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R A N D R O B I N S O N E N G I N E E R I N GF L I G H T I N F O R M A T I O N M A N U A L

R E V I S I O N 0 – 3 / 1 / 2 0 0 3

INTRODUCTIONINTRODUCTION

WARNING

This manual is applicable to the amateur-built Rand Robinson KR2, Serial Number OLR-1 registration N110LR only.

As an amateur-built aircraft, this aircraft it was issued a Special Airworthiness Certificate dated 7/10/1985. Experimental Operating Limitations were issued on 7/10/1985, and are a part of the Special Airworthiness Certificate. This aircraft may only be operated in accordance the requirement of both of these documents

Maximum permissibleengine speed: 3800 RPM

Maximum permissible airspeed:200 mph/160 Kts

Maximum permissible mass: 1050 Lb

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TABLE OF CONTENTS1. General……………………………………………………………….1

1.1 Introduction to the KR2...................11.2 Applicability - Registration.............11.3 Legal Limitations...........................21.4 List of aircraft documents..............21.5 Main dimensions and layout..........3Engine..................................................4Propeller...............................................4Fuel.......................................................4Lubricant..............................................4

2. Operating Limitations.....5

2.1 Airworthiness basis........................52.2 Airspeed limitations.......................52.3 Power plant....................................52.4 Mass and balance..........................62.5 Load factors – Maneuvers..............72.6 Operation.......................................72.7 Limitation placards........................7Crosswind component..........................8Temperature limits...............................8

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3. Emergency procedures..9Airspeeds during emergency procedures...............9Engine failure..............................................9Emergency landing........................................9Icing......................................................11Recovery from an unintentional spin..................11Landing with defective tire on..........................11Gliding...................................................12Electrical power failure.................................12

4. Normal procedures........13

Introduction..............................................13Airspeeds for normal flight operation..................13Pre-flight inspection.....................................13Before starting the engine..............................15Starting the engine......................................15Taxiing...................................................16Before take-off..........................................17Take-off..................................................17Climb.....................................................17Cruise....................................................17Descent..................................................17Landing..................................................18

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3Balked landing...........................................18Shut down...............................................19Securing the aircraft....................................19

5. Weight and Balance / Equipment list..........................205.1 Introduction.................................20Weight and balance.....................................20

6. Description of the airplane and its systems....23

Introduction..............................................25Airframe: Refer to specifications......................254 - Flight controls........................................255 - Instrument panel....................................266 - Landing gear.........................................27Seats and safety belts..................................277 - Baggage compartment..............................278 - Canopy...............................................279 - Power plant..........................................2710 - Fuel system.........................................2811 - Electrical system...................................2912 - Pitot and static pressure systems.................3013 - Avionics.............................................30

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R E V I S I O N 0 – 3 / 1 / 2 0 0 314 - Lighting.............................................3015 - Cabin ventilation...................................30

7. Handling, preventive and corrective maintenance. . .31introduction........................................31Maintenance schedule........................31Ground handling / road transport.......31Cleaning and care...............................31

8. Supplements……………………………… 33

References..........................................33

9. Units of measure and conversion tables.....................34

10. Disclaimer...........................35

11. ICS Operating Handbook…………….. 36

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

1 . 1 . G e n e r a lG e n e r a l1.1 Introduction to the KR2The KR-2 is a high-performance, homebuilt aircraft. Its compact external size and extremely efficient design results in superb performance and unequaled fuel economy using a relatively low horsepower engine.Flight controls are conventional. ZS-WEC is fitted with dual sticks and rudder pedals.Ground steering is effected by differential braking and a steer able tail wheel.Even though the KR-2 has relatively low horsepower, it can outperform many general aviation aircraft while retaining unequaled fuel economy.The structure of the KR-2 provides some important advantages over conventional (all metal, wood, or fabric) construction:Contour is maintained under load;

- The structure does not "oil can", buckle, or distort;- It provides excellent insulation and damps noise;- It has no hidden joints, no water traps, and is far less

susceptible to corrosion;- It is easier to inspect and easier to repair;- It is not susceptible to thermal stress due to temperature

changes;- Properly protected from UV, it has an unlimited life.

The engine that powers this KR-2 is a Volkswagen 2 liter engine, modified for aircraft use, and fitted with a single battery ignition system.N110LR has been originally built by Orma L. Robbins, in Southfield, MI, USA, from plans by Rand Robinson Aircraft, USA.

1.2 Applicability - RegistrationAircraft registration:

N110LR

Aircraft type designation:- Manufacturer: KR-2

Manufacturing: Amateur, plans builtDesign bureau: Rand Robinson

Engineering (USA)Original designer: Ken Rand

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1.3 Legal Limitations1. As an Amateur Built Aircraft, this aircraft was issued a Special

Airworthiness Certificate.2. The aircraft may not be operated for remuneration.3. The aircraft must have annual Condition inspections.4. Maximum permissible engine speed: 3800 RPM5. Never exceed airspeed: 200 mph / 160 Kts6. Gross Weight: 1050 Lb

1.4 List of aircraft documentsPermanent:

Certificate of Airworthiness List of operating limitations 1 Flight Manual 1 Aircraft Logbook

Subject to renewal: 1 State of Michigan Registration 1 Radio Station License 1 Insurance Certificate

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1.5 Main dimensions and layout

Overall dimensionsLength: 14'6" / 4.42mWing span: 20'8" / 6.30mFuselage width 42.0”

WingAirfoil: RAF 48Total wing area: 80 sq.ft / 7.43 m2Mean Aerodynamic chord: 48”Aspect ratio:Dihedral: 5 Deg

Horizontal stabilizerAngle of incidence: 0 DegSpan: [TBC]

Landing gearTrack: [TBC]Wheel base: [TBC]Tire size:

- Main: 500x5- Tail wheel: 3”, solid rubber

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1.6 EngineMake: VolkswagenDesignation: Type IVSerial Number: TBDType: 2l, normally aspiratedCylinders: 4, horizontally opposedCooling: Air cooled, with oil/air heat exchangerIgnition: Single battery distributor ignition systemDrive: Direct driveOutput power: 75 hp 1.7 Propeller

Make: Ed SterbaModel: customBlades: 2Material: Wood, composite reinforcedDiameter: 1379.4mm / 54.0Pitch: 52 INHub: Diameter 131.6mm / 5.18", 6 holes

1.8 FuelApproved fuel grade: aviation gasoline, 100 octane, low lead (AVGAS 100LL).Total fuel capacity: 26 Gal U.S. (12 +2x7)Usable fuel: approximately 24 Gal U.S.1.9 Lubricant

CAUTIONDo not use aviation lubricant!

Use only brand name oil marked "SF" or "SG" in accordance with the API system.Use multi-grade oils.The viscosity should be selected according to the various climatic conditions:- Hot climate: SAE 20W-50 / SAE 20W-40- Temperate climate: SAE 15W-50 / SAE 15W-40- Cold climate: SAE 10W-40 / SAE 10W-30

Oil capacity: 3.5 l [3.7 quarts]

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2. Operating Limitations2.1 Airworthiness basisAircraft registered in the Experimental category.2.2 Airspeed limitationsLimitations

SPEED IAS REMARKSkts mph km/

hVS

Stall speed[at gross weight]

45 52 83

VA

Maneuvering speed

110 126 203 Do not make full or abrupt control movement over this speed

VNO

Maximum structural cruising speed

120 138 222 Do not exceed this speed except in smooth air, and then only with caution

VNE

Never Exceed speed

160 200 296 Do not exceed this speed in any operation

Airspeed indicator markings

MARKING IAS REMARKSkts mph km/h

Green arc 45-120 52-138 83-222Yellow arc 120-

160138-184

222-296

Red line 160 200 296

2.3 Power plantEngine operation

Maximum RPM 3800 RPMOil pressure

Minimum: 10psi @800 RPMMaximum: 60psi @3800 RPM

Oil temperatureMinimum: 90 Deg F

Maximum: 260 Deg FCylinder head temperature

Maximum: 350 Deg F

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R E V I S I O N 0 – 3 / 1 / 2 0 0 32.4 Mass and balanceMass limitations

- Maximum permissible mass: 1050 Lbs- Baggage compartment: 30 Lbs

Balance limitationThe Center of Gravity range for the aircraft:As given by the designer, is:

- rear of the front spar, plus and minus four inches (10cm),- 15% to 40% of wing chord.

As approved, is:- 15 to 28 % MAC

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2.5 Load factors – Maneuvers[TBC]2.6 Operation Maximum persons on board: 2 Aircraft to be flown solo from left seat only Flight under Visual Flight Rules by day or night Minimum equipment:

Airspeed indicator AltimeterMagnetic compass Bank IndicatorFuel quantity indicator Oil pressure indicatorOil temperature indicator TachometerVoltmeter

2.7 Limitation placardsThe following placards must be installed.

a) Right hand cockpit wall

AMATEUR-BUILT AIRCRAFT - THISAIRCRAFT DOES NOT QUALIFY

FOR THE ISSUE OF ACERTIFICATE OF AIRWORTHINESS

AND IT MAY NOT BE OPERATEDFOR REMUNERATION

b) Instrument panel

OPERATE UNDER VMC ONLYMAXIMUM PERMISSIBLE AIRSPEED: 183 MPH / 160 KTSMAXIMUM PERMISSIBLE ENGINE SPEED: 3800 RPMMAXIMUM PERMISSIBLE MASS: 450 KG

+ Fireproof stamped plate:

KEN RAND KR2 N110LR

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c) Baggage compartment

MAX.BAGGAGE:35 Lbs (15 Kg)

Secure baggage properly

Crosswind component15Kts @90 DegTemperature limits

CAUTION

Do not enter icing conditions!

CAUTION

Do not operate if outside air temperature exceeds 40C, since it might affect structural integrity of the glass-fiber reinforced plastic skin!

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3. Emergency procedures

Airspeeds during emergency proceduresBest glide speed is 85mph – 74Kts – 136 Km/hEngine failureEngine failures are very rare in modern aircraft. Should an engine failure occur, the basic procedures listed below may be a useful guide:

1. Establish a glide speed of 85 mph - 74 kts - 136 Km/h

2. Check wind direction for landing.3. Pick a suitable landing area and plan an approach.4. Carburetor Heat - ON5. Ignition Switches - OFF, then ON 6. If sufficient height available, attempt restarting the

engine by entering a steep dive to windmill the propeller

7. If the engine does not start promptly, attention should be shifted to the forced landing procedure.

8. Notify ATC of your location and problem, if possible.

9. Fuel Valve - OFF10. Magneto Switches - OFF 11. Master Switch - OFF12. Complete the landing and secure the aircraft.

Notify ATC by telephone of your location, the aircraft situation, and location.

Emergency landing13. Establish a glide speed of 85 mph - 74 kts - 136

Km/h14. Check wind direction for landing.15. Pick a suitable landing area and plan an approach.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

Engine fireIn-flight engine fires in today's modern aircraft are extremely rare, and it should be noted that the presence of smoke does not always mean that a flaming fire exists. As an example, it may be engine oil on the exhaust system. If, in the pilot's judgment, an engine fire exists the following procedures are suggested:

1. Fuel selector - OFF2. Ignition switches - OFF3. Establish a maximum safe rate of descent.

Increasing speed may blow the fire out.4. Side slip maneuvers may be used, as

necessary, to direct flames away from the cabin area.

5. Select a suitable field for a forced landing.6. Notify ATC of your location and problem, if possible.7. Master switch - OFF8. Complete the forced landing;

do not try to restart the engine.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

Electrical fireIndication of in-flight electrical fires may be wisps of smoke or the smell of hot or burning insulation. Should an electrical fire develop, the following procedures are suggested:

1. Master switch - OFF2. All Electrical switches - OFF3. Magneto switches - OFF4. Cabin air vent (s) - OFF5. Proceed to nearest suitable airport for

landing.

CAUTIONIf electrical power is necessary for safety of flight, attempt

to isolate the electrical problem and turn that unit off.IcingIf encountering icing conditions, proceed to the nearest airfield or perform precautionary landing.Recovery from an unintentional spin1. Wings LEVEL2. Stick FORWARD3. Apply full opposite rudder4. When rotation stops, ease out of the diveLanding with defective tire on[TBC]

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3GlidingEstablish best glide speed (85mph – 74Kts – 136 Km/h)

Electrical power failureSymptoms of electrical malfunction are:

- Alternator annunciator ON- Annunciator switch/circuit breaker tripped OFF- Circuit breaker(s) popped- Ammeter reading positive load [Increased drain

current]- Ammeter reading negative load [Discharging

battery]- Voltmeter reading low voltage or high voltage

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

4. Normal procedures4. Normal proceduresIntroductionNormal procedures are standard. It should be noted that:

- The airframe is exceptionally clean (low drag)- The aircraft does have flaps,- The undercarriage is conventional (Tail dragger),- The speeds are unusually high,- Pitch response (Sensitivity) is unusually high.

Extreme caution is to be exerted when flying this high performance aircraft.Airspeeds for normal flight operation Best glide: 85mph – 74Kts – 136 Km/h Best rate of climb: 85 mph at S.L. full

throttle. Best Angle of climb: 70 mph at S.L. full

throttle. Approach: 80 mph Touchdown: 75 mph (wheeled) or

55 mph (3-points)Pre-flight inspectionThe aircraft should be given, a thorough visual inspection, before each flight.

1. Open canopy.2. CHECK: Ignition Switch - OFF.

Master Switch - OFF. 3. Fuel quantity - As required.4. Check left aileron for freedom of movement. Check

lateral free play (3/32" – 2.5mm Max.)5. Inspect left wheel pant and tire for general

condition (wear, cuts, abrasions, and proper inflation).

6. Check left wing surface for damage.7. Lights for illumination.8. Check propeller for cracks, nicks, and security.

Check cowling for damage and security. Check air inlets and outlet for obstructions.

9. Check oil level.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

WARNINGDO NOT OPERATE ENGINE WITH LOW OIL LEVEL.

CAUTIONOverfilling the sump may lead to high oil temperature.

10. Drain fuel sample from the sump drain(s).11. Fuel cap secure; vent hole clear.12. Check right wing surface for damage, and check

pitot tube and static port for obstructions13. Inspect right wheel pant and tire for general

condition (wear, cuts, abrasions, and proper inflation).

14. Check right aileron for freedom of movement. Check lateral free play (3/32" – 2.5mm Max.).

15. Check canopy for cracks and nicks.16. Inspect right fuselage for damage. 17. Check right horizontal stabilizer for damage. Check

right elevator for freedom of movement. Check lateral free play (3/32" – 2.5mm Max.)

18. Check vertical stabilizer surface for damage. Check rudder for freedom of movement. Check rudder vertical free play (3/32" – 2.5mm Max.)

19. Check left horizontal stabilizer for damage. Check left elevator for freedom of movement. Check lateral free play (3/32" – 2.5mm Max.)

20. Inspect left fuselage for damage.21. Inspect tail wheel (axle, control cables)22. Verify trim tab location and adjustment for takeoff.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3Before starting the engine1. Check all controls for operation.2. Apply pressure to toe brakes - ON.3. Mixture - IDLE CUTOFF.4. Fuel Valve - ON.Starting the engine

Engine hand start1. Aircraft tail secured or held by attendant2. Wheels chocked3. Check MASTER OFF4. Turn propeller until compression is felt5. Fuel Shutoff lever – OPEN6. Mixture control - RICH7. Throttle – Open, Close, then Cracked 1/8".8. Master Switch - ON.9. Ignition Switch - ON.10. Swing propeller clockwise facing the aircraft 11. After engine is running, check to verify oil pressure

within 20 seconds.12. Warm up engine at 1000 RPM.

Engine Electric start

1. Apply pressure to toe brakes - ON.2. Throttle - Cracked 1/4".3. Master Switch - ON.4. Ignition Switch - ON.5. Fuel Shutoff lever – OPEN6. Mixture control - RICH7. Throttle – Open, Close, then Cracked 1/8".8. Master Switch - ON.9. Ignition Switch - ON.10. Starter switch – Press until engine starts11. After engine is running, check to verify oil pressure

within 20 seconds.12. After engine is running, check voltmeter for 13 to

17VDC13. Warm up engine at 1000 RPM.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3Taxiing

1. Seat belts and shoulder harness: adjusted and buckled.

2. Check tail gear steering and brakes.3. Check oil temp for increase.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

Before take-off1. Engine instruments: operating properly in the green arc

ranges.2. Engine Run-up: 1700 RPM; check ignition.3. Engine: Check idle.4. Fuel Valve - ON.5. Fuel quantities - As required.6. Canopy - Locked; secondary latch in place.7. Trim - As desired.8. Carburetor heat - OFF9. Controls: Free, with movement in the proper direction

and no binding.10. Altimeter - Set.11. Radio - ON.12. Transponder to standby13. Verify correct operation and settings of all instruments

and gauges.

Take-off1. Throttle: Full open.2. Stick forward until tail comes up3. Controls: Lift off at 70 mph.

Climb1. Normal - 100 mph.2. Best Rate - 85 mph at S.L. full throttle.3. Best Angle - 70 mph at S.L. full throttle.

Cruise1. Power setting: 2500 to 2900 RPM.2. Trim - As required.

Descent1. Airspeed: 80 mph.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

Landing Two landing techniques may be applied:

- Wheeled landing,- 3-points landing

Wheeled landing1. Approach speed 80 mph2. Throttle open to 1200 / 1300 RPM3. Touch-down speed: 65 mph4. Touchdown main wheels first, level attitude5. Stick forward pressure at touchdown, keep tail up

until it falls6. Throttle idle7. After tail down, hold stick aft to hold tail down8. Maintain directional control with the rudder

steering.9. Brake, as required, for stopping.

3-points landing1. Approach speed 80 mph2. At threshold, airspeed 70 mph3. Flare4. Throttle idle5. Touch-down speed: 55 mph or below6. Stick forward, lift the tail7. Let speed decay until the tail is down8. Maintain directional control with the rudder

steering.9. Brake, as required, for stopping.

Balked landing1. Full throttle2. Establish level attitude3. Slowly retract flaps if deployed4. 70mph – Lift-off5. Proceed to climb

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

Shut down1. All electrical equipment - OFF.2. Fuel Valve - OFF3. Master Switch - OFF.4. Ignition Switch - OFF.5. Intercom - OFF

Securing the aircraft1. Chock wheels 2. Tie down aircraft3. Secure stick4. Install gust locks5. Install Pitot cover6. Close and lock canopy

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

5. Weight and Balance / Equipment list5.1 IntroductionRespect of the mass and balance limitations is critical on this aircraft.Always calculate CG for both beginning and end of the flight, since the CG moves rearward with fuel consumption.Weight and balanceEmpty mass- Left wheel: 142.8 Kg- Right wheel: 147.3 Kg- Tail wheel: 0.862 KgTotal empty mass: 290,96 KgCG calculationDatum used: FirewallMain wheels location: 0.46mTail wheel location: 0.46 + 3.07m = 3.53mCG limits (15% to 28% MAC): 0.497 to 0.656CG empty, calculated: 0.46+ (0.862x3.07)/290.96

= 0.469Fuel main tank location and mass: 0.235 / 45l / 36 KgFuel auxiliary tanks location and mass: 0.57 / 30l / 24 KgSeats location / Passenger mass: 0.985 / 80 Kg

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

Sample calculation table

5.2 Equipment list5.2 Equipment list

INSTRUMENTSFlight instruments

- Altimeter21


R E V I S I O N 0 – 3 / 1 / 2 0 0 3- Airspeed Indicator- Vertical Speed Indicator- Turn and Bank Indicator- Compass- Directional gyro

Engine monitoring instruments- Tachometer- Oil pressure gauge- Oil temperature gauge- Cylinder Head Temperature/Exhaust Gas

Temperature gauge- Engines Hour counter

Electrical system monitoring instruments- Voltmeter- Ammeter

RADIO COMMUNICATION/RADIO NAVIGATION(ICS NAV/Com/GS or Icom IC A22)

- RST Three Light Marker Beacon- Intercom (2-place)- Transponder (Narco AT50A)- Garmin 90 GPS

(attachment points + 12V power supply socket)

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

6. Description of the airplane and its 6. Description of the airplane and its systemssystems

6.1 Configuration-2-seats, side-by-side-Closed cockpit-Conventional landing gear (tail dragger), fixed-Dual flight controls (throttle on Left Hand side only)-Low wing configuration-Flaps-Tractor propeller

6.2 Construction- Aircraft frame: Wood (Stika Spruce and Mahogany plywood)- Wings: Spruce spars and foam/plywood rib shaping- Skin: Fiberglass and plywood-reinforced fiberglass

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

[The following drawing shows standard KR2 model construction]

6.3 Weight- Gross weight: 1050 Lbs- Empty weight: 650 Lbs- Useful load: 400 Lbs

6.4 Speed- Stall speed 52 mph / 45 Kts- Maximum speed 200 mph / 173 Kts- Cruise speed 180 mph / 156 Kts

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

IntroductionN110LR is a standard KR2, built strictly according to the designer's plans, with the following modifications:1 – Retractable undercarriage replaced with fixed spring bar and attach brackets as supplied by Rand Robinson Engineering2 – Engine used: VW Type 4, moved forward to improve CG envelope3 – Central stick.Airframe: Refer to specifications4 - Flight controlsDual controls for the rudder, single control for the throttle and brakes.Braking is effected by means petals attached to the rudder petals, toe pressure actuates pressures cylinders attached to the top of the forward firewall reinforcement, on the pilot side. Disks and calipers are attached to each wheel. Differential braking assists tail wheel steering.Ailerons are actuated by push pull rods attached to the center stick, and two pairs of bell cranks anchored within to the wing center section, and finally attached to control surface by adjustable rod ends.Elevators are actuated by a set of cables attached to the center stick and connected using adjustable turnbuckles, through the elevator bell crank to the elevator. Electric trim is affected by means of an electric servo motor embedded in the elevator control surface. Position is controlled by a four position switch on the instrument panelFlaps are attached to the inboard wing section trailing edges. They are actuated by lever attached to the floor adjacent to the fuselage side wall. The lever when pulled up provides positions between full down and stowed. Flap operation is recommended for landing though not required. The effect of full down flaps is to rotate the nose of the aircraft down and provide increased visibility.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

5 - Instrument panelThe instrument panel is mounted on the fuselage, and supported by a wooden beam. It comprises instrumentation for day VFR flight, and provisions for night VFR flight.The panel layout is as follows.

1 – Trim position indicators2 – Engine oil pressure gauge3 – Engine tachometer4 – Air speed indicator5 – Altimeter6 – Magnetic compass7 – Engine oil temperature gauge8 – Engine CHT/EGT gauge9 – Balance ball10 – Vertical Speed Indicator11 – Fuel sight gauge12 – VHF/VOR portable transceiver [Bendix King KX99 or Icom IC A22]13 – Radio power supply switch14 – Provision for GPS installation15 – 12 V DC socket16 – Engine hours meter17 – Master switch + Alternator annunciator

18 – Alternator 40A switch / circuit breaker + annunciator19 – Ignition 1 switch + annunciator20 – Ignition 2 switch + annunciator21 – Electrical master switch + annunciator22 – Fuel transfer pump switch + annunciator23 – Voltmeter24 – Ammeter25 – Circuit breakers26 – 12V DC socket27 – Strobe lights + annunciator28 – Landing light + annunciator29 – Cabin light + annunciator30 – Provision31 - Provision

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

6 - Landing gearMain landing gearThe main landing gear is made of a one piece formed spring aluminum, which are secured to the main spar center section by means of 3 brackets.Each leg holds the wheels, brakes, wheel pants.Tail wheelThe tail wheel using a wedge shaped piece of pine and a 9 “ long 2” wide spring steel bar .025” in thick, bolted to the bottom of the fuselage aft of the tail post.Seats and safety beltsThe seat is a sling spanning between the main and the aft spat. Both seats are fitted with 3-point harnesses. These harnesses have adjustable waist and shoulder straps, and one release buckle.7 - Baggage compartmentIs a shelf located behind the seat back, and can accommodate 30 pounds8 - CanopyThe canopy opens forward on two hinges.It is secured from the inside by two aircraft grade locks.It is secured from the outside by locking the forward lock through a hatch, then locking the hatch with a key.9 - Power plantOil filling is done through the oil breather. Access is gained through a panel on the top of the forward cowling

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R E V I S I O N 0 – 3 / 1 / 2 0 0 310 - Fuel systemThe aircraft operates on aviation gasoline, 100 octane, low lead (AVGAS 100LL).The fuel system comprises:

- 1 header fuel tank, located aft of the firewall, before the instrument panel, and containing 12 gallons;

- 2 wing-roots mounted long range fuel tanks,containing 7 gallons each;

- 2 fuel transfer pumps (facet), allowing the transfer fuel from the wing tanks to the header tank;

- 1 fuel shutoff valve, located below the instrument panel, center;

- 2 wing tanks filler valves,located in the top of the inboard section of the wing outer panel

WARNINGCheck the fuel gauge while in straight-and-level, balanced flight, to avoid misreading.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

11 - Electrical systemThe aircraft has two electrical sources:

- A battery,- An engine driven alternator.

A simplified electrical system schematics is given hereafter.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

12 - Pitot and static pressure systemsPitot location: under the left hand wing.Pressure transmission: plastic tubing13 - AvionicsOperation instructions for the ICS Plus transceiver are included in this manual. See supplement 114 - LightingProvisions are made for 1 landing light, position lights for each wing and the tail, and a single double flash white strobe mounted on the top of the vertical stabilizer.15 - Cabin ventilationTwo NACA air scoop vents are fitted on the fuselage sides. They can be adjusted by turning a knob

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7. Handling, preventive and 7. Handling, preventive and corrective maintenancecorrective maintenanceintroductionThe owner/operator is sole responsible for aircraft care and maintenance.Standard aircraft maintenance practices must be adhered to.All maintenance operations must be documented in the aircraft logbook.Maintenance scheduleScheduled maintenanceThe maintenance schedule makes provision for 3 intervals:

- Pre flight inspection [Refer to normal procedures],- 25-hours scheduled maintenance (Servicing)- Annual/Condition inspection (Major inspection)

[Detailed maintenance plan to be completed]

On-condition maintenanceItems to be maintained depending on condition are:

- Battery,- Tires,- Tail wheel,- Propeller.

Ground handling / road transportThe aircraft can be towed on a short distance, at very low speed, using the tail wheel as an attachment point.For long range transport or shipping, the wheels must be disassembled and the aircraft secured using the attachment points.Cleaning and careComposite structureThe KR-2 is painted with a primer that contains a barrier for ultra-violet radiation. This, or an equivalent UV barrier, is required to protect the epoxy and foams from deterioration.Do not expose unprotected fiberglass to sunlight for extended periods.Unpainted areas should be retouched. The high surface durability and high safety margins designed into the KR-2S make it highly resistant to damage or fatigue. If the structure is damaged, it will show up as a crack in the paint. The strain characteristics of the material are such that it should not fail internally without first failing the paint layer.If damage is apparent due to a crack in the paint or wrinkle in the skin, remove the paint around the crack by sanding and inspect the glass structure. Do not use enamel or lacquer paint remover.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

If the glass structure is damaged, it will have a white appearing ridge or notch indicating torn (tension) or crushed (compression) fibers.If there is no glass damage, it will be smooth and transparent when sanded.If there is glass structure damage, repair as shown in the KR-2S Construction Plans.De-laminations are rare, due to the proper design of joints (None have occurred on theprototype.).

If a de-lamination occurs (skin trailing edge joints, etc.), spread the joint, sand the surfaces dull, trowel in wet flox, clamp back together, and let cure.

Propeller careSince wooden propellers do not have "metal fatigue" problems, they are a lot more forgiving of nicks. However, whenever you notice a large nick, you should sand it out and refinish and rebalance the prop. Waxing the propeller regularly will also help protect the surface. Flying regularly in rain may erode the leading edge of the propeller.

Canopy careIt is recommended that you keep the Plexiglas in the canopy clean and unscratched. The following procedures are recommended:

1. If large deposits of mud and/or dirt have accumulated on the Plexiglas, flush with clean water. Rubbing with your hand is recommended to dislodge excess dirt and mud without scratching the Plexiglas.

2. Wash with soap and water. Use a sponge or heavy wadding of a soft cloth. DO NOT rub, as the abrasive action in the dirt and mud residue will cause fine scratches in the surface.

3. Grease and oil spots may be removed with a soft cloth soaked in kerosene.

4. After cleaning, wax the Plexiglas surface with a thin coat of hard polish-wax. Buff with a soft cloth.

5. If a severe scratch or marring occurs, jeweler's rouge is recommended. Follow directions, rub out the scratch, apply wax and buff.

NOTENever use benzene, gasoline, alcohol, acetone, carbon tetrachloride, lacquer thinner or glass cleaner to clean plastic. These materials will damage the plastic and may cause severe crazing.

BatteryThe battery is a sealed lead-acid battery. It is maintenance-free.Disconnect the battery when the aircraft is not in use for a long period.Should the battery be accidentally discharged, recharge it on bench and/or re-condition it, or replace it.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

TiresThe tires should be inspected for wear and cuts an abrasions

before each flight. Tires should be replaced when the remaining tread depth reaches 1/16". The proper inflation pressure for the main tires is 40 PSI / 2.7 bar

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

8. Supplements8. SupplementsReferences

EngineSpark plugs

- Type: N9YC or N7YC x4- Gap: 0.024" (6.09mm)- Torque: 3 Kg/m- Precautions: Put anti-seize compound on threads

Air filter- Type: FRAM CA2707 x1- Torque: 2 Kg/m

Fuel filter- Line type x1

Oil filter- Type: x1

Engine oil- Grade:

Battery ignition- Type: Distributor with points - Model Bosch 009- Ignition settings:

Front: 28 degrees, fixed Undercarriage

Brakes- Type: Hydraulic pistons- Manufacturer/model: Matco

Tires- Type: Lamb, with tubes, 500x5,

4 or 6-ply rating- Inflation pressure: 2.2 bar

Battery- Sealed lead-acid battery- Type: TP 12-7- Rating: 12v - 7.2 AH / 20HR

HardwareWheel pants

- Inboard: Cap screws, M8x20 + locknut x3- Outboard: Hexagonal screw, M12, no locking x1

Main landing gear strut- M10

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

9. Units of measure and conversion tables

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

10. Disclaimer

[To be imperatively read and signed by all passengers before flight]

I, acknowledge having been informed that:1. The KR2 aircraft, N110LR, is an Experimental

aircraft;Airworthiness of this aircraft cannot be certified. However, but maintained by the owner to the best of his knowledge and ability

2. The aircraft is for recreational use only, and may not be operated for remuneration. Passengers are taken as an act of friendship and courtesy, and at their own risks.

3. Risks are inherent to experimental aircraft operation.

4. I hereby:5. Indemnify the owner/operator and his next of

kin for any loss or damage occurred during operation

6. Declare that I have not made any financial arrangement with the owner/operator with regards to payment of the flight, except for voluntary sharing of the aircraft operating cost, which is limited to fuel cost and airport taxes and fees.

Made at , this day of20

[Signed]

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

11. ICS Operating Handbook

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

37


R E V I S I O N 0 – 3 / 1 / 2 0 0 3Table of Contents

Introduction36

Rear Panel 39

LCD Display & Information Management

13-15

lCS Plus Face Plate1O&11

Description & Functions of Controls6 & 7

Wiring Diagram5

Installation9

Antenna Installation12

specifications3

Troubleshooting17

Warranty Information18 &

19

Revised 6-20-97

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3ISC Plus

SpecificationsGeneralWeight (including tray):…………………………..………………7.76 lbs.Width: 6.25”Height: 3.0”Depth: 9.6”LCD Display Size:…………………..……………………3x 94Operating Temp. Range:………..……….. -30deg to +50 deg CAltitude:……………………………………………..………………..20,000 Ft.Power Supply:……………………………………….13.75V to 27.85V DC 5 Amp Max. FuseAuxiliary jack Impedance:...........................…….…..10K-Ohms

TransmitterFrequency Range: 118-136.975 MHz, 7600HFrequency Tolerance: + or -0.003%Power Output: 8 watts (nominal)Modulation: Over 85% less than 100%Spurious: Below 60 dB

ReceiverFrequency Range: 118-136.975 MHz, 760 CHFrequency Tolerance: + or -0.003%Spurious Image Rejection: Over 60 dBSensitivity: Less than 2uV Typical

NAV SectionFrequency Range: 108-117.975 MHz, 200 OHVOR Accuracy: + or - 3 degLOC Accuracy: + or - 0.031%Audio Output: Over 350 mW into 8 Ohms

Glide slope ReceiverFrequency Range: 329.15-335.00 MHz, 40 CHGlide slope Accuracy: + or -0.003%

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

Introduction to the ICS Plus

FRONT PANEL

1 Squelch/volume control, Com

Squelch/NAV I.D. Volume

8

2 On/Off Switch/Display Backlight control

Omni Bearing Selector 9

3 Channel Memory Control Com

Channel Memory Control NAV

10

4 Com Frequency Selection Knobs

NAV frequency Selection Knobs

11

5 A/B COM Selector Button (Flip/Flop)

A/B NAV Selector Button (Flip/Flop)

12

6 Voice activated intercom Sensitivity Adjustment

VOR Calibration Adjustment

13

7 Thumb Screw(Turn counter clockwise to remove radio from tray)

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3DESCRIPTION AND FUNCTIONS OF

CONTROLSCaution:Caution: To avoid electrical surges that could damageTo avoid electrical surges that could damage your radio turn your radio turn on on all avionics after engine start up.all avionics after engine start up.

1.Squelch/Volume Control: , COMA concentric knob, the larger, outer knob controls volume. The smaller, inner knob controls squelch. Turned counterclockwise into the detent (dots aligned) allows preset squelch control. Turned clockwise out of the detent allows variable control of squelch.2. On/Off Switch, Display BacklightPushing the button in turns the radio on. Pushing the button again will release the button to the outer position, turning the radio off. Rotating the button clockwise will increase the brightness of the LCD display backlight. Counter-clockwise rotation decreases the display back light brightness3.Channel Memory Control, COM:Rotating the knob, either direction, allows selection of 10 frequencies stored in either the "A” or "B" COM memory. To store a frequency, first select COM “A” or “B” with the “A/B” switch (5).

(Receiving frequency) will appear to the right of the channel A or B. Second, rotate the “CH/MEMO” knob until the desired position is displayed, (0 thru 9), between “A” or "B" and “RX”. Third, select desired frequency with COM frequency selector knobs (4). This will cause the position number to blink on and off. Fourth, push the “CH/MEMO” knob. This will memorize the selected frequency and stop the blinking.4.COM Frequency Selector Knobs:A concentric knob, the larger, outer knob controls 1 MHz digits. The smaller, inner knob controls KHz from 000 to 975. With the inner knob pushed in, you may select frequencies in 100 KHz increments. With the inner knob pulled to its outer position, you may select frequencies in 25 KHz increments. NOTE: The third KHz digit is not displayed, i.e. 125.975 is displayed as 125.97. The frequency changed will be the active frequency as indicated by “RX’.5.A/B COM Selector Button: (Flip/Flop)Pushing this button will allow selection to either COM A orCOM B.6. VOX, Voice Activated Intercom

This control is accessed with a Phillips screwdriver, and allows adjustment of the voice activated intercom. Turning clockwise requires a louder voice to activate. Turning counter-clockwise allows a softer voice to activate.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3The volume level is not adjustable. It is suggested that when using a boom mike, the mike should be at least 112 away from your lips. If the mike is allowed to make contact with your lips, the friction from vibration can activate the VOX.7. Thumb Screw:Turn counter-clockwise to remove radio from tray, turn clockwise to secure radio into tray.8. Squelch/NAV I.D. Volume:A concentric knob. The larger, outer knob controls NAV l.D. volume. The smaller, inner knob controls NAV squelch. Turned counter-clockwise into the detent (dots aligned). Allows automatic squelch control. Turned clockwise out of detent allows manual control of squelch. Pulling the knob to its outer position enables the NAV I.D. signal.9. OBS (OMNI Bearing Selector):Rotating the knob, either direction, selects the omni bearing of your choice. Pushing the control will switch the to/from indication on the display. A convenient feature is that pushing this knob will center the CDI (Course Deviation Indicator) to allow you to have instant direct course information, either to or from a V OR

10. Channel Memory Control, NAV:Rotating the knob either direction allows selection of any one of the 10 frequencies stored in either the "A” or "B” Nay Memory. To store a frequency, first select NAV "A" or “B” with the "A/B” switch (12). “RX” (Receiving Frequency) will appear to the right of channel "A” or "B”. Second, rotate the ‘CH/MEMO” knob (on the RH or NAV side of the radio) until the desired position is displayed, (0 thru 9) between “A” or “B” and “RX”. Third, select desired frequency with NAV frequency selector knobs (11). This will cause the position number to blink on and off. Fourth, push the “CH/MEMO” knob. This will memorize the selected frequency and stop the blinking

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

11. NAV Frequency Selector Knobs:A concentric knob. The larger, outer knob controls 1 MHz digits.The smaller, inner knob controls KHz from 00 to 95.12. A/B NAV Selector Button (Flip/Flop):Pushing this button will allow selection of either NAV A or NAVB.13. VOR Calibration Adjustment:This control is accessed with a Phillips screwdriver, and allows the VOR display to be adjusted as necessary to meet FAR part 91 specifications, using a VOR signal of known accuracy. The VOR display has been factory set and should not require further adjustment.

This Owners Manual also serves as the Operating Handbook forthe aircraft in which the ICS is installed. This OperatingHandbook should remain in the aircraft during flight.

This allows auxiliary input (tape deck, radio music, etc.) to be heard over the aircraft speaker or headsets. When the ICS Plus radio is used to communicate, the AUX input is automatically disconnected until 20 seconds after communications is discontinued.

43

NOTICE:NOTICE:


R E V I S I O N 0 – 3 / 1 / 2 0 0 3

INSTALLATIONYour ICS purchase has the best value/performance

available in an aircraft mounted Integrated NAV/COM/Intercom system. Installation is straight forward. This will keep the installation costs down. With a pre-wired mounting tray, individually marked leads, and compact size, it is about as simple as you can get.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3Consult with your mechanic for proper installation in

your model aircraft and compliance with the appropriate FAA regulations. The Wag-Aero Group does not represent the ICS radio as having a PMA or STC.

Your ICS plus comes with 2 mounting brackets. They may be cut short if not needed for additional avionics in your aircraft. If your aircraft has a false panel, the brackets will not be needed. If your panel does not have mounting angles on the back, these brackets can be installed on the back of your panel. If your panel is designed for flush mounted avionics, use these brackets to extend the mounting tray 1/2 in aft of your panel so the radio face plate will be flush to the front of your panel. Connect the pre-wired tray as per the wiring diagram.

1. Cable lengths should be kept to a minimum, allowing for a little extra service length. Do not coil up 4 feet of cable if you only need 15 inches

2. Common installation practice for mike jacks is to float them above ground with fiber washers. The ground connection is thus made within the radio, minimizing noise. The phone jacks do not have to be insulated.

3. The integrity of the RF connection is very important. Assemble them carefully keeping in mind that coax insulation melts easily. It will be easier to solder the connection if you remove it from the tray first. Enlist the help of an Avionic Shop if you are unsure of this portion of the installation

45

IMPORTANT NOTESIMPORTANT NOTES


R E V I S I O N 0 – 3 / 1 / 2 0 0 3

INSTALLATION, ANTENNA(S)Antenna leads in coaxial cables are to be soldered directly

to the shielded fittings attached to the mounting tray, using standard avionics procedures.

It is recommended to solder one to two foot long coaxial cables to the tray before the unit is installed. Use BNC connectors on the other end to facilitate connection to your aircraft’s antenna leads.

The ICS plus radio is designed to use standard VHF transmitting and receiving antennas. Antennas are to be installed in the normal positions as recommended by the airframe manu-facturer. Antenna location is important to prevent inadvertent feedback. Using other than an approved aircraft antenna can internally damage this unit.

For best results, we recommend the use of a broad-band epoxy-type antenna, for the COM section of the radio. Use of a straight wire antenna will limit the radio’s capability. The COM and NAV antennas should be separated by as much distance as possible to reduce interference.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

LCD DISPLAY AND INFORMATIONMANAGEMENT

COM: The radio is receiving 123.45 indicated by RX (Receiving Frequency). The numeral 1, to the right of A, indicates 123.45 is the first frequency in the "A” COM memory. 118.10 is the ninth frequency in the B COM memory and is standing by. Voltage to the radio is good, indicated by the five bars. The COM signal strength is good (5 bars). However, NAV signal strength is poor (1 bar).

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

NAV: OBS (Omni Bearing Selector) is set on the 0200 radial. The missing four dashed lines indicate no signal. 108.10 is the 10th frequency standing by on the A NAV. The "B” NAV will receive 117.95 when the signal improves.

COM: "A/B” (Flip/Flop) button pressed to "B" COM 118.10.

NAV: The NAV Frequency select knobs were used to changethe "B" NAV to 116.50. The signal strength is good (5 bars).The aircraft position is indicated 2 ways.1. F000 indicates the aircraft is from the VOR on the 360 deg radial.2. The 10 bars indicate the intended course, 020 deg radial, is to the right (full scale is 100)

COM COM frequency changed to 136.00 with frequency select knobs. The "B" COM channel, #9 is now blinking. Pushing the "CH/MEMO" switch will stcp the blinking, indicating the new frequency is now memorized in the "B" COM clwml 9 position

NAV: The OBS is changed to the 005 deg radial. The 5 bars indicate the intended course is 5 deg to the right of the aircraft

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

COM: The "A/B" button was pressed back to the "A" COM. Then the "CH/MEMO" switch was rotated clockwise one detent, selecting channel l2. The frequency 119.00, was previously memorized

The OBS is changed to the 360 deg radial. The 2 bars indicate an on course condition

COM: The pilot is now transmitting on "A" COM. When the mike is keyed or the press to talk button (PTT-1 or PTT-2) is used, two changes occur in the display information.

1."RX" changes to "TX" (Transmitting frequency)2."SIG" changes to "POW”, the 5 bars indicate a strong transmission.

NAV: The aircraft is now south of the VOR on the 175 deg radial. However, the intended course is left 5 deg on the 1800 R to the VOR.

COM: The transmission is completed and the radio has returned to the receiving mode.NAY: The NAV "A/B” switch was pressed, returning the receiver to "A” NAV The localizer frequency of 108.10 was previously memorized in the 10th position of "A" NAV Selecting a localizer frequency changes the displa information in 3 ways:

1. "LOC” now replaces "OBS"2. "GP” (Glide path) replaces "TF" and radial indication.3. Glide path bar deviation indicator appears.4. Note that the LOC/GP will not actually appear until the radio

receives a valid localizer signal.

The localizer bars are indicating the desired course is full scale to the left and the aircraft is full scale below the

49


R E V I S I O N 0 – 3 / 1 / 2 0 0 3glidepath. 117.95 is standing by on channel 10 of "B" NAV

AUXILIARYCOM: Unchanged except the "VOLT” indicator is

showing reduced voltage.NAV: The aircraft is intercepting the localizer from

the right and the glide path, both show half scale deviation.

COM: UnchangedNAV: Aircraft on localizer and glide slope.

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R E V I S I O N 0 – 3 / 1 / 2 0 0 3

TROUBLESHOOTING THE ICS

1. Static on the intercom.Check all connections of jacks. If any are loose you will hear static when you move them. Intermittency is usually caused by broken wire or a part time failure in a component. Next check the aircraft jacks. If they are loose, they must be tightened as they supply necessary ground from the aircraft to the intercom. Finally, check the leads from the headset as they may have been crushed at some time dung use or have broken at a highly stressed point (i.e., grommet).

2. Noise In the intercom. The nature of an amplified dynamic microphone will allow more noise than electret microphones and permit more noise to accompany the voice entering the inter com when the VOX turns on. Using a dynamic microphone with an electret microphone will erode the overall performance of the system. In these cases, use headsets with volume controls so you can vary them independently for a proper volume balance.

3. Garbled, Scratchy and squeals!Conditions where a microphone is in close location to a speaker (earphones) can also cause these conditions. Using old microphones can also cause a similar problem. Check the polarity of any headset microphone that introduces this problem into the system.

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