N50LE



THORP T-18

OPERATORS MANUAL

N50LE

This manual is specifically written for the Eversmeyer Thorp T-18, N50LE, S/N LE001. N50LE has a 190 HP Lycoming O360-A1A engine with Bendix fuel injection and Hartzell constant speed propeller. This manual is supplied only as a guide and its accuracy and applicability to other T-18 aircraft, or even N50LE, is not assured.

N50LE utilizes John Thorps original non-folding wing with the NACA 63A-412 airfoil, electrical flaps, electric aileron trim and "standard"

short length, untapered main landing gear. Tail spring is Lyle Trusty design. Plans set number is 1004.

Thanks should be given to the members of the Thorplist. The format of this manual as well as much of the information in it was distilled from the information supplied by these generous and knowledgeable individuals, and is not the result of flight testing on N50LE.

N50LE was the Bronze Lindy Award winner at the 1999 Oshkosh Airshow.

Disclaimer: No claims are made as to the accuracy of the information contained in this document. Those who choose to use this Operating Manual do so at their own risk.

TABLE OF CONTENTS

PAGE

I OPERATING LIMITATIONS…………….…………………..3

II EMERGENCY PROCEDURES………………………………8

III NORMAL PROCEDURES…………………………………..14

IV PERFORMANCE…………………………………………….23

V WEIGHT AND BALANCE………………………….………26

VI DESCRIPTION………………………………………………29

SECTION I

OPERATING LIMITATIONS

PAGE

GENERAL……………………………………………………………………..4

AIRSPEED LIMITATIONS………………………………….………………..4

POWERPLANT LIMITS AND INSTRUMENT MARKINGS……….………5

WEIGHT AND BALANCE LIMITS……………………………….…………6

FLIGHT LOAD FACTORS……………………………………….…………..6

TYPES OF OPERATION……………………………………….…………….6

MANEUVERS…………………………………………………….…………..6

REQUIRED PLACARDS………………………………………….………….7

SECTION I

NORMAL OPERATING LIMITATIONS

GENERAL

This section lists all power plant and airframe operating limitations. These limitations are also indicated in the aircraft in the form of placards and instrument color markings.

Where instrument markings differ from the stated limitations in the flight manual, the flight manual shall take precedence.

AIRSPEED LIMITATIONS

AIRSPEED DESIGNATION MPH INDICATOR MARKING

Never Exceed (Vne) 210 Red Line

Caution Range 160-210 Yellow Arc

Maximum Structural Cruise (Vno) 160 End of Green Arc

Normal Operating Range 60-160 Green Arc

Maneuvering Speed (Va) 160 End of Green arc

Maximum Flap Extension (Vfe) 110 Top of White Arc

Stall Speed, flaps up (Vs) 66

Stall Speed, 30 degrees flaps (Vso) 61

NOTE:

Vne - Maximum safe airspeed which is not to be exceeded at

any time.

Vno - Not to be exceeded except in smooth air only and then

with caution.

Va - No full or abrupt longitudinal control movements

allowed above this airspeed.

Vfe - No operation with flaps extended above this speed.

Vs - Stall speed or the minimum steady flight speed at which the airplane is controllable.

Vso - Stall speed or minimum steady flight speed possible in a landing configuration.

POWERPLANT LIMITATIONS

Engine

Lycoming O-360A1A S/N: L 1139-36

Rated 190 BHP

360 cubic inches, 8.5:1 Compression ratio

Bendix magnetos Right: S4LN-21 Left: S4LN-20

Bendix fuel injection unit, RSA-5AD1

Starter: B&C Specialty Products S/N 269072

Vacuum Pump: Sigma Tek 1U128B

Fuel: Aviation Grade 100LL

Propeller

Hartzell constant speed propeller: 721/4 inches in diameter

Propeller S/N: HC-M2YR-1BF/F7666A-4

Propeller Hub S/N: FB506

Avoid 2000 – 2350 RPM as per Hartzell recommendation.

INSTRUMENT MARKINGS

Tachometer

Avoid Operation 2000 – 2350 RPM

Maximum (Red Line) 2700 RPM

Cylinder Head Temperature

Maximum (Red Line) 500 Deg. F.

Maximum (75% power) 435 Deg. F.

Maximum (55%) power) 400 Deg. F.

Normal Range (Green Arc) 280-435 Deg. F.

Oil Temperature

Maximum (Red Line) 245 Deg. F.

Normal Range (Green Arc) 160-220 Deg. F.

Caution Range (Yellow Arc) 100-160 Deg. F.

Normal oil type Phillips XC 20W50

Oil Filter Champion CH48108

Maximum oil quantity 8 qts.

Normal oil quantity 6 qts.

Minimum oil quantity 2 qts.

Oil Pressure

Maximum (Red Line) 95 PSI Normal Range (Green Arc) 55-95 PSI

Minimum at Idle (Red Line) 25 PSI

WEIGHT AND BALANCE LIMITS

Maximum Gross Weight-- 1850 Lbs Standard Category

Center of Gravity Range-- Station 72.0 to 82.0

Load factor limits

1250 lbs +6.0/-3.0

1500 lbs +5.0/-2.5

1600 lbs +4.7/-2.3

1800 lbs +4.1/-2.0

TYPES OF OPERATION

Day or night IFR operations are approved with all required equipment operating as specified in FAR Part 91.

Aerobatic flight is prohibited.

Flight into known icing conditions is prohibited.

Operation over densely populated areas is prohibited except for purposes of takeoff and landing.

INVERTED FLIGHT

Flight at negative "G" conditions is to be avoided due to lack of inverted fuel, oil and battery systems.

REQUIRED PLACARDS

These placards must be in full view of the passengers seat reading:

1. WARNING THIS AIRCRAFT IS AMATEUR BUILT AND MAY NOT

COMPLY WITH FEDERAL AIRWORTHINESS STANDARDS

2. EXPERIMENTAL

SECTION II

EMERGENCY PROCEDURES

PAGE

GENERAL………………………………………………………………..9

ENGINE FIRE DURING START………………………………………..9

ENGINE FIRE IN FLIGHT……………………………………………..10

ELECTRICAL FIRE…………………………………………………….10

ALTERNATOR / ELECTRICAL……………………………………….10

VACCUM SYSTEM FAILURE………………………………………...11

ENGINE FAILURE ON TAKEOFF…………………………………….11

ENGINE AIR RESTART………………………………………………..11

PARTIAL POWER LOSS / ROUGH RUNNING………………………12

ABNORMAL OIL PRESSURE / TEMP INDICATIONS………...…….12

PRECAUTIONARY LANDING APPROACH…………………………12

FORCED LANDING (COMPLETE POWER FAILURE)…….………..13

DITCHING………………………………………………………………13

SEVERE TURBULENCE……………………………………………….13

SECTION II

EMERGENCY PROCEDURES

GENERAL

This section covers the recommended procedures to follow during emergency and adverse flight conditions. As it is not possible to define every type of emergency that may occur, it is the pilots responsibility to use sound judgment based on experience and knowledge of the aircraft to determine the best course of action. It is mandatory that the pilot familiarize himself with the entire flight manual, particularly this section prior to flight.

All airspeeds in this section are indicated airspeeds (IAS)

unless otherwise stated.

ENGINE FIRE DURING START

If the fire is believed to be confined to intake or exhaust system (result of flooding engine):

(1) Continue cranking engine with starter.

(2) Mixture Control--IDLE CUT-OFF

(3) Throttle--DO NOT MOVE

(4) Inspect aircraft thoroughly for damage and cause prior

to restart.

If fire persists or is not limited to intake or exhaust system:

(1) Mixture Control--IDLE CUTOFF

(2) Fuel Shut-off Valve--OFF

(3) Electrical and Magneto Switches--OFF

(4) Remove fire extinguisher from baggage compartment.

(5) Exit Aircraft.

(6) Direct fire extinguisher through the cowling side air

vents.

ENGINE FIRE IN FLIGHT

(1) Mixture Control--IDLE CUT-OFF.

(2) Fuel Shut-Off Valve--OFF

(3) Electrical and Magneto Switches--OFF

(4) Cabin Heat--OFF

(5) Canopy Vent--CLOSE

(6) Land immediately using "Forced Landing Procedures"

WARNING

Do NOT attempt to restart engine.

ELECTRICAL FIRE

An electrical fire is usually indicated by an acrid odor of hot or burning insulation and wisps of smoke.

(1) Electrical Switches--ALL OFF (Leave Magneto Switch ON).

(2) Cabin Heater--OFF

(3) Air Vents--OPEN only if absolutely necessary for smoke

removal and ventilation.

(3) Direct fire extinguisher to the smoke source (the

extinguisher is non-toxic HALON gas).

(4) If fire continues, land immediately.

If fire/smoke stops and electrical power is required for the remainder of the flight, pull all circuit breakers out, turn the battery switch on, then turn on the alternator switch and desired circuit breakers and/or switches. Allow a minute between turning on each switch or breaker in order to allow identification and isolation of the faulty circuit(s). Switch off any faulty circuits.

ALTERNATOR FAILURE

The ammeter displays current flow to and from the battery. Charge rates up to 50 amps will be observed after engine start, with rapid reduction to zero current flow.

Indications of discharge will result from alternator failure, and the voltage warning light will glow a steady yellow.

1) Alternator Switch--CYCLE to reset the over voltage relay.

2) If alternator current is not restored, turn OFF all non-essential electrical equipment to conserve battery power, and land as soon as practical.

VACUUM SYSTEM FAILURE

Excess vacuum may be observed via the vacuum gauge provided. Low vacuum will be indicated by the vacuum gauge and by a steady yellow glow of the low vacuum warning light. Performance of the artificial horizon and directional gyro are suspect if vacuum is outside of the green arc. The turn coordinator is electrically powered and unaffected by vacuum system operation.

ENGINE FAILURE ON TAKE-OFF

If sufficient Runway Remains:

(1) Throttle--CLOSED

(2) Land using brakes as required.

If airborne and insufficient runway remains for landing:

(1) Select most favorable landing area straight ahead.

2) If altitude permits, attempt engine restart. Throttle, propeller and mixture full forward.

3) Alternate engine induction air – Pull ON.

4) Check fuel valve ON.

(5) If Engine restart is not possible, follow forced

landing procedures.

WARNING

Maintain flying speed at all times and do not attempt to turn back

towards the runway unless sufficient altitude has been achieved.. Altitude required for turn back with no margin is 600 feet. A 45 degree banked turn at 100 MPH is recommended for turn back.

ENGINE AIR RESTART

(1) Maintain Airspeed--113 MPH minimum recommended.

(2) Magneto Switch--BOTH

(3) Mixture-- FULL RICH or LEANED as required at high

altitude.

(4) Fuel Shut-Off Valve--CHECK ON

(5) Alternate engine induction air – Pull ON.

(6) If restart does not occur, change throttle, mixture,

and magneto settings in attempt to restart.

1) Follow "Forced Landing Procedure" if unable to restart.

NOTE

The engine starter may be engaged in flight if the

engine has stopped windmilling.

PARTIAL POWER LOSS/ROUGH RUNNING

(1) Follow the engine air restart procedures.

(2) Land as soon as practical using "Precautionary Landing

Approach" procedures.

Presence of induction ice may be indicated by a gradual power loss. Alternate induction air should be used if ice is suspected.

ABNORMAL OIL PRESSURE OR TEMPERATURE INDICATIONS

Oil pressure and temperature problems are usually related with one affecting the other.

Before any action is taken, cross check the other engine instruments and control settings for possible clues

High oil temperature is generally the result of loss of oil, engine overheating (note CHT and EGT), or a malfunctioning oil cooler by-pass valve. If the situation remains unchecked, oil pressure usually drops resulting in possible engine damage. Power should be reduced while maintaining cruise airspeed. Place mixture in FULL RICH position and land as soon as practical.

Little or no oil pressure is usually caused by a failed pressure regulator valve, failed pump, loss of oil, clogged oil line, high oil temperature, or a defective gauge. A landing should be made as soon as practical using minimum RPM changes. Plan a "Precautionary Landing Approach" as engine failure may be imminent.

PRECAUTIONARY LANDING APPROACH

A precautionary landing approach should be used whenever power is still available, but a complete power failure is considered imminent.

Maintain a higher and closer pattern than normal to remain in gliding distance of the intended touch-down point. Recommended technique is to choose a point on the runway beyond which the aircraft could not be safely stopped, and to choose the earliest point at which a safe touchdown can be made. Monitoring glide path relative to the two chosen touchdown limits will provide guidance for just how much reserve speed and altitude can be safely carried for the approach in progress.

FORCED LANDING (COMPLETE POWER FAILURE)

(1) Airspeed--Maintain 113 MPH

(2) Mixture--IDLE CUT-OFF

(3) Fuel Shut-Off Valve--OFF

(4) Radio--MAYDAY 121.5 MHZ

(5) Transponder--CODE 7700

(6) Attempt to position the aircraft 1000 ft. AGL when

downwind and abeam of the intended point of landing.

(7) All Electrical Switches--OFF (Except Battery)

(8) On Final Approach--Airspeed 100MPH

(9) Canopy Latches--Released

(10) Flaps—30 degrees when field is assured.

(11) Battery Switch--OFF

(12) Touchdown in 3 point or tail low wheel landing.

The ELT is located under the co-pilots seat.

DITCHING

Should it become necessary to make a forced landing over water, follow "Forced Landing Procedures" in addition to the following:

(1) Land into wind if high winds are evident or parallel

to swells with calm winds.

(2) Contact the water with a nose high attitude.

(3) DO NOT STALL prior to touchdown.

SEVERE TURBULENCE

In severe turbulence do not exceed 160 MPH IAS. Maintain a constant

attitude rather than flying by reference to the altimeter and airspeed indicator.

SECTION III

NORMAL PROCEDURES

PAGE

EXTERIOR INSPECTION ………………………………….………..15

BEFORE STARTING ……………………………….………………..15

STARTING ……………………………………………………...……16

AFTER START ……………………………………….………………16

TAXI ………………………………………………………………….17

RUN UP ……………………………………………………………….17

LINE UP ……………………………………………………………...17

TAKE OFF …………………………………………….……………...18

CLIMB ……………………………………………….……………….18

CRUISE ……………………………...……………….……….……...19

FUEL TRANSFER …………………………………….……....….….19

DESCENT ……………………………………………………………19

APPROACH AND LANDING ………………………………………20

PATTERN ENTRY …………………………………….…………….20

NORMAL LANDING ……………………………………………….20

THREE POINT LANDING ……………………………….…………20

CROSSWIND LANDING …………………………………………...21

GUSTY WIND LANDING ………………………………………….21

BALKED LNDING ………………………………………………….22

CLEARING RUNWAY ……………………………….……………..22

ENGINE SHUTDOWN ……………………………….……………..22

N50LE Checklist

EXTERIOR INSPECTION

1. Remove both cheek cowls.

2. Check oil level. 6 quarts minimum, 8 maximum.

3. General security inspection of engine compartment.

4. Drain gas sample from Main and Aux tank. Check for contamination and color.

5. Visually check fuel level. Use dipstick.

6. Check tire condition and inflation. 28 psi minimum, 35 psi maximum.

7. Remove and stow pitot cover and 2 fuel tank vent covers. 3 total.

8. Visual inspection of the aircraft exterior:

✓ Cowl for security.

✓ Propeller free of nicks and has no free play.

✓ Propeller spinner for damage and security.

✓ Gear legs for bends or damage.

✓ Airframe is free of unnoted dents, ripples, warpage or deformation.

✓ Antennas, pitot tube and navigation lights for security.

✓ Shake wingtip. Check for security and any noise in airframe.

✓ Ailerons, aileron trim tab, actuator arms and hinges for security and free play.

✓ Flaps and hinges for security and free play.

✓ Canopy for scratches, security and freedom.

✓ Gap covers in place and secured.

✓ Static ports for obstructions. Both sides of fuselage.

✓ Rudder for looseness. Check both rudder bolts.

✓ Rudder cables and bellcrank for condition and security.

✓ Stabilator, stab trim tab and actuator arms for security, freedom and play.

✓ Tailwheel, tailwheel bellcrank, springs and leaf spring for condition and security.

9. Reinstall both cheek cowls.

10. Brief passenger for entry, exit and nature of Experimental aircraft.

BEFORE STARTING

1. Fasten seat belts and shoulder harnesses.

2. Secure unused harness.

3. Headset.

4. Controls free and correct.

5. Fuel ON: 12 o’clock position. Auxiliary tank on if necessary.

6. Hold brakes.

7. Electrical switches OFF.

STARTING

COLD

1. Master switch ON.

2. Check voltage, 12 volts minimum.

3. Fuel boost pump ON, check fuel pressure.

4. Throttle cracked one inch.

5. Propeller control full forward.

6. Mixture full rich for five seconds, then full lean.

7. Fuel boost pump OFF.

8. Clear prop.

9. Hold ignition key to start and then release as engine catches.

10. As engine catches slowly move mixture control to full rich.

11. Reduce throttle to idle at 800-1000 RPM. Reduce to 680 RPM when able.

12. Lean as necessary for smooth engine idle.

13. Verify alternator operation by checking voltage 14 v, and ammeter charge rate.

14. Verify main fuel pump operation.

HOT

1. Master switch ON

2. Check voltage, 12 volts minimum.

3. Fuel boost pump ON, check fuel pressure.

4. Throttle full forward.

5. Propeller full forward.

6. Mixture full rich.

7. Clear prop.

8. Hold ignition key to start and then release as the engine catches.

9. As engine catches IMMEDIATELY retard throttle to control engine speed, idle at a slightly faster than normal speed, approximately 1000 to 1200 RPM.

10. Lean as necessary for smooth engine idle.

11. Verify alternator operation by checking voltage 14 v. and ammeter charge rate.

12. Turn off auxiliary fuel pump and verify main fuel pump operation.

AFTER START

1. Exterior lights as required.

2. Radio master switch on.

3. Radio fan as necessary.

4. Set altimeter, directional gyro and attitude indicator.

5. Pitot heat as necessary.

TAXIING

The Thorp T-18 is very sensitive to rudder input. No checks are to be accomplished while taxiing. Concentrate on maintaining aircraft control.

Keep taxi speed under control by using low engine RPM and minimum braking.

Remember control input for crosswind correction.

Lean mixture as necessary.

Keep canopy open by using clip.

No distractions!

ENGINE RUN UP

1. Face aircraft into the wind.

2. Hold brakes.

3. Check fuel valve ON.

4. Stick full aft.

5. Propeller full forward.

6. Mixture full forward.

7. Wait until oil temperature is in the yellow arc before proceeding.

8. Run up engine to a max of 1900 RPM. Be careful not to lift the tail during run up.

9. Check left and right magnetos. Maximum drop is 200 RPM with a maximum of 50 RPM difference between magnetos. Engine should run smoothly on each magneto.

10. Momentarily check auxiliary fuel pump operation.

11. Suction in the green, approximately 5psi.

12. Check engine instruments.

13. Cycle propeller using 200-300 RPM drop. No more than 500 RPM drop.

14. Reduce engine to 1000RPM and lean for smooth operation.

15. Set stabilator trim: Trim full aft (until red trim limit light illuminates) and then trim forward 4 –5 seconds. Set more forward trim for higher gross weights.

16. Set aileron trim: When solo set full right wing down trim. With a passenger adjust trim according to passenger weight.

17. .Flaps: Use between 0-10 degrees for takeoff. More flaps for higher gross weights.

18. Check flight instruments.

LINE UP

1. Canopy closed and latched.

2. Mixture full rich.

3. Landing and strobe lights on.

4. Transponder to ALT/ON.

TAKEOFF

Recommended Takeoff Technique:

With the control stick held at neutral, smoothly apply full power.

Maintain runway centerline.

Allow tail to rise on it’s own.

Aircraft will lift off from a slightly tail low attitude at approximately 80-85 MPH.

Retract flaps prior to 110 MPH.

CLIMB

Climb power is 25”Hg. and 2500 RPM.

If leaning is necessary during climb use the number 4 cylinder EGT and lean to 1350 degrees until reaching cruising altitude.

Normal Climb Profile:

Initially hold 120-140 MPH to aid visibility. As rate of climb deteriorates hold 1000 FPM until speed falls below 120 MPH. Thereafter hold 500 FPM rate of climb until cruising altitude is reached. Modify profile as necessary to accommodate oil temperature and CHT.

Vx: 85 MPH

Vy: 110 MPH

CRUISE POWER SETTINGS

Cruising RPM will be 2400 to comply with Hartzell Propeller recommendations.

Lean to 50 ( ROP for 75%, Peak EGT for 65% and below.

POWER SETTINGS @ 2400 RPM

Alt. Temp 55%/7.2gph 65%/8.5gph 75%/10.2gph

SL 59F 20.4 22.9 25.5

1 55F 20.2 22.7 25.2

2 52F 20.0 22.5 25.0

3 48F 19.8 22.2 24.7

4 45F 19.5 22.0 24.4

5 41F 19.3 21.7 FT

6 38F 19.1 21.5

7 34F 18.9 21.3

8 31F 18.7 21.0

9 27F 18.5 FT

10 23F 18.3

11 19F 18.1

12 16F 17.8

13 12F 17.6

14 9F FT

FUEL TRANSFER

Burn approximately 20 minutes out of the main tank.

Open aux. tank fuel valve.

Turn ON fuel transfer switch.

Fuel will take approximately 20 minutes to transfer. Monitor aux. tank fuel gauge.

When transfer is complete, fuel transfer switch to OFF.

Close aux. tank fuel valve.

DESCENT

A 500 fpm rate of descent and speed of three miles per minute (180MPH) will be used for planning purposes. Modify as necessary.

Altitude to lose (in thousands and tenths) x 3 (miles per minute) x 2 (minutes per 1000 feet) = statute miles needed to descend.

(Example: 5.5 x 3 x 2 = 33 miles.)

Adjust manifold pressure to maintain desired speed. In rough air descend at Va, 160 MPH. Do not adjust mixture control on descent until leveling off at a lower altitude. Monitor EGT.

APPROACH AND LANDING

Flap settings beyond 30 degrees are not authorized and should be avoided. Experience has shown that some T-18s may enter an uncontrollable dive, at forward CG settings, if the flaps are extended beyond 30 degrees.

PATTERN ENTRY

The T-18 is a fast, very low drag aircraft requiring pilot planning to descend to pattern altitude and reduce speed to levels compatible with other traffic.

A downwind speed of 110 MPH at 15” MP is recommended when traffic permits. Maximum flap extension speed is 110 MPH.

The aircraft should be trimmed in pitch for all phases of the traffic pattern up to the landing flare. It may not be possible to trim all the aft force off of the control stick when landing.

Recommended procedure is to slow to 100 MPH or less before turning base and 90 MPH on base. Partial or full flap is recommended below 100MPH to improve over the nose visibility and speed stability as the "backside" of the power curve is approached. Slowing to less than 83 MPH (1.3 Vso) is not recommended until on short final.

NORMAL LANDING

Preferred approach is power on with full flaps at 85 to 90 MPH indicated. Decreasing approach speed to 80 MPH is acceptable only at light weights and with power. At heavy weights and/or turbulence the power off sink rate at 80 MPH is high enough that lift reserves for the landing flare are nil. Power is needed to break the descent at speeds below 100 MPH.

The high drag characteristics of the constant speed propeller make glide path control very simple. Add or subtract power as needed.

THREE POINT LANDING

In calm air establish a power on, full flap approach at 85 MPH to a point just short of the touchdown zone. Gently initiate the flare at 40 feet AGL and use a smooth continuously increasing pitch attitude to arrive at runway elevation in 3 point attitude.

If the final flare to touchdown is begun too high above the runway a hard landing on the main gear may result, causing rebound into the air below stall speed. Subsequent bounces and possible PIOs will probably require a go-around.

CAUTION

The relatively high T-18 span loading will result in

rapid speed decay if the aircraft is flared high with power off.

Use power to recover from high flare / low speed conditions.

Smooth three point touchdowns require learning to achieve 3 point attitude in the bottom of the flare at runway surface. Flaring at 6 or 8 inches and holding it off will result in a firm arrival when the airplane free falls the last 8 inches onto the stiff main gear.

Three point attitude in N50LE does not produce a full stall landing. Full aft stick will

produce a stalled landing with tailwheel contact occurring when the main gear is still airborne, leading to a firm drop and “crow hopping”. Full stall, aft stick touchdowns are likely to damage the landing gear and are not recommended.

Flap retraction is recommended after 3 point touchdown to keep the aircraft on the ground when encountering subsequent bumps and gusts on rollout. Be careful to maintain directional control while raising flaps. Directional control on rollout is strong and very quick. Avoid over controlling the rudder. Quick jabs on the rudder pedals work better than sustained pressure. Landing distances of less than 1700 feet can be consistently maintained with light to moderate braking.

CROSSWIND LANDING

Either a three point or wheel landing may be used in crosswinds depending upon pilot’s preference. Full flap is used in either case to lower the nose on landing approach, and to permit flap retraction to keep the aircraft down following a three point landing. The flight controls are powerful and quick. For a three-point landing, retract flaps on touchdown. For a wheel landing, roll out in a level attitude down to approximately 30 MPH.

GUSTY WIND LANDINGS

High wing loading and powerful controls make the T-18 relatively insensitive to wind gusts. Approach speeds below 85 MPH are not recommended when gust magnitudes exceed 10 MPH. Use of approach speeds above 100 MPH in strong gusts would jeopardize flap integrity with the 110 MPH flap extension speed (Vfe).

LANDING

Mixture Rich.

Propeller Full Forward.

Flaps as necessary.

BALKED LANDING

Throttle Full Open.

Establish Climb at 100 MPH.

Flaps Retract.

Trim Reset.

Accelerate to normal climb speed.

CLEARING RUNWAY

Strobes OFF.

Transponder to STBY.

Fuel boost pump OFF.

Flaps UP.

Lean mixture as necessary for taxi.

ENGINE SHUTDOWN

Turn off the Avionics Master before engine shutdown. Run engine up to 1000 RPM for 30 seconds before pulling the mixture control full aft to idle cutoff. After the engine stops, turn off remaining electrical devices, turn off the master switch and magnetos, remove the ignition key to prevent inadvertent activation.

GROUND HANDLING

Aft Movement: With two persons, movement can be accomplished by one person steering the plane by placing a hand on the base of the vertical fin and the other person pushing on the cheek cowls.

Forward Movement: Stand beside the fuselage, ahead of the horizontal tail. Place hands on the hip skin to top and/or side skin junctures at fuselage frame location to push the aircraft forward.

Use of a tailwheel towbar is recommended.

Remove one or both cheek cowls to aid in engine cooling.

SECTION IV

PERFORMANCE

IAS MPH

Power Off Stall Clean (Vs) 66

Power Off Stall 30º Flap (Vso) 61

Best Rate of Climb (Vy) 115

Best Angle of Climb (Vx) 85

Maneuvering Speed (Va) 160

Maximum Flap Extension Speed 110

Best Glide Angle 115

Estimated takeoff distance over a 50 foot obstacle 1020 feet

Estimated landing distance over a 50 foot obstacle 1850 feet

Sea level rate of climb 1500fpm

CRUISING AIRSPEEDS - IAS/TAS MPH KTS

75% power at sea level 196 / 196 173 / 173

75% power at 5000 feet 193 / 204 168 / 181

65% power at sea level 185 / 185 161 / 161

65% power at 7000 feet 175 / 196 152 / 170

55% power at sea level 168 / 168 146 / 146

55% power at 7000 feet 162 / 181 141 / 158

STILL AIR RANGE with 30 minutes reserve fuel SM / NM

Useable fuel: 33 US Gallons

7000 feet

75% power 530 / 460

65% power 660 / 575

55% power 730 / 680

POWER SETTING TABLE Cruising RPM will be 2400 to comply with Hartzell Propeller recommendation. Lean to 50º ROP for 75%,

Peak EGT for 65% and below.

Alt. Temp. 55%/7.2gph 65%/8.5gph 75%/10.2gph

SL 59F 20.4 22.9 25.5

1 55F 20.2 22.7 25.2

2 52F 20.0 22.5 25.0

3 48F 19.8 22.2 24.7

4 45F 19.5 22.0 24.4

5 41F 19.3 21.7 FT

6 38F 19.1 21.5

7 34F 18.9 21.3

8 31F 18.7 21.0

9 27F 18.5 FT

10 23F 18.3

11 19F 18.1

12 16F 17.8

13 12F 17.6

14 9F FT

The following Drag Polar was compiled by the CAFÉ Foundation. While these tests were not performed on N50LE, the T-18 it was done on is very similar.

[pic]

SECTION V

WEIGHT AND BALANCE

EMPTY AIRCRAFT

Weight: 1103 lbs.

C.G.: 74.0 in.

Mom.: 81622.0 in./lb.

Datum: Station 0. 0 (tip of spinner)

Leveling: the fuselage external skin stiffener below the canopy sill is used for longitudinal leveling. The wing center section main spar is used for lateral leveling.

Maximum fuel: 37 gallons

Usable fuel: 33 gallons

Maximum oil: 8 quarts (full oil is included in the aircraft empty weight)

Maximum gross weight: 1850 pounds

LEMAC: +66.1 inches

C.G. limits: +72.0 to +82.0

WEIGHT AND BALANCE WORKSHEET

ITEM WEIGHT ARM MOMENT

Empty weight 1103.0 74.0 81622.0

Fuel Main 60.0

Fuel Auxiliary 118.5

Pilot 106.0

Passenger 106.0

Baggage 118.5

Weight x Arm = Moment

Total Moment / Total Weight = Center of Gravity

AVDERSE LOADING CONDITIONS

FORWARD C.G.

ITEM WEIGHT ARM MOMENT

Empty Weight 1103.0 74.0 81622.0

Fuel Main 174.0 60.0 10440.0

Fuel Auxiliary 0 118.5 0

Pilot 135.0 106.0 14310.0

Passenger 0 106.0 0

Baggage ____ 0 118.5 _____ 0

TOTALS 1412.0 75.33 106372.0

AFT. C.G.

ITEM WEIGHT ARM MOMENT

Empty weight 1103.0 74.0 81622.0

Fuel Main 174.0 60.0 10440.0

Fuel Auxiliary 48.0 118.5 5688.0

Pilot 180.0 106.0 19080.0

Passenger 180.0 106.0 19080.0

Baggage __50.0 118.5 __5925.0

TOTALS 1735.0 81.74 ` 141835.0

WEIGHT & BALANCE NOTES:

Due to the sensitive balance characteristics of N50LE two weight and balance computations are desirable before flight. Computations should be accomplished for both the expected takeoff and landing loading configurations.

If fuel transfer from the Auxiliary tank is contemplated, a third weight and balance is needed for the point of fuel transfer.

In the above, AFT C.G. , example, .26 inches of rearward movement are available to accommodate aft C.G. travel as fuel is burned from the Main tank.

If the fuel transfer pump fails and fuel transfer from the Aux. tank cannot be accomplished, an immediate emergency landing must performed at the nearest airport. Reduce power to 55% and lean to peak EGT to reduce fuel consumption. While using fuel from the Main tank at 75% power fuel flow, the C.G. will move aft .1 inch every five minutes.

LOAD FACTOR LIMITS:

1250 lbs. +6.0/-3.0

1500 lbs. +5.0/-2.5

1600 lbs. +4.7/-2.3

1800 lbs. +4.1/-2.0

SECTION VI

DESCRIPTION

DIMENSIONS

Wing Span 20’ 10”

Wing Chord 4’ 2”

Wing Aspect Ratio 5.0

Length 18’ 11”

Height 5’ 1”

Wheel Track 5’ 3”

Propeller Diameter 721/4”

AREAS

Wings 86.0 sq.ft.

Ailerons 6.8 sq.ft.

Flaps 6.0 sq.ft.

Fin 4.8 sq.ft.

Rudder 3.2 sq.ft.

Stabilator 14.2 sq.ft.

MISCELLANEOUS

Trim Stabilator and aileron trim are both electrically actuated.

Tires 5.00 x 5 Goodyear / 28 to 32 psi.

Induction Brackett air filter, BA6108

Fuel system Aviation grade 100LL.

Main tank: 29 gals.

Aux tank: 8 gals.

Total: 37 gals.

Usable: 33 gals.

Usable fuel is assumed to be 33 gallons in order to keep a four gallon reserve on board at all times.

Engine Preheat An electric preheater is attached to the oil sump. The plug for the heater is located in the right cowl. Engine preheat should be used when the outside air temperature is below 40ºF.

Brake fluid MIL-H-5606G

Oil Phillips XC SAE 20W50

Oil filter Champion CH48108

Spark plugs Champion RHM 38S

NOTE: With the seat back in the down position the control stick cannot be moved full aft. Care must be taken when flying solo to keep the seat back in the up position if the passenger’s seat is empty.

AVIONICS

King KMA 20 audio panel, three light marker beacon.

King KX 155 Nav/Com, VOR, LOC, GS

Icom IC 200 Com

King KT76A transponder and Mode C encoder

Century 1 autopilot

PS Engineering intercom

Stormscope WX-8

Garmin GPS MAP 295

ACK Avionics Technologies ELT model E-01

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