.5 Turbi R.A.A.C Chapter 85 Druine Turbi Role Club aircraft Manufacturer CR GOGUILLOT Designer Roger Druine First flight c The Druine D.5 Turbi was a light aircraft designed in France in the 1950s for home building. It was a lowwing cantilever monoplane with fixed tailskid undercarriage. The pilot and a single passenger sat in tandem, open cockpits. The Turbi s semi-monocoque fuselage is all wood stringers and plywood skins. The dual wood spar wing, has plywood walk areas and a plywood D-cell leading edge. The leading edge area ahead of the ailerons has slots built in to increase aileron control even after the wing has stalled. The remainder of the wing is of wooden structure with fabric covering. The vertical and horizontal stabilizers are covered in plywood. All the control surfaces are of wooden structure and fabric covering. The control surfaces are all cable operated. Specifications (Chapter 85 Druine D.5 Turbi) General characteristics Crew: One pilot Capacity: 1 passenger Length: 6.89 m (22 ft 6 in) Wingspan: 8.77 m (28 ft 9 in) Wing area: 12.9 m 2 (139 ft 2 ) Powerplant: 1 O-235 Lycoming 115hp 1 of 23

2 Weights: FWBE Speeds: FWBE Gross OWE (lb.) Capacity Max. Baggage Max. Fuel G limit 1500 lb. 927 lb. 573 lb. 15 lb. 80 L / 128 lb. 3G VS (rear cg) VS (fore cg) V X (best angle) Vfinal Vlanding 38 mph 40 mph 60 mph mph mph VGlide 70 mph V Y (best rate) mph V A 66 mph VNO 100 mph VNE 108 mph 2 of 23

3 Chapter 85 Turbi System description The Chapter 85 Turbi was constructed by Mr. Goguillot and first registered in Currently the aircraft is equipped with a carbureted Lycoming O-235, 115hp engine. The primer has a very small volume. Use 5 strokes to prime a cold engine. The aircraft has a single 80L fuselage-tank. The tank feeds by gravity through a shut-off valve directly to the carburetor. The shut-off valve is controllable from both the front and rear cockpits. The engine is equipped with a starter and a generator. After start check that the generator is charging the battery. Prior to take-off verify that the ammeter has come down to below 5 amps. The chapter 85 Turbi has a fully enclosed cockpit and a steering tailwheel. Prior to flight verify that the straps holding the canopy in place are engaged. Front Cockpit Briefing Airspeed Indicator 2. Magnetic Compass 3. Altimeter 4. slip / skid ball 1. Heel-brakes 2. Fuel shut-off valve 3. Fuel tank bottom 4. Rudder pedal Rear Cockpit Briefing. 11. Fuel quantity The rear cockpit has the following instruments: 1. Oil temperature 3 2. Oil pressure 3. Hobbs meter 4. Airspeed 5. Turn coordinator Magnetic compass 7. RPM Altimeter 9. VSI 10. Ammeter 12 3 of 23

4 12.Fire extinguisher Throttle 2. Trim 3. Carb Heat 4. Mixture 5. Fuel Valve control 6. Heel Brakes 7. Fresh Air vent 8. Cockpit heat 4 of 23

5 ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE 2. Brakes -- APPLY 3. Mixture -- IDLE CUT-OFF 4. Ignition Switch -- OFF 5. Master Switch -- OFF Emergency Checklists ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed MPH 2. Mixture -- IDLE CUT-OFF 3. Fuel Shutoff Valve -- OFF 4. Ignition Switch -- OFF 5. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed MPH 2. Trim lever -- nose up for 65 MPH 3. Carburetor Heat -- ON 4. Fuel Shutoff Valve -- ON 5. Mixture -- RICH 6. Primer -- IN and LOCKED 7. Ignition Switch -- BOTH (or START if propeller is stopped) FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed 65 MPH 2. Mixture -- IDLE CUT-OFF 3. Ignition Switch -- OFF 4. Master Switch -- OFFFuel 5. Shutoff Valve -- OFF 6. Touchdown -- SLIGHTLY TAIL LOW 7. Brakes -- APPLY HEAVILY 5 of 23

6 PRECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed MPH 2. Selected Field -- FLY OVER, noting terrain and obstructions 3. Radio and Electrical Switches -- OFF 4. Airspeed MPH 5. Master Switch -- OFF 6. Touchdown -- LIGHTLY IN WHEEL-LANDING ATTITUDE 7. Ignition Switch -- OFF 8. Brakes -- APPLY AS REQUIRED DITCHING 1. Radio - - TRANSMIT MAYDAY on MHz or last assigned frequency, giving location and intentions and SQUAWK 7700 if transponder is installed 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON 3. Canopy -- open (both if with passenger) 4. Shoulder harness -- as tight as possible 5. Life vest(s) -- DO NOT INFLATE UNTIL OUT OF AIRCRAFT 6. Approach -- High Winds, Heavy Seas -- INTO THE WIND.; Light Winds, Heavy Swells -- PARALLEL TO SWELLS 7. Power -- ESTABLISH 300 FT/MIN DESCENT AT 45 MPH 8. Touchdown -- TAIL-LOW ATTITUDE 9. Passenger Face -- CUSHION at touchdown with folded coat or folded arms 10. Airplane -- EVACUATE 11. Life Vests and Raft -- INFLATE OUTSIDE AIRCRAFT FIRES DURING START ON GROUND 1. Cranking CONTINUE,to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 1. Power RPM for a few minutes 2. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 1. Cranking -- CONTINUE in an effort to obtain a start 6 of 23

7 2. Fire Extinguisher - - OBTAIN (have ground attendants obtain if not installed) 3. Engine -- SECURE Master Switch -- OFF Ignition Switch -- OFF Fuel Shutoff Valve -- OFF 4. Fire EXTINGUISH using fire extinguisher,wool blanket,or dirt 5. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF 2. Fuel Shutoff Valve -- OFF 3. Master Switch -- OFF 4. Cabin Heat and Air -- OFF 5. Airspeed KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture) 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power) ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF 2. All Other Switches (except ignition switch) -- OFF 3. Vents/Cabin Air/Heat -- CLOSED 4. Fire Extinguisher -- ACTIV A TE (if available) CABIN FIRE 1. Master Switch -- OFF 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts) 3. Fire Extinguisher -- ACTIVATE (if available) WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 1. Master Switch -- ON 2. Circuit Breakers -- CHECK for faulty circuit, do not reset 3. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. Note ammeter between turning switches on for unusual increase. 7 of 23

8 4. Vents/ Cabin Air/ Heat -- OPEN when it is ascertained that fire is completely extinguished 5. Land the airplane as soon as possible to inspect for damage, LANDING WITH A FLAT MAIN TIRE 1. Approach -- NORMAL - plan on wheel landing 2. Touchdown GOOD TIRE FIRST hold airplane off flat tire as long as possible with aileron control. Land tail gently and start using brakes on GOOD TIRE side as required. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) Alternator -- OFF Nonessential Electrical Equipment -- OFF Flight -- TERMINATE as soon as practical AMMETER SHOWS DISCHARGE Increase engine RPM above idle. 1. If ammeter shows charge -- monitor 2. If ammeter continues to show discharge: 1. Radios -- OFF 2. Master Switch -- OFF 3. Master Switch -- ON 4. Ammeter -- CHECK CHARGING. 5. Radios -- ON. 3. If ammeter shows discharge again: 1. Alternator -- OFF 2. Advise controlling agency of situation then radio OFF 3. Nonessential Radio and Electrical Equipment -- OFF 4. Flight -- TERMINATE as soon as practical 8 of 23

9 AMPLIFIED PROCEDURES - EMERGENCIES ENGINE FAILURE In case of an engine failure during the takeoff run the most important things to do are to maintain directional control and stop. If the failure happened after the tail is up in the air, initiate firm braking action and land the tail as airspeed and directional control allow. Incase of an engine failure after takeoff maintain airspeed by immediately lowing the nose. Establish best glide speed for the airplane first! Pull the trim lever full nose up trim. This will help get you close. The Turbi does not climb out steep enough to allow a 180 degree course reversal to the run, EVER!!!! Don t even make it a consideration. Find a suitable landing area ahead of the airplane, make only small course changes left or right of straight ahead. Avoid ditches and hard objects. If need be pick the softest cheapest object to hit and don t stop flying until the airplane stops moving. All items on the emergency checklist besides flying are optional. They do nothing to help you glide and land successfully. The increase safety above and beyond your safe glide and landing. FORCED LANDINGS If an engine failure occurs establish best glide speed, trim, and select a suitable field. Then attempt to restart the engine as discussed under the Engine Failure During Flight checklist. If these actions fail execute the Emergency Landing Without Engine Power checklist. Before attempting an "off airport" landing with engine power available, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist. Choose the landing style you intend to use, wheel-landing or three-point, and make your approach and landing plan accordingly. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Tighten the shoulder harnesses as much as possible. If you keep your head from hitting the panel your chances of evacuating are good. Transmit Mayday message on MHz or frequency of last contact, giving location and intentions, and squawk 7700 if a transponder is installed. After your last radio transmission slide the canopy full aft. In the case of glassy water, judging your height will be very difficult. Establish a 300 ft/min descent and hold that. If there is sufficient wave action to judge your height, plan on a three-point landing. Make sure you DO NOT inflate your life-vest until after evacuating the aircraft. An inflated life-vest will pin you in an overturned aircraft. 9 of 23

10 NORMAL CHECKLISTS Pre-Flight Personal Checklist:"... I. M. S.A.F.E Documents on board:"... A.R.R.O.W.I.L.L. All Switches"... OFF Master"... ON Fuel Gauge"... Quantity Check Master"... OFF Cockpit Check"... Seats, Belts, Wiring, Debris "... Fire Extinguisher charged and secure Exterior Canopy"... Condition, Cleanliness Port Wing:"... Trailing edge, Aileron "... Nav Light, Slots, Leading edge "... Gear,Wheel, Brake Fuel Quantity"... Measure with dipstick Fuel Quality/Drain"... Strainer Nose:"... Carb heat hose, Cabin heat hose, Wiring "... Control linkages, Fittings, Oil/Fuel Leaks "... Air Filter Oil Quantity"... 4 quarts min. Propeller"... Condition, Security Starboard Wing:"... Brake, Wheel, Gear "... Leading Edge, Static Tube, Pitot Tube, Slots "... Nav Light, Aileron, Trailing Edge Fuselage"... Antennae,General Condition Tail Surfaces"... Security, Freedom of Movement "... Nav Light Tailwheel"... Condition, Springs Trim Tab "... Condition, security Start Check Belts, Baggage, Brakes, Canopy, Maps, etc Controls"... Check freedom full range Fuel"... Check ON Cabin Heat"SET... Circuit Breakers"... Check Avionics & Electrics"... OFF Master"... ON Magnetos"... ON Mixture"... Rich Carb Heat"... Cold Trim Check"... Check friction, Set for Take-Off Throttle"... Set 1/4 Primer"... As required (5 when cold) Primer"... Locked Brakes"... ON Stick"... Full Aft Clear Prop"... Clear Prop! Starter"... Engage Check Oil Pressure" psi within 30 seconds Throttle" RPM Avionics"... As Required Amp Gauge"... Charging ATIS Information AK3 CZBB CYPK CYNJ (CZBB) Passenger Briefing Survival Gear"... location if carried Life Vest"... security, function, when to deploy ELT"... Location & Function Fire Extinguisher"... Location & Function Smoking"... Not permitted Canopy"... Operation Seat-Belts"... Operation Flight Controls"... DO NOT TOUCH!!! Pedals"... DO NOT TOUCH!!! Altimeter"SET... Ground Taxi Clearance AK3 CZBB CYPK CYNJ Brakes"... Test While Taxiing Controls"... Stick Aft, Ailerons for wind Flight Instruments"... check while taxiing Taxi to run-up area 10 of 23

11 Run-Up Heading"... Into wind as practical "... check area clear behind Brakes"... ON Controls"... Aft, ask passenger if possible Oil Temperature"... Indicating! Oil Pressure" psi Primer"... Locked Carb Heat"... OFF Mixture"... Rich Throttle" RPM Mixture"... Lean to Peak "... Rich after seconds Magneto check"... B-L off-b-r off-b " Maximum drop " RPM " Maximum difference" RPM " Not rough Carb Heat"... ON Throttle Idle" RPM Carb Heat"... OFF Throttle" RPM Pre Take-Off Belts, Baggage, Brakes, Canopy, Maps, Passengerreminders, etc. Controls"... Free & Correct Fuel"... ON, quantity note Instrument"... check Avionics"... set as required Transponder"... Set Lights"... As required Mags"... ON both Mixture"... Rich Carb Heat"... Cold Trim"... Set for take-off Request clearance / Broadcast Intentions Ground Taxi Clearance AK3 CZBB CYPK CYNJ Delta Airpark traffic, Turbi FWBE entering runway 25, right-hand turn-out after take-off, departing down-wind for Langley. Delta Airpark traffic, FWBE. Listen and Look for conflicting Traffic Taxi to position"... Note Time Ailerons"... Appropriate for wind Apply power and GO! Climb / Cruise Trim"... Adjust hands-off ALWAYS!! Carb Heat"... Check when appropriate Mixture"... Adjust as appropriate Oil Pressure"... Check regularly Oil Temperature"... Check regularly Pre Landing Belts, Baggage, Brakes, Canopy, Maps, Passengerreminders, etc. Flight Instruments"... check Primer"... Locked Master"... ON Magnetos"... ON both Mixture"... Rich Carb Heat"... ON Trim"... Hands-Off for mph Throttle"... adjust to control descent angle Post Landing Exit Active Runway Before This Checklist! Carb Heat"... Cold Mixture"... Lean as appropriate Time"... Note landing time Request clearance / Broadcast Intentions Ground Taxi Clearance AK3 CZBB CYPK CYNJ Your radio call format should be: Who you are addressing Who you are Where you are What your intentions are Additional information, ATIS, etc. (if blind transmission - repeat: Who you are addressing Who you are) e.g.: 11 of 23

12 Shutdown ELT"... check COMM"... to local ATIS Radios"OFF... Master & Electrics"... OFF Throttle" RPM Carb Heat"... OFF Magnetos (live check)"... both OFF - both ON Mixture"... Cut-Off Magnetos"... OFF Fuel"OFF... Logbook"... Enter Flight and snags Pre-Maneuver Checks Emergency / Precautionary Landing: (nearest ATC frequency or 121.5) Abbotsford Tower, Mayday, mayday, mayday Turbi FWBE We have had an engine failure 1500 feet over Sardis, landing in a field 2 miles west of Sardis, 2 souls onboard, 20 liters or fuel, colors yellow, blue, and white. Aircraft Information Weights: Gross FWBE 1500 lbs Before performing maneuvers in practice area (or anywhere where not prohibited), check for: H Height above terrain A Aircraft security and readiness L Location terrain and airspace T Traffic in the area including COMM! Radio Communications OEW (lbs.) Capacity Max. Baggage Max. Pilot 927 lbs 573 lbs 15 lbs see W&B sample calcs. General Format: Who you are addressing Who you are Where you are What your intentions are Additional information, ATIS, etc. (if blind transmission - repeat: Who you are addressing Who you are) Max. Fuel 80 L / 128 lbs Fuel: 100LL ONLY 1 US Gallon 6 lbs 1 Litre 1.6 lbs Examples of Specific Calls Ramp: Langley Ground Turbi FWBE On the Tower ramp Request taxi for the active, for circuits With information Bravo Diversion: Abbotsford Tower Turbi FWBE 1000 feet, over Mission Bridge VFR to Chilliwack. Request diversion through your zone, around south side of Glenn Valley to Langley due to deteriorating weather. Speeds: Vs Vx Vy Vglide Va Vno Vne Vfinal Vlanding FWBE 40 mph 60 mph 70 mph 70 mph 66 mph 100 mph 108 mph mph mph 12 of 23

13 Tailwheel Check-Out Refresher Flying a tailwheel aircraft (aka tail-dragger ) is no different than flying a tricycle gear (aka nose-dragger ) aircraft. The difference lies in their behaviors on the ground. Before you get in to the Turbi, review the front cockpit. Make sure nothing is loose and that nothing will interfere with the controls. If you are flying alone, do the belts up securely and pull them tight enough to keep them from interfering. If you have a passenger, help them belt in. Review how the belt works where all the controls are and what they are and are not allowed to touch. Also review carefully any commands or terminology your may wish to use to indicate if, when, and how the controls may be transferred. You start flying a tail-dragger the moment you start the engine, and you DO NOT stop flying it until the engine is turned off and it is tied down or put in the hangar. This is because the airplane s flight controls, particularly the tail, are immediately effective. As shown in the illustration the tendency of the engine s thrust is to nose the airplane over. Therefore you as pilot have to start thinking about your control inputs even before you start the engine. Prior to starting the engine. Do your cockpit checks, put on your belts, adjust your headset, set your radios as much as possible, and basically get everything out of the way. When you are completely ready grab the stick and hold it completely back before hitting the starter button. There are times when the airplane may lurch forward because you did not have the brakes held quite firmly enough. Stomping hard on the brakes and having the control stick all the way lifts tail engine thrust forward may be enough to lift the tail off the ground. If you have a passenger you can ask them to hold the stick all the way back for you. In some tail-draggers, and certainly the Turbi, forward visibility may be restricted by the airplane s design or even the front passenger. This may necessitate S-turning the airplane on the ground. Particularly in constricted ramp areas you need to exercise extreme caution when doing this. It is often a good idea to have a look around the airplane before even getting in to make a plan as to how to get from where you are to where you want to go. There are times that simply walking the airplane to a more open spot is the smartest idea. Have a look and think ahead. Be cautious while S-turning during taxiing. It is easy to forget that while you may have good visibility to one side of the aircraft the wing on the other side may be sticking out over an area that is not part of the taxiway. You may just find that long lost fence post out there in the tall grass! Keep the direction and strength of the wind in mind while taxiing. The ailerons should be adjusted so as to roll away from a tailwind and roll into a headwind. The elevator and rudder however live in the prop-blast. They will virtually always have a positive wind-blast over them. The only time this would not be the case is if the wind were to be stronger than the prop-blast. Should this be the case, you need to put the airplane back in a hangar! 13 of 23

14 Point of Wheel Pivoting The Ground Loop. When a tail-dragger is moving forward it is always willing to perform that lowest of aerobatic maneuvers: the ground loop. While not officially recognized by the IAC, it is perhaps the most popular aerobatic maneuver and may garner high judges points if executed spectacularly or at precisely the right time. The ground loop may occur during taxi, landing, and albeit rarely, even during take-off. The one thing the maneuver has in common in all C.G. these situations is that YOU, the pilot, did not keep the aircraft going straight. As can be seen from the illustration on the left the C.G. of a tail-dragger is located well behind the main wheels. Therefore, any time the airplane starts to veer left or right from its current direction the C.G. will try to push the airplane deeper into that turn, which tends to make the turning worse, which causes the C.G. to push the aircraft even harder into that turn until we finally go all the way around. At the least you will find your self looking straight back from whence you came. Often the direction from whence you came will flash by the front windshield and you will find yourself looking back to where you wanted to go, but now no doubt in need of a bathroom stop. And at worst you may collapse gear, stick a propeller in the ground, or turn the airplane upside down. The moral of the story is to keep the aircraft absolutely straight! Your feet must be on the rudders at all times. If your feet are not constantly moving to make corrections you are probably preparing for a groundloop. That wiggling rudder of a landing tail-dragger you have seen is a sign of expertise, not nervousness. Especially while practicing early in your tail-dragger check-out/recurrency you should consider staying on grass runways as they are much more forgiving of misalignments than pavement runways. The tires have a tendency to slide on the grass rather than digging in as they do on pavement. Taking off a tail-dragger. Taking off in a tail-dragger is considerably different than doing so in a nose-dragger. As soon as you apply power the nose will attempt to start veering off to the left. You must correct for this immediately with the rudders. Initially keeping directional control will be difficult as the nose obscures your forward vision. When you have full power on the engine start brining the tail up to a point where the airplane has a level attitude with the horizon. This will provide a great forward view and also put more weight on the mainwheels for directional control. (You will find, when taking off of runway 25 at Delta Airpark, that there exists an annoying dip in the runway right at the point that is likely to launch you into the air, but 5 mph earlier than you would prefer.) You will find that lifting the tail will cause the airplane to swerve again as you are dealing with the gyroscopic forces from the spinning propeller. Once airborne accelerate to mph for your climb out. Landing a tail-dragger. The debate between a three-point landing and a wheel-landing is as old as the tail-dragger itself. Both methods have their advantages and disadvantages. The three-point landing is precisely as its name implies. All three wheels are intended to land at the same time. In practicality one comes in at approximately 55 mph over the fence and pulls the power to idle. One then holds the airplane off the ground as long as possible, which leads to landing the tailwheel first. As soon as it hits the ground the mains will plop onto the ground as well and the airplane has stopped flying 14 of 23

15 completely. The airplane will not have any tendency to leap back into the sky. However, there are two drawbacks. First, the nose and your passenger will be in the same position as during your taxi out. You will thusly have the same forward vision. Second, if the airplane was not traveling completely straight and aligned with the runway you will need to correct immediately and aggressively to keep from performing the heretofore mentioned ground-loop. As you are traveling relatively slowly you have relatively little aerodynamic control of the plane. There are times when you must apply a burst of power simply to provide enough prop-blast over the tail to make it effective enough. In almost all cases it is wise to simply push the power all the way up and make it a touch and go, rather than to try to score a 9.5 A wheel landing means a stable approach at about 60 mph, with the aircraft trimmed for a constant descent. Just prior to touching the ground minimize your descent rate but leave the power alone. When the main wheels touch the ground check the control stick forward just a little to pin the wheels on the ground and then pull the power off. You can then gently lower the tail to the ground as you loose speed. You will have full forward vision of the runway and lots of aerodynamic control. The drawback is that if you do not minimize your descent rate, the mains will hit the runway but the tail will keep going down which means you ll be back up in the air flying. The solution is simple; apply the rest of the power, carb heat cold, and add one more circuit to your logbook. Both methods will be reviewed and practiced during the checkout. Balked Landings - Go-arounds But for exceptional circumstances the rule is: one landing attempt per approach. A landing is not complete until you are taxiing at walking pace. This means that if you bounce, are swerving to the side of the runway, or for any reason have to apply a significant amount of power to recover during a landing you should strongly consider going around. Apply full power, carb-heat in, and check mixture rich. Concentrate on coordinated flight, while accelerating to a safe climb speed. THEN adjust the direction of your climb-out to coincide with the heading of the runway. First things first: take a breath. In fact; take several slow deep breaths and calm down. You re back in the air, fly the departure just like you always do and simply concentrate on the next circuit and approach. 15 of 23

16 Chapter 85 Club Aircraft Policy The club aircraft policy may be found on the club website at: This complete policy must be reviewed. Occasional changes are posted. Therefore regular review of the policy page prior to going flying is imperative. Under Regular Operations the policy requires pilots to be current. Said currency is that as defined by Transport Canada for flying any light general aviation aircraft. At the same time, member pilots are reminded that currency for a low time tailwheel pilot versus a high time tailwheel pilot can be significantly different. Pilots are therefore strongly encouraged to self-evaluate and request a refresher with a checkpilot if they have not flown a tailwheel aircraft for a period of time. Member Pilot Qualifications are: i. Must be a Member (Associate may not fly club Aircraft) ii. Must hold a valid Transport Canada issued RPP or PPL iii. Must hold a valid Transport Canada Medical Certificate iv. Must have logged taildragger time either as PIC or as Dual with an Instructor Check Flight B. Procedure i. Check Pilot and Member Pilot must review the POH ii. iii. Check Pilot and Member Pilot must review the Policy Member must a. Sign that they have read, understand, and agree to abide by the Policy b. Sign that they have read, understand, and agree to abide by the "Absolute Release of Liability" form c. Must have provided the aircraft chairman with their pilot info, and have been added to the insurance policy. iv. Check Pilot and Member Pilot must Pre-Flight the Aircraft v. Check Pilot may optionally sit in the Pilot's seat for the Member's first flight in the Aircraft vi. Member Pilot will occupy the Pilot's Seat for the remainder of the Check Flight vii. Member Pilot will act as PIC for the duration of the Check Flight viii. Member Pilot will re-fuel and clean the aircraft as necessary after the Check Flight C. Required Elements - The Member Pilot will be required to demonstrate all of the following i. Aircraft ground handling procedure as per POH ii. Aircraft engine management procedure while flying as per POH iii. Circuit procedure as per Transport Canada standards iv. Landing procedure as per POH v. Generally, practicing "good airmanship" throughout the Check Flight D. Optional Elements - The Member Pilot may be required to demonstrate some or all of the following at the discretion of the Check Pilot i. En-route procedure to the practice areas. (Pitt Lake and Glen Valley) ii. Ability to maintain an altitude at different power settings iii. Ability to turn to a heading iv. Ability to prevent an incipient spin v. Ability to recover from a stall vi. Engine out procedure as per POH vii. Missed approach procedure as per POH E. Payment i. The Member Pilot, acting as PIC, shall be liable for all expenses resulting from the Check Flight 16 of 23

17 F. Renewal i. Members must self-evaluate their currency and competency in the aircraft and request a refresher as they deem required. (see opening statement) 17 of 23

18 Weight and Balance Report C-FWBE Aircraft Information Registration Aircraft Manufacturer (Builder) Owner Address Aircraft Model Aircraft Serial Number C-FWBE C.R. Goguillot Street, Delta, BC V4K 3N3 Druine Turbi D5 Weighing Data Weighing Scale Reading Tare Net Weight Arm Moment Point (lb) (lb) (lb) (in) (lb*in) Left Wheel Right Wheel Tail Wheel LESS: Fuel 43 L Totals Weighing Date Place Delta, BC Levelling Reference Datum Total Moment Total Weight Empty C.G. Canopy Rail Aircraft Firewall lb*in 953 lb 28.1 in. aft to the datum CG Range Forward 33.0 in Rear 38.0 in I certify that this data has been prepared in accordance with AC B and to the best of my knowledge represent the true empty weight and center of gravity of this aircraft at the date and place of weighing shown above. Date Signature ^ Page 1 of 4 18 of 23

19 Weight and Balance Report C-FWBE Amendment to Aircraft Weight & Balance Aircraft Information Registration Aircraft Manufacturer (Builder) Owner Address Aircraft Model C-FWBE C.R. Goguillot Street, Delta, BC V4K 3N3 Druine Turbi D5 Amendment Details Weight Arm Moment Original Configuration (see attached) Minus McCauley Metal Propellor Plus Ed Sterba Wood Propellor New Configuration New C of G Location is inches aft of aircraft datum (firewall) New Sample CG Calculations Station (inches) Pilot Pass Fuel Baggage CG Forward CG Aft CG Aft CG No Fuel Gross 1500lb I certify that to the best of my knowledge represent the true empty weight and center of gravity of this aircraft at the date and shown below. Date Signature ^ Amendment of 4 19 of 23

20 Chapter 85 Club Aircraft Delta Heritage Air Park Circuits There are a number of noise sensitive areas around Delta Heritage Airpark. The CFS indicates the major one to the west over 96th St. However over the years we have developed a Good Neigbour Policy to take in some of the concerns of the local inhabitants on 96 ST. and 104 ST. To this end we have drawn up a more extensive map of other noise sensitive areas and how a well flown circuit can avoid these areas. We ask that all pilots flying in and out of Delta adhere to these procedures for the enjoyment of all. Please review the CFS excerpt on the next two pages, and the Good Neighbour Policy on the pages following it. 20 of 23

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22 Good Neighbor Policy In addition to the CFS indicated Noise Sensitive Area (NSA) Delta Heritage Air Park has a Good Neighbor Policy, where we strive to minimize our noise impact on our neighbors. The following shows the CFS NSA highlighted in red, and the additional Good Neighbor NSA s highlighted in blue. The suggested circuit is shown in yellow. Good Neighbor policy continued on next page. 22 of 23

23 The following illustrations are meant to give an impression of what to look for when turning left base for runway 07. Please use the First Tree Line as a reference and if able keep it under your right wing. Please turn to line up on a 30 degree final to runway 07, avoiding overflying the Second Tree Line. 23 of 23