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Ditching in water - Life jackets to be worn for Sea CrossingHarnesses.TIGHTCabin Latch.UNLOCK. NOT OPENFinal Approach. Master OFFNO FLAP SELECTED (Pitches DOWN)HOLD OFF “SPLASH” TAIL DOWNDitching ProcedureAlways Check DIRECTION OF SWELLand WINDTurn towards LAND/SHIPPINGTrim .BEST GLIDE 71 KtsPlan landing.ALONG SWELLORNo Swell.INTO WINDCheck Failure.ATTEMPT CORRECTIONRadio.MAYDAYEngine.Shut Down ProcedureLeaving AircraftSeat Belts.ReleaseCanopy.OpenExit onto WingInflate Life Jacket3.03Notes on Emergency procedures3.03.01Engine power loss during takes offAction depends on circumstances. If sufficient runway remains then land straight ahead. Ifinsufficient runway remains, maintain a safe airspeed and make only shallow turns to avoidobstructions. Use of flap depends on circumstances; they would normally be fully extended forlanding. With sufficient altitude and safe speed established engine restart procedure can beinitiated. Fuel pump on with mixture rich, carburetor heat should be on and the primer checked toensure it is locked. Engine failure due to fuel exhaustion may require up to 10 seconds afterswitching tanks.3.03.02Engine power loss in flightComplete power loss is usually due to fuel interruption, if this is so power will be restored whenfuel flow is itself restored. The first action is to trim for best glide 71 KIAS and establish if thereis time to attempt restart or immediately prepare for an emergency “Power Off” landing.Restart procedure is to switch to the other tank (provided it is fuelled), turn on the fuel pump andmove mixture to rich and the carburetor heat on. Check engine gauges for an indication of causeand if no fuel pressure is indicated change tank selection. Primer should be locked. When poweris restored move carburetor heat to cold and turn fuel pump off.If engine still fails to restart and time permits turn the ignition to “L” then “R” then backs to both.Try moving the throttle and/or mixture to different settings. This may restore power if mixture istoo rich or too lean or if there is a partial fuel blockage. Try the other tank; water in the fuel maytake time to clear the system. Allowing the engine to windmill may restore power. If failure isdue to water then fuel pressure will be normal. Empty fuel lines may take ten seconds to refill.Power Off landing is covered in section 3.02.0311

3.03.03Power Off LandingThe initial action is ALWAYS TRIM FOR BEST GLIDE 71 Kts IAS if power restorationmeasures are ineffective and time allows check for airports/strips available and notify ofproblem/intent if possible.Identify a suitable field, planning an into wind landing. Try to be 1000 ft at the end of thedownwind leg to make a normal landing. Aim initially for the center of the field (drag with awind milling propeller will be higher than you are used to) and only lower final stages of flapwhen you judge you can reach the field. Plan for slowest short field landing but do not stall.When committed to landing close throttle, turn off masters and ignition switches. Turn fuelselector to off and move mixture to idle cut off. Seat belts should be tight and touchdown at theslowest speed possible.3.03.04Engine Fire during StartThese are usually due to over priming. The first attempt to extinguish the fire is to draw theexcess fuel back into the induction system. If the engine has started continue to operate to pull thefire into the engine. If the engine is not operating move mixture to idle cut off, open the throttleand crank the engine to draw fire into the engine.If in either case the fire continues for more than a few seconds it should be extinguished byexternal means. Fuel selector should be off and mixture at idle cut off.3.03.05Fire in FlightEngine fire in flight is extremely rare. If it is present switch fuel selector off and close throttle.Mixture should be at idle cut off and booster pump off. Close heater and subject to radiorequirements turn masters off. Proceed with Power off Landing.Cabin fire is identified through smell and smoke - be sure it is not from outside! It is essential thesource be identified through instrument readings, nature of smoke or system failure. If anelectrical fire is indicated masters should be turned off, cabin heat turned off and vents open. Fireextinguisher should be used with caution. Proceed with Power off landing procedure.3.03.06Oil Pressure LossThis may be partial or complete, or it may be a gauge malfunction. Note the oil pressure gauge iselectrical.A partial loss of oil pressure is usually a regulation problem. A landing should be made as soonas possible.A complete loss of pressure may signify oil exhaustion (or faulty gauge). Proceed to nearestairport/airfield and be prepared for a forced landing. The engine may stop suddenly. Maintainaltitude and do not change power settings unnecessarily, as this may hasten power loss.12

An off airfield landing while power is available should be considered especially in the presenceof additional indicators e.g., rise in engine CHT or oil temperature, oil and/or smoke apparent.3.03.07Fuel Pressure lossIf fuel pressure falls, turn on the electric pump and check selector is on a full tank. If the problemremains land as soon as possible and check system.3.03.08High Oil TemperatureHigh oil temperature may be due to a low oil level, obstruction in oil cooler (internal or external),damaged baffle seals, a defective gauge (on this aircraft it is an electrical gauge), or other causes.A steady rise is a particular sign of trouble.Always land as soon as possible at an appropriate airport/airfield and investigate and be preparedfor an engine failure. Watch the oil pressure and CHT (Cylinder Head Temperature) gauge toidentify impending failure.3.03.09Alternator FailureThis is identified from progressive voltage drop (low voltage warning light and voltmeter).Initially check operation by actuating a high load item (e.g. landing lightReduce electrical load as much as possible and check circuit breakers.Attempt to reset by turning off the alternator switch for one second and then back on again. If thecause was a momentary over voltage (16.5V ) this will return the system to normal working.If the indications are that there is zero alternator output turn Alternator switch off, use onlyminimum electrical load and land as soon a practicable. Note that the flaps are electrically drivenso prepare for a flapless approach.3.03.10Engine RoughnessThis is usually due to carburetor icing indicated by a drop in RPM and may be accompanied byslight loss of airspeed and/or altitude. If too much ice accumulates restoration of full power maynot be possible, therefore prompt action is required.Turn carburetor heat on. RPM will decrease slightly and roughness increases. Wait for a decreasein engine roughens or increase in RPM, indicating ice removal. If no change in approximatelyone minute return carburetor heat to off.Partial carburetor heat may be worse than no heat as it may melt part of the ice, which willrefreeze in the intake system. Therefore always use full heat and when ice is removed return tofull cold position.13

If engine is still rough adjust mixture for maximum smoothness. Engine will run rough if too richor lean. Switch fuel pump on and try other tank to check fuel contamination. Check enginegauges for normality and react accordingly. Move magneto switches to “L” then “R” and both. Ifoperation is satisfactory on either magneto proceed at reduced power, with mixture rich, tonearest airport/airfield.3.04Stall and Spin RecoveryThe following has been taken from information provided by Vans Aircraft Inc, which it is basedon their testing of RV4 aircraft. Characteristics of different aircraft are different; the informationshould be taken as a guide only and not as specific to this aircraft.3.04.01Stalls (Notes from testing section of Vans assembly manual for aircraft)Indicated stalling speed of 38 mph can possibly be 50 mph or more. However the readings arerelative and you can believe the gauge will indicate the same speed consistently, if the stall isapproached at the same rate every time.Except for accelerated stalls and secondary stalls, approach each slowly while keeping the nosefrom turning with the rudder. Allow the speed to bleed off until you feel a slight buffet. Note theairspeed and recover with a smooth forward movement of the stick as power is added. Maybesimply relieving backpressure on the stick when the stall occurs will be sufficient for yourairplane. Stalls entered from steep bank or climb will require more aggressive recovery controlapplication. Remember the RV4 has light elevator forces, and over control can easily occur,and secondary stalls encountered.3.04.02Spins & Spin RecoveryVans aircraft does not consider spins to be a recreational aerobatic maneuver and does notrecommend that they be casually undertaken in the aircraft.Intentional spin entry should be initiated from a power off stall with full rudder in one directionand full elevator following the initial break. Typical spin behavior for an RV is that the controlpressures are released immediately following spin entry, recovery will be automatic and almostimmediate-no more than ½ spin revolution. If spin rotation is held for approximately one fullrevolution, recovery can be accomplished quickly through application of anti-spin control(opposite rudder, stick centered).If pro-spin controls are held until two full revolution have beencompleted, the spin will be fully developed. Recovery techniques will vary.The most effective technique is as follows:1. Power off2. Elevator centered.(or stick free)3. Full opposite rudder.4. Recover from dive as soon as rotation stops.Recovery time (time to stop rotation) will vary depending on C.G. position and other factors.14

Step#2 is best accomplished “hands-on stick” rather than stick free because while in spinrotation, the outside aileron will sometimes float up, thus driving the stick out of center.Good spin recovery is evident in the first two rotations. Simply releasing the controls during thefirst rotation stopped the spin, and opposite rudder and forward stick caused a quick recoveryduring the second rotation. After two turns, the rotation rate will increase and stabilized between3 and 4 turns with a high rate of rotation of about 180 degrees/second. Once past approximately 2spin rotations the spin has stabilized and if the controls are freed, the RV4 will continue spinninguntil anti-rotation control inputs are applied. The recovery procedure consists of the following1. Power to idle2. Apply full opposite rudder,(opposite the direction of rotation)3. Center the ailerons and elevator (because of up elevator float,( Forward stick pressure isneeded to center the elevators.)4. Hold the above control positions until rotation stops, then use elevator to recover to levelflight. 1 ¼ to 1 ¾ rotations are usually required for rotation to stop.15

SECTION 4NORMAL PROCEDURES4.01GeneralPilots should familiarize themselves with the procedures in this section to become proficient withthe normal safe operation of the aircraft4.02 Airspeeds for safe operationVyVxVaVsoVsVfeBest rate of climb speedBest angle of climb speedBest glide angleTurbulent air operating speedStall full flapStall flaplessMaximum full flap speedLanding Final approach speed (full 40 deg flap)Demonstrated crosswind velocityTake off rotate speedDemonstrated unstuck speed78 mph68 Kts82 mph71 Kts82 mph71 Kts132 mph115 Kts56 mph49 Kts60 mph52 Kts IAS100 mph87 Kts70 mph60 Kts(Note pitot error)to be established67 mph58 Kts(Based on Vs 11mph)60 Kts IAS4.03 Engine Operating ConditionsRPM HPNormal RatedPerformance Cruise (75%)Economy Cruise (65%)2700 1502450 1202350 104Fuel Cons.Gal/Hr13.48.47.3Max Oil Cons. Max.CHTQts/Hr0.68500 Deg.F0.38500 Deg.F0.33500 Deg.F4.04 Normal procedures check listEngine is equipped with electronic ignition, please read the P-Mag operation Notesbefore starting the engine.16

P-Mag Operating NotesStarting- To start the engine, simply turn on the 12 volt power to the ignition(The master power switch) Turn on the 2 switch breakers right of the start switch.Then start the engine with the start switch. Start mode is automatically sensed by the P-Magand provides multiple strikes to each cylinder.Stopping the engine – CAUTION P-Mag models are similar to magnetos in that the ignitionkill switch (or mixture control) is the only way to stop the ignition once the engine is started.Powering Down – With all P-Mag models, use your main power switch breakers to powerdown the ignitions. The ignition OFF switch (p-lead) only tells the P-Mag to stop generatingspark. It does NOT cut power to the ignition. If you leave the aircraft with the P-Mags poweron, they will draw down your battery over time.P-Mag Alternator Check – You can check the internal alternator operation on the P-Magduring run-up (900 rpm) by switching to the P-Mag ignition and cutting 12 volt power(Switch Breaker). If built in alternator is working, the engine will continue to run.If it is not working, the engine will quit.17

PREFLIGHT CHECKEXTERNAL CHECKSSTARTINGAll switches.OFFExterior .check for damageFlap pushrod ends . wear/securityRear Empennage fairing. Secure round elevatorControl surfaces ck. interferenceHinges interference/hinges .okTanks. caps secure & quantityTank drains. DrainFuel vents. ClearTires. Check okPitot tube. ClearCanopy . CleanProp & Spinner .okOil. check levelDipstick .secureCowl .SecureAir inlets .ClearStatic port. ClearMaster . ONFlap.ExtendNav lights.CHECKStrobe.CHECKFuel gauges/Quantity.CHECKMaster .OFFStart (10 Sec Max Crank time)1200 rpm setAlternator onCheck: Oil pressure (max 90 min 60 psi)Fuel pressure (max 8 min 0.5)Volt meterMagnetosStrobe onAI risingRadio Master on & set radiosTAXYINGBrakes checkInstruments checkPOWER CHECKBrakes onChange tanks1800 rpm setCheck: Carb heatMag drop (Drop less than 175 rpmNot greater 50 rpm between mags)VoltsOil tempCHT (all above 150 Deg.F)Idle @ 500/700INTERNAL CHECKSCanopy latchedControls Full & FreeMaster onFlap setTrims cycle & checkFuel select to fullest tankPump on check pressurePump offCarb heat setMixture richThrottle set (1/4” travel open)Prime (3 strokes max)PRE TAKE OFFTrim setMixture richMagnetos both onCarb air coldFuel pump onPrimer lockedFuel statusFlaps as requiredAltimeter setEngine instruments checkCanopy closed and lockedHarnesses secureCollision lights onControls full and free18

POST FLIGHT CHECKAFTER LANDING CHECKS1. Unnecessary electrics off2 .Flaps up if appropriate3. Carb air coldCLIMB CHECKSI Icing/IDENTP powerA AltimeterSHUTDOWN CHECKS1 Park brake on2 1200 RPM set3 Magnetos check4 Radios (MASTER) off5 Electrics off6 Mixture cut off7 Magneto Switch off8 Master switches off9 Fuels offTOP OF CLIMBF Fuel pump off/Mix setA Altimeter setI Indent Nav. aidsL Landing light offANDP PowerA AltimeterT TransmitTURN CHECKSS StopwatchT Turn/trackA Altimeter setR R/T reportR Radio/nav setLANDING CHECKSB BrakesM Mixture richC Carb air HotF Fuel tank & PumpH Harnesses/ArticlesC Carb air ColdE Engine T's & P'sORT TimeT TurnT TalkHASELL CHECKH Height sufficientA Airframe/flapsS Security/harnessesE Engine T & P, MixtureL LocationL LookoutFEMDO ROUTE CHECKF FuelE EngineM MixtureD D/I setO Orientation.FIELD APPROACHF Fuel tankR Radio Freq. /volE Engine T's & P'sCarb air, MixtureD D.I setA Altimeter setDESCEND CHECKSS Sector safetyA AltitudeS SpeedAFTER TAKE OFF CHECKSG (Gear up)F Flaps upH Heading/speed check19

SECTION 5PERFORMANCE5.01GENERALAircraft performance will be specific to a particular airplane. Whilst experience has showthat Vans published test data is close to that of other similar aircraft, differences in buildstandards and equipment fitted inevitably mean individual evaluation is required.In this section (Prov) against a performance characteristic means it has been obtained frompublished data and the characteristic for this aircraft has yet to be established. In somecases data is not currently available.5.02Airspeed CalibrationAir speed systems, particularly in home build aircraft are usually inaccurate. The system as fittedhas proven to be reasonably accurate.5.03Stall SpeedsStall speed with full 40 deg flapStall speed flapless5.045.0556 mph 49 Kts60 mph 52 Kts IASClimb PerformanceBest Climb angle 1230 lbs GrossBest Climb angle 1500 lbs Gross78 mph 68 Kts82 mph 71 KtsBest rate of climb 1230 lbs GrossBest rate of climb 1500 lbs Gross110mph 96 Kts120mph 105 KtsGliding RangePERFORMANCE GRAPHS TO BE ESTABLISHEDBest Glide angle? Lbs Gross2082 mph 71 Kts

5.06Take off & Landing PerformancePERFORMANCE GRAPHS TO BE ESTABLISHEDVans quoted figures: Take off distanceLanding distance5.08300/535 ft300/500 ftEngine PerformancePERFORMANCE GRAPHS TO BE ESTABLISHEDTop speedCruise 75% @ 8000 ft mslCruise 55% @ 8000 ft mslRV-4 Solo Weight (1160 lbs)Engine (hp)150160Top 5%@8000’)Stall Speed4848Takeoff325300Distance (ft)Landing300300Distance (ft)Rate of Climb 1850 2050(fpm)Ceiling (ft)21,70 24,0000Speed Ratio4.2:1 4.27:1201 mph 174 Kts189 mph 164 Kts170 mph 148 Kts180213201RV-4 Gross Weight (1500 lbs)Engine (hp)150Top Speed200Cruise (75%@8000’)188160204192180212200182Cruise (55%@8000’)17017318048260Stall SpeedTakeoff Distance (ft)544755445054400300Landing Distance (ft)4254254252450Rate of Climb (fpm)1500165019502

Assurance that the Aircraft is airworthy is the responsibility of the owner. The Pilot in command is responsible for ensuring the Aircraft is safe for flight and for operating within the limits detailed in this handbook and as displayed on placards and instrument markings in the Aircraft and in accordance with current FAA regulations. 1.2 ENGINE