Liberty-XL2 POH PDF

Liberty Aerospace, Inc.
Airplane Flight Manual

XL2
FAA APPROVED
AIRPLANE FLIGHT MANUAL

100 Aerospace Drive, Unit 6
Melbourne, Florida 32901
Serial No. ______________________________________________
Registration No. _________________________________________
Type Certificate No. A00008DE
FAA Approved in Normal Category based on FAR 23. This document must
be carried in the airplane at all times and be kept within the reach of the
pilot during all flight operations.
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FUR-

NISHED TO THE PILOT BY THE FEDERAL AVIATION REGULATIONS
AND ADDITIONAL INFORMATION PROVIDED BY THE MANUFAC-
TURER, AND CONSTITUTES THE FAA APPROVED AIRPLANE FLIGHT
MANUAL.
FAA Approved
Ronald F. May, Manager
Denver Aircraft Certification Office
Federal Aviation Administration
Northwest Mountain Region
Date
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. N Dated: 12/14/2007 i
Airplane Flight Manual Liberty Aerospace, Inc.
XL2
Copyright © 2004 - All Rights Reserved

Liberty Aerospace, Incorporated
(800) 759-5953
FAA APPROVED: 2/19/2004 P/N 135A-970-005

ii Rev. N Dated: 12/14/2007
Liberty Aerospace, Inc. Airplane Flight Manual
XL2
LIST OF EFFECTIVE PAGES

Use this page to determine the current effective date for each page in
the Airplane Flight Manual (AFM). Supplements are issued individually
and are controlled by the Log of Supplement Page in Section 9.
Page Status Page Status Page Status

Title - i Rev. N 2 - 11 Rev. R 4-6 Initial Release
Foreword - ii Rev. N 2 - 12 Rev. M 4-7 Initial Release
Foreword - iii Rev. R 2 - 13 Rev. K 4-8 Initial Release
Foreword - iv Rev. R 2 - 14 Rev. P 4-9 Initial Release
Foreword - v Rev. N 2 - 15 Rev. C 4 - 10 Initial Release
Foreword - vi Rev. C 2 - 16 Rev. C 4 - 11 Rev. C
Foreword - vii Rev. G 2 - 17 Rev. C 4 - 12 Rev. C
Foreword - viii Rev. M 2 - 18 Rev. C 4 - 13 Initial Release
Foreword - ix Rev. P 4 - 14 Rev. R
Foreword - x Rev. R 3-1 Rev. M 4 - 15 Rev. R
Foreword - xi Rev. R 3-2 Initial Release 4 - 16 Rev. R
Foreword - xii Rev. R 3-3 Initial Release 4 - 17 Rev. C
3-4 Initial Release 4 - 18 Rev. C
1-1 Initial Release 3-5 Initial Release 4 - 19 Initial Release
1-4 Initial Release 3-8 Initial Release 4 - 22 Rev. C
1-6 Rev. G 3 - 10 Initial Release 4 - 24 Initial Release
1-7 Initial Release 3 - 11 Rev. C
1-8 Initial Release 3 - 12 Initial Release 5-1 Rev. C
1-9 Rev. C 3 - 13 Initial Release 5-2 Initial Release
1 - 10 Initial Release 3 - 14 Initial Release 5-3 Rev. N
1 - 11 Initial Release 3 - 15 Initial Release 5-4 Rev. C
1 - 12 Initial Release 3 - 16 Initial Release 5-5 Rev. C
3 - 17 Rev. M 5-6 Initial Release
2-1 Initial Release 3 - 18 Rev. C 5-7 Rev. G
2-2 Initial Release 3 - 19 Initial Release 5-8 Initial Release
2-3 Initial Release 3 - 20 Initial Release 5-9 Initial Release
2-4 Rev. R 3 - 21 Rev. C 5 - 10 Initial Release
2-5 Rev. R 3 - 22 Rev R 5 - 11 Initial Release
2-6 Rev. B 5 - 12 Initial Release
2-7 Rev. G 4-1 Initial Release 5 - 13 Initial Release
2-8 Rev. R 4-2 Initial Release 5 - 14 Initial Release
2-9 Initial Release 4-3 Rev. P 5 - 15 Initial Release
2 - 10 Rev. E 4-4 Rev. C 5 - 16 Initial Release
4-5 Rev. D 5 - 17 Rev. H
5 - 18 Initial Release
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Revision R Dated; 08/18/2009 Page iii
XL2
LIST OF EFFECTIVE PAGES (Cont.)

Use this page to determine the current effective date for each page in
the Airplane Flight Manual (AFM). Supplements are issued individually
and are controlled by the Log of Supplement Page in Section 9.
Page Status Page Status Page Status
6-1 Initial Release 7 - 24 Rev. C 8-1 Initial Release
6-5 Rev. G 7 - 28 Rev. C 8-5 Initial Release
6-8 Rev. M 7 - 31 Rev. C 8-8 Initial Release
6 - 10 Rev. G 7 - 33 Rev. C 8 - 10 Initial Release
6 - 11 Rev. M 7 - 34 Rev. C 8 - 11 Initial Release
6 - 16 Rev. G 7 - 39 Rev. D 8 - 16 Initial Release
6 - 17 Rev. G 7 - 40 Rev. C 8 - 17 Initial Release
6 - 18 Initial Release 7 - 41 Rev. R 8 - 18 Initial Release
7 - 42 Rev. C 8 - 19 Initial Release
7-1 Rev. C 7 - 43 Rev. C 8 - 20 Initial Release
7-2 Rev. C 7 - 44 Rev. C
7-3 Rev. C 7 - 45 Rev. C
7-4 Rev. C 7 - 46 Rev. C
7-5 Rev. C 7 - 47 Rev. C
7-6 Rev. C 7 - 48 Rev. C
7-7 Rev. R 7 - 49 Rev. C
7-8 Rev. C 7 - 50 Rev. R
7-9 Rev. C 7 - 51 Rev. C
7 - 10 Rev. C 7 - 52 Rev. C
7 - 11 Rev. C 7 - 53 Rev. C
7 - 12 Rev. C 7 - 54 Rev. C
7 - 13 Rev. R 7 - 55 Rev. C
7 - 14 Rev. C 7 - 56 Rev. C
7 - 15 Rev. C 7 - 57 Rev. C
7 - 16 Rev. C 7 - 58 Rev. C
7 - 17 Rev. C 7 - 59 Rev. C
7 - 18 Rev. C 7 - 60 Rev. C
7 - 19 Rev. C 7 - 61 Rev. C
7 - 20 Rev. C 7 - 62 Rev. C
7 - 21 Rev. C
7 - 22 Rev. C
7 - 23 Rev. C
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page iv Revision R Dated; 08/18/2009
XL2
FOREWORD
This Airplane Flight Manual has been produced by Liberty Aerospace,
Inc. to familiarize operators with the XL2 airplane. This manual provides
operational procedures written in accordance with the Federal Aviation
Regulations and contains additional information provided by the manu-
facturer, and constitutes the Federal Aviation Administration Approved
Airplane Flight Manual.
REVISING THE MANUAL

Numbered revisions are printed on white paper, normally cover several
subjects, and provide general updates to the Manual. Each revision is
issued with a new revised page, identifying the revised paragraph(s) with
revision bars. An instruction sheet shall accompany the numbered revi-
sion page(s) to provide instructions on how to remove the superseded
pages and inserting new revised pages.
Revision service for this manual is provided at no cost for the FAA Ap-
proved Airplane Flight Manual assigned to an airplane. Additional cop-
ies of the manual and revision service can be obtained from Liberty’s
Customer Support at the following address:
Customer Support
Toll free: (800) 759-5953
Fax: (321) 752-0377
The information presented in this manual is the result of extensive flight
tests. If new procedures or performance data are developed, they will
be sent in an FAA Approved AFM Revision to the owner on record for
each airplane.
NOTE
It is the responsibility of the owner to ensure that the Airplane Flight
Manual is current at all times. Therefore, it is very important that all
revisions be properly incorporated into this Manual as soon as they
are received.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. N Dated: 12/14/2007 v
XL2

LOG OF REVISIONS
This is the log of revisions to the Liberty XL2 FAA Approved Airplane
Flight Manual, P/N 135A-970-005.
To FAA Approval Signature

Rev. Description
Pages and Date
______________________
iii, vi, 2-8,
2-9, 2-15 Added night Manager, Atlanta Aircraft
A Certification Office, FAA
thru 2-19, VFR operation.
4-5 Atlanta, GA
Date:_________________
______________________
iii, iv, vi, for Melvin D. Taylor
Added percent Manager, Atlanta Aircraft
B 2-6, 7-34,
power indicator Certification Office, FAA
7-35
Atlanta, GA
Date:_________________
All pages Reformatted

iii, iv, vi, 1-9, 2-4,
2-5, 2-8, 2-10,
2-12, 2-15 thru ______________________
2-18, 3-1, 3-11, Added new Manager, Atlanta Aircraft
C 3-18, 3-21, 4-4, HSA and IFR Certification Office, FAA
4-5, 4-11, 4-12, operation Atlanta, GA
4-14, 4-15, 4-17,
4-18, 4-22, 5-1, Date:_________________
5-4, 5-5, 5-7, 9-1
Content
7-1 thru 7-62
revision
FAA APPROVED: 2/19/2004 P/N 135A-970-005

vi Rev. C Dated: 7/26/2005
XL2

LOG OF REVISIONS
(Cont.)

Rev. Description
Pages and Date
______________________
Changed
placard for Melvin D. Taylor
iii, iv, vii, viii, Manager, Atlanta Aircraft
descriptions
D 2-10, 2-11, 2-12, Certification Office, FAA
and fuel
2-13, 4-5, 7-39 Atlanta, GA
selector valve
operation.
Date:_________________
______________________
Changed HSA for Melvin D. Taylor
iii, iv, vii, 2-10, indication and Manager, Atlanta Aircraft
E 2-11, 2-12, 2-13, added new Certification Office, FAA
4-14, 7-13 door description Atlanta, GA
and placards.
Date:_________________
______________________
for Melvin D. Taylor
Added fuel vent Manager, Atlanta Aircraft
F iii, vii, 2-10 Certification Office, FAA
placard
Atlanta, GA
Date:_________________
Added new ______________________

iii, vii, 1-6, 2-4, typical empty
2-7, 5-7, 6-5, weight - CG for Melvin D. Taylor
6-6, 6-7, 6-8, location, and Manager, Atlanta Aircraft
G Certification Office, FAA
6-9, 6-10, 6-11, new forward
6-12, 6-13, 6-14, CG at max Atlanta, GA
6-15, 6-16, 6-17 gross weight
position Date:_________________
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. G Dated: 5/19/2006 vii
XL2

LOG OF REVISIONS
(Cont.)

Rev. Description
Pages and Date
______________________
Changed best- for Melvin D. Taylor
glide flap set- Manager, Atlanta Aircraft
H iii, viii, 5-17 ting and throttle Certification Office, FAA
setting back to Atlanta, GA
original values.
Date:_________________
______________________
Added a new for Melvin D. Taylor
supplement for Manager, Atlanta Aircraft
J iv, viii, 9-1 Certification Office, FAA
the cabin heat/
demist system. Atlanta, GA
Date:_________________
______________________
Added ballast
weight placard. for Melvin D. Taylor
iii, iv, viii, 2-12, Section 9 - Log Manager, Atlanta Aircraft
K Certification Office, FAA
2-13, 9-1, 9-2 of Supplements
no longer FAA Atlanta, GA
approved.
Date:_________________
Added state-
_____________________
ment for op-
tional vent win-
Manager, Atlanta Aircraft
iii, viii, 2-12, 3-1, dow placard.
L Certification Office, FAA
3-17 Added steps if
Atlanta, GA
engine instru-
ments system
Date:_________________
failure occurs.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

viii Rev. M Dated: 05/22/07
XL2

LOG OF REVISIONS
(Cont.)
To FAA Approval Signature and

Rev. Description
Pages Date
viii, ix, x Reformatted

2-12, 3-1, 3-17 and correction
______________________
Address Manager, Atlanta Aircraft
changed, Certification Office, FAA
M Title, ii, iii, v, 6-8, changed pilot, Atlanta, GA
6-11, 6-12, 6-13, copilot, fuel,
6-14, 6-15. and baggage
values to match Date:_________________
TCDS
Changed ad-
dress, added ______________________
statement that for Melvin D. Taylor
i, ii, iii, v, data is applica- Manager, Atlanta Aircraft
N Certification Office, FAA
ix, 5-3 ble to aircraft
with and without Atlanta, GA
wheel fairing Date:_________________
installed.
Melvin D. Taylor
iii, ix, Added Footstep Manager, Atlanta Aircraft
P 2-14, 4-3, Placard and Certification Office, FAA
Warning. Atlanta, GA
Date:_________________
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. P Dated: 04/18/2008 ix
XL2

LOG OF REVISIONS
(Cont.)

Rev. Description
Pages and Date
Added pages to
iii, iv, x, xi, xii allow for expan-
sion of tables
Sec 2 Corrected
Airspeeds,
Negative G, and
Oil Temp, added
RPM Placard
______________________
Sec3 - Cor- for Melvin D. Taylor
rected note on Manager, Atlanta Aircraft
R 2-4, 2-5 ,2-8, flap angles Certification Office, FAA
2-11, 3-22, 4-14, Atlanta, GA
4-15, 4-16, 7-7, Sec 4 Added
7-13, 7-41 notes on secur- Date:_________________
and 7-50 ing doors
Sec 7—
Reworded para-
graphs on pages
7,13, and 41
Corrected para-
graph on page
50
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page x Revision R Dated; 08/18/2009
XL2
TABLE OF CONTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES
SECTION 5 PERFORMANCE
SECTION 6 WEIGHT & BALANCE
SECTION 7 AIRPLANE & SYSTEMS

DESCRIPTION
SECTION 8 AIRPLANE HANDLING, SERVICE,

& MAINTENANCE
SECTION 9 SUPPLEMENTS
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Revision R Dated; 08/18/2009 Page xi
XL2
PAGE LEFT INTENTIONALLY BLANK
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page xii Revision R Dated; 08/18/2009
Liberty Aerospace, Inc. Section 1
XL2 GENERAL
SECTION 1
GENERAL
TABLE OF CONTENTS
Introduction ............................................................................ 1 - 3
Airplane Three Views............................................................. 1 - 4
Descriptive Data..................................................................... 1 - 5
Engine ............................................................................. 1 - 5
Propeller .......................................................................... 1 - 5
Fuel.................................................................................. 1 - 5
Oil .................................................................................... 1 - 5
Maximum Certificated Weights........................................ 1 - 6
Standard Airplane Weights.............................................. 1 - 6
Cabin and Entry Dimensions........................................... 1 - 6
Specific Loadings ............................................................ 1 - 6
Baggage and Entry Dimensions...................................... 1 - 6
Symbols, Abbreviations, and Terminology ............................ 1 - 8
General Airspeed Terminology and Symbols.................. 1 - 8
XL2 Airplane Abbreviations ............................................. 1 - 8
Meteorological Terminology ............................................ 1 - 9
Engine Power Terminology ........................................... 1 - 10
Airplane Performance & Flight Planning Terminology .. 1 - 10
Weight and Balance Terminology ................................. 1 - 10
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Initial Release Page 1 - 1
Section 1 Liberty Aerospace, Inc.
GENERAL XL2
THIS PAGE INTENTIONALLY LEFT BLANK
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 1 - 2 Initial Release
XL2 GENERAL
INTRODUCTION
This manual contains the material required to be furnished to the pilot by
the United States Code of Federal Regulations Title 14, Part 23. It also
contains supplemental data supplied by Liberty Aerospace, Inc.
Section 1 provides basic data and information of general interest. It also
contains definitions or explanations of symbols, abbreviations, and termi-
nology commonly used.
The following definitions apply to Warnings, Cautions, and Notes found
throughout this manual:
WARNING
An operating procedure, or practice, which if not correctly followed,
could result in personal injury or loss of life.
CAUTION
An operating procedure, or practice, which if not strictly observed,
could result in damage or destruction of equipment.
NOTE
An operating procedure, practice, condition, etc., which is deemed
essential to highlight.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

GENERAL XL2
AIRPLANE THREE VIEWS
FIGURE 1 - 1 AIRPLANE THREE VIEWS
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 GENERAL
DESCRIPTIVE DATA
ENGINE
Number of Engines...................................................................................1
Number of Cylinders.................................................................................4
Engine Manufacturer ............................................... Teledyne Continental
Engine Model.................................................... IOF-240-B with FADEC™
Fuel System........................................................................... Fuel Injected
Engine Cooling ..........................................................................Air Cooled
Engine Type ....................................... Horizontally Opposed, Direct Drive
Horsepower Rating..................................................125 HP @ 2800 RPM
PROPELLER
Propeller Manufacturer....................................................Sensenich Corp.
Propeller Model Number ..................................................... W69EK7-63G
Number of Blades.....................................................................................2
Propeller Diameter .............................................................................69 in
Propeller Type .............................................Wood/Fiberglass, Fixed Pitch
FUEL
Fuel Capacity................................................................. 29.5 U.S. Gallons
Total Usable .................................................................. 28.0 U.S. Gallons
Approved Fuel Grades .........................100LL Grade Aviation Fuel (Blue)
100 Grade Aviation Fuel (Green)
WARNING
Use of unapproved fuels may result in engine damage or engine
failure.
NOTE
Park the airplane in a level attitude to ensure maximum fueling ca-
pacity.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

GENERAL XL2
OIL
Oil Capacity.......................................................................... 6 U.S. Quarts
Oil Grades:
All Temperatures....................................................SAE 20W50 or 20W60
Below 40° F (4° C) ........................................................ SAE 30 or 15W50
Above 40° F (4° C).........................................................................SAE 50
MAXIMUM CERTIFICATED WEIGHTS

Takeoff Weight............................................................................. 1653 lbs
Landing Weight ............................................................................ 1653 lbs
Weight in baggage compartment................................................... 100 lbs
(See Section 6 for weight and balance limits)
STANDARD AIRPLANE WEIGHTS

Standard empty weight ................................................................ 1174 lbs
Maximum useful load ..................................................................... 479 lbs
SPECIFIC LOADINGS
Wing Loading .........................................................................14.8 lbs/sq ft
Power Loading ........................................................................ 13.2 lbs/HP
CABIN AND ENTRY DIMENSIONS

Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.
BAGGAGE AND ENTRY DIMENSIONS

See Figure 1 - 2 on the next page for a detailed illustration of the bag-
gage compartment and associated features.
NOTE
Maximum baggage weight is 100 lbs. Only FAA approved restraints
may be used to secure cargo to restraint net mounting brackets.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 1 - 6 Rev. G Dated: 5/19/2006
XL2 GENERAL
FIGURE 1 - 2 BAGGAGE BAY DIMENSIONS
P/N 135A-970-005 FAA APPROVED: 2/19/2004

GENERAL XL2
SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS Knots Calibrated Airspeed is indicated airspeed corrected for
position and instrument error and expressed in knots. Knots cali-
brated airspeed is equal to KTAS in a standard atmosphere at
sea level.
KIAS Knots Indicated Airspeed is the speed shown on the airspeed
indicator and expressed in knots.
KTAS Knots True Airspeed is KCAS corrected for altitude and tem-
perature. It is the airspeed expressed in knots relative to undis-
turbed air.
VA Maneuvering Speed is the maximum speed at which full or
abrupt control movements may be used without overstressing
the airframe.
VFE Maximum Flap Extended Speed is the highest speed permissi-
ble with wing flaps in an extended position.
VNO Maximum Structural Cruising Speed is the speed that should
not be exceeded except in smooth air, then only with caution.
VNE Never Exceed Speed is the speed limit that may not be ex-
ceeded in any operation.
VS Stalling Speed or the Minimum Steady Flight Speed is the
minimum speed at which the airplane is controllable.
VSO Stalling Speed or the Minimum Steady Flight Speed in the
Landing Configuration is the minimum speed at which the air-
plane is controllable in the landing configuration and at the most
forward center of gravity at maximum weight.
VX Best Angle-of-Climb Speed is the speed that results in the
greatest gain of altitude in a given horizontal distance.
VY Best Rate-of-Climb Speed is the speed that results in the
greatest gain of altitude in a given time.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 GENERAL
XL-2 AIRPLANE ABBREVIATIONS

AC Alternating Current
ACU Alternator Control Unit
ALT Alternator
BAT Battery
BPMS Boost Pump Mode Switch
CHT Cylinder Head Temperature
COM Communication
DC Direct Current
EBAT FL Emergency Battery Fail
ECU Electronic Control Unit
EGT Exhaust Gas Temperature
ELT Emergency Locator Transmitter
FADEC Full Authority Digital Engine Control
GPS Global Positioning System
HSA Health Status Annunciator
IMC Instrument Meteorological Conditions
INSTR Instrument
L Left
MFD Multi-Function Display
NAV Navigation
PMP Pump (Fuel)
PPWR FL Primary Power Fail
R Right
SPSC Secondary Power Source Circuit
SSA Speed Sensor Assembly
STN Station
V Volts
VOR VHF Omni-Directional Range
WOT Wide Open Throttle
XPONDER Transponder
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 1 - 9
GENERAL XL2
METEOROLOGICAL TERMINOLOGY
OAT - Outside Air Temperature is the free air static temperature. It
may be expressed in either degrees Celsius or degrees Fahrenheit.
Standard Temperature is 15° C at sea level pressure altitude and de-
creases by 2° C for every 1000 feet of altitude.
Pressure Altitude is the altitude read from an altimeter when the altime-
ter’s barometric scale has been set to 29.92 in. Hg.(1013 mb).
ENGINE POWER TERMINOLOGY

BHP Brake Horsepower - The power developed by the engine.
RPM Revolutions per Minute - The rotational speed of the engine and
propeller.
Static RPM - The engine speed attained during a full throttle engine
runup when the airplane is on the ground and stationary.
psi - Pounds per square inch.
AIRPLANE PERFORMANCE & FLIGHT PLANNING TERMINOLOGY

Demonstrated Crosswind Velocity - The velocity of the crosswind
component for which adequate control of the airplane during takeoff and
landing was actually demonstrated during certification test. The value
shown is not considered to be limiting.
Usable Fuel - The fuel available for flight planning.
Unusable Fuel - The quantity of fuel that cannot be used in flight.
Gallons Per Hour (GPH) - The amount of fuel consumed per hour in
gallons.
Feet Per Minute (fpm) - The distance in feet that can be traveled per
minute.
g - Acceleration expressed as a multiple of the earth’s normal gravity (1
g).
WEIGHT AND BALANCE TERMINOLOGY

Reference Datum is an imaginary vertical plane from which all horizon-
tal distances are measured for balance purposes.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 GENERAL
Station is a location along the airplane fuselage given in terms of dis-

tance from the reference datum.
Arm is the horizontal distance from the reference datum to the center of
gravity (C.G.) of an item, or of the airplane as a whole.
Moment is the product of the weight of an item, or of the airplane as a
whole, multiplied by its arm. (Moment divided by a constant of 1000 is
used in this manual to simplify calculations by reducing the number of
digits, and is expressed as Moment/1000.)
Center of Gravity (C.G.) is the point at which the airplane would bal-
ance if suspended from that point. Its distance from the reference datum
is determined by dividing the total moment by the total weight of the air-
plane.
C.G. Arm is the arm obtained by adding the airplane’s individual mo-
ments and dividing the sum by the total weight.
Center of Gravity Limits are the extreme center of gravity locations
within which the airplane must be operated at a given weight.
Standard Empty Weight is the weight of a standard airplane including
unusable fuel, full operating fluids, and full engine oil.
Basic Empty Weight is the standard empty weight plus the weight of
optional equipment installed on a specific airplane.
Useful Load is the difference between ramp weight and the basic empty
weight.
Mean Aerodynamic Chord (MAC) is the chord of an imaginary rectan-
gular wing having the same pitching moments throughout the flight
range as that of the actual wing. It may be determined by dividing the
wing area by the wingspan.
Maximum Ramp Weight is the maximum weight approved for ground
maneuvers, and includes the weight of fuel used for start up, taxi, and
run up.
Maximum Takeoff Weight is the maximum weight approved for the
start of the takeoff roll
Maximum Landing Weight is the maximum weight approved for land-
ing touchdown.
Tare is the weight of chocks, blocks, stands, etc. used when weighing
the airplane, and is included in the scale readings. Tare is deducted
from scale readings to obtain actual (net) weight of the airplane.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

GENERAL XL2
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Introduction ............................................................................ 2 - 3
Airspeed Limitations............................................................... 2 - 4
Airspeed Indicator Markings .................................................. 2 - 4
Power Plant Limitations ......................................................... 2 - 5
Power Plant Instrument Markings.......................................... 2 - 6
Weight Limits ......................................................................... 2 - 6
Center of Gravity Limits ......................................................... 2 - 7
Maneuver Limits..................................................................... 2 - 8
Flight Load Factors ................................................................ 2 - 8
Kinds of Operation Limits....................................................... 2 - 8
Icing........................................................................................ 2 - 8
Fuel Limitations...................................................................... 2 - 8
Other Limitations.................................................................... 2 - 9
Placards ............................................................................... 2 - 10
Kinds of Operational Equipment List ................................... 2 - 15
P/N 135A-970-005 FAA APPROVED: 2/19/2004

LIMITATIONS XL2
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 LIMITATIONS
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and plac-
ards necessary for the safe operation of the airplane, its engine, stan-
dard systems, and standard equipment. The limitations included in this
section and in Section 9 (Supplements) have been approved by the
FAA. Observance of these limitations is required by the Federal Aviation
Regulations (FAR).
NOTE
Refer to Section 9 of this manual for amended operating limitations,
operating procedures, performance data, or other information neces-
sary for airplanes equipped with specific options.
The Liberty XL-2 airplane is certificated in the Normal Category under

FAA Type Certificate No. A00008DE.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

LIMITATIONS XL2
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in Ta-
ble 2 - 1.
SYMBOL SPEED KIAS
VNE Never Exceed Speed 157
VNO Maximum Structural Cruising Speed 122
VA Maneuvering Speed at 1653 LBS 100
VFE Maximum Flap Extended Speed 86
TABLE 2 - 1 AIRSPEED LIMITATIONS
AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code significance are shown
in Table 2 - 2.
MARKING KIAS SIGNIFICANCE
White Arc 44 - 86 Flap Operating Range
Green Arc 50 - 122 Normal Operating Range
Operations must be conducted with

Yellow Arc 122 - 157
caution and only in smooth air
Red Line 157 Max Speed for all Operations
TABLE 2 - 2 AIRSPEED INDICATOR MARKINGS
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 4 Rev. R Dated: 8/18/2009
XL2 LIMITATIONS
POWERPLANT LIMITATIONS
Engine manufacturer ................................... Teledyne Continental Motors
Engine Model.............................................................................IOF-240-B
Maximum Power.................................................... 125 BHP at 2800 RPM
Operations:
Maximum Engine Speed ...........................................................2800 RPM
Minimum Idle Speed....................................................................825 RPM
Maximum Oil Temperature.............................................................. 240° F

Max. Continuous Operation Oil Temperature ................................. 220° F
Minimum Oil Temperature for Takeoff .............................................. 75° F
Recommended Operating Range.............................................170-200° F
Minimum Oil Pressure (idle RPM) .................................................... 10 psi

Normal Operation ........................................................................30-60 psi
Cylinder Head Temperature Limitations:

Minimum for Takeoff........................................................................ 240° F
Recommended Operating Range.............................................340-420° F
Maximum Allowable ........................................................................ 460° F
Fuel Grades..........................................100LL Grade Aviation Fuel (Blue)

100 Grade Aviation Fuel (Green)
Oil Grades .............................. All Temperatures - SAE 20W50 or 20W60
Below 40°F (4°C) - SAE 30 or 15W50
Above 40°F (4°C) - SAE 50
Propeller Manufacturer..........................................Sensenich Corporation

Propeller Model Number ..................................................... W69EK7-63G
Number of Blades.....................................................................................2
Propeller Diameter ..................................................................... 69 inches
Propeller Type ...........................................Wood / Fiberglass, Fixed Pitch
WARNING
Flight is prohibited if any FADEC HSA annunciators are illuminated.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. R Dated: 8/18/2009 Page 2 - 5
LIMITATIONS XL2
POWERPLANT INSTRUMENT MARKINGS

Power plant instrument markings and their color code significance are
shown in Table 2 - 3.
Red Red
Green Arc Yellow Arc
Instrument Line Line
(NORMAL) (CAUTION)
(MIN) (MAX)
Tachometer (rpm) - 850 - 2800 - 2800
Percent Power (%BHP) - 0 - 100 - 101
Oil Temp (°F) - 100 - 220 221 - 239 240
11 - 29
Oil Pressure (psi) 10 30 - 60 98
61 - 97
Cylinder Head Temp (°F) 240 240 - 420 421 - 459 460
Fuel Pressure (psi) 19 25 - 98 20 - 24 99
Exhaust Gas Temp (°F) - 1000 - 1675 - -
Manifold Pressure (In Hg) - 15.0 - 29.5 29.6 - 35.0 -
Ammeter (amps) - 0 - 48 49 - 59 60
11.3 - 11.9
Voltmeter (volts) 11.2 12.0 - 14.3 14.7
14.4 - 14.6
TABLE 2 - 3 POWERPLANT INSTRUMENT MARKINGS
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 6 Rev. B Dated: 11/24/2004
XL2 LIMITATIONS
WEIGHT LIMITS
Maximum ramp weight: 1653 lbs
Maximum takeoff weight: 1653 lbs
Maximum landing weight: 1653 lbs
Maximum weight in baggage compartment: 100 lbs
WEIGHT AND CENTER OF GRAVITY LIMITS

Forward: 82.20 inches aft of datum at 1554 lbs.
Mid: 83.48 inches aft of datum at 1653 lbs.
Aft: 86.75 inches aft of datum at 1653 lbs.
The datum plane, Station 0.0 (STN 0.0) is located 70.75 inches forward
of the vertical rollover hoop (edge of opening). See Figure 2 - 1 below.
FIGURE 2 - 1 LOCATION OF STATION 0.0
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. G Dated: 5/19/2006 Page 2 - 7
LIMITATIONS XL2
MANEUVER LIMITS
This airplane is certified in the normal category, which is applicable to
airplanes intended for non-aerobatic operations. These include maneu-
vers incidental to normal flying, stalls, lazy eights, chandelles, and turns
in which the angle of bank does not exceed 60 degrees. No aerobatic
maneuvers, including spins, are authorized.
Normal Category Maneuvers and Recommended Entry Speeds:
Chandelle: 100 KIAS
Lazy Eight: 100 KIAS
Steep Turn: 100 KIAS
Stalls: Slow Deceleration
FLIGHT LOAD FACTORS
Load Factor Flaps Up Flaps Down
Positive 3.8 G 2.0 G

Negative -1.52 G 0.0 G
TABLE 2 - 3 FLIGHT LOAD FACTORS
KINDS OF OPERATION LIMITS

The Liberty XL-2 is equipped and approved for day/night VFR and IFR
operations.
ICING
Flight into known icing conditions is prohibited.
FUEL QUANTITY LIMITATIONS

Total fuel: 29.5 US Gallons
Usable fuel (all flight conditions): 28 US Gallons
Unusable fuel: 1.5 US Gallons
Operating Altitude Limitation

Maximum Operating Altitude 12,500 ft
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 8 Rev. R Dated: 8/18/2009
XL2 LIMITATIONS
OTHER LIMITATIONS
FLAP LIMITATIONS
Approved takeoff setting: 20°
Performance data is presented for Flaps 20° only.
Approved landing settings: 0°, 20°, 30°
Performance data is presented for Flaps 30° only.
No Intermediate flap settings are approved.
SOLO FLIGHT LIMITATION

For optimal accessibility to emergency features (such as safety hammer,
fire extinguisher, etc.) the aircraft must be flown solo from the left seat
only.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

LIMITATIONS XL2
PLACARDS
The following information must be displayed in the form of panel overlay
or individual placards:
In full view of the pilot:
THIS AIRPLANE MUST BE OPERATED IN ACCORDANCE WITH THE AIRPLANE

FLIGHT MANUAL. THIS AIRPLANE IS CERTIFIED IN THE NORMAL CATEGORY
AND APPROVED FOR VFR, IFR, DAY AND NIGHT IN NON-ICING CONDITIONS
WHEN EQUIPPED IN ACCORDANCE WITH FAR 91 OR FAR 135.
NO ACROBATIC MANEUVERS, INCLUDING SPINS, APPROVED.
On the instrument panel, adjacent to the air speed indicator:
MANEUVERING SPEED
VA = 100 KNOTS
Adjacent to FADEC PWR A and B switches:
One each on the underside of fuselage next to the fuel drains:
FUEL DRAIN
On the underside of the fuselage next to the fuel tank vent:
FUEL
TANK VENT
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 10 Rev. F Dated: 4/6/2006
XL2 LIMITATIONS
On the VM1000 bottom bezel:
On center console:
NO SMOKING
Under top cowling, aft of firewall, next to hydraulic fluid reservoir:
Adjacent to magnetic compass:
Calibrated With Radio(s) ON

For N 30 60 E 120 150
Steer
For S 210 240 W 300 330
Steer
Date
On each door, under the canopy release lever (RED):
On exterior lower edge of both canopies, upside down facing out (RED):
One on each door, under the canopy release lever (RED):
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. R Dated: 8/18/2009 Page 2 - 11
LIMITATIONS XL2
Vent panels are optional on aircraft. These placards are applicable only
if vent panels are present (placard will be on both canopy vent windows
(2 placards):
ENSURE DOOR VENT PANEL IS

CLOSED PRIOR TO OPERATING
Above opening in back of starboard seat (RED):
Below opening in back of starboard seat:
Below both openings in back of seats
On forward side of baggage compartment closeout panel (2 placards):
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 12 Rev. M Dated: 05/22/07
XL2 LIMITATIONS
On mid fuselage bulkhead behind the baggage compartment closeout

panel:
On aft side of baggage compartment closeout panel adjacent to K001 &

K002 relays:
On inside surface of port side fuselage, centered in view through lower

rear access panel hole:
DO NOT REMOVE
OR ADD TO
TAIL BALLAST WEIGHT
One each on exterior port and starboard doors adjacent to the canopy
release lever (RED):
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. K Dated: 12/18/2006 Page 2 - 13
LIMITATIONS XL2
On exterior of fuselage around fuel filler cap:
Below fuel filler cap on exterior of fuselage:
Exterior, on both wing flaps and interior, on top surface of fuel filler hose
cover inside the baggage area:
On either side of rudder, on both ailerons, and both elevators:
Inside surface of oil filler door:
Exterior port and starboard fuselage FWD of belly panel.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 14 Rev. P Dated: 04/18/2008
XL2 LIMITATIONS
KINDS OF OPERATION EQUIPMENT LIST

The Liberty XL2 is equipped for day/night VFR and IFR operations.
Flight into known icing or forecast icing is prohibited.
The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated. This
list does not include specific flight and radio/navigation equipment re-
quired for any particular country’s operating regulations. The pilot-in-
command is responsible for determining the airworthiness of the airplane
and assuring compliance with current operating regulations for each
flight.
The zeros used in the list below indicate that the system and/or equip-
ment were not required for FAR Part 23 type certification for that kind of
operation.
The ATA numbers refer to equipment classification of Air Transport As-
sociation Specifications.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 2 - 15
LIMITATIONS XL2
KINDS OF OPERATION
System, Instrument, VFR VFR IFR IFR
and/or Equipment DAY NIGHT DAY NIGHT
COMMUNICATION
(ATA-23)
Communications Radio
0 * X X
(VHF)
ELECTRICAL POWER
(ATA-24)
Battery (2) X X X X
Alternator X X X X
High Voltage/Discharge
0 0 0 0
Warning Lights
Voltmeter X X X X
Ammeter X X X X
FLIGHT CONTROLS
(ATA-27)
Flap System X X X X
Elevator Trim System X X X X
Elevator Trim Tab Indicator X X X X
Stall Warning Horn X X X X
Flap Indicator X X X X
FUEL (ATA-28)
Auxiliary Fuel Pump X X X X

Auxiliary Fuel Pump Switch X X X X
Auxiliary Fuel Pump Light X X X X
Fuel Quantity Indicator X X X X
Fuel Pressure Gauge 0 0 0 0
Fuel Selector Valve X X X X
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 16 Rev. C Dated: 7/26/2005
XL2 LIMITATIONS
KINDS OF OPERATION
ICE AND RAIN
PROTECTION (ATA-30)
Pitot Heat 0 0 X X
Engine Alternate Air System X X X X
Alternate Static Air Source 0 0 X X
INDICATING/RECORDING
SYSTEMS (ATA-31)
Clock 0 0 X X
Flight Hour Recorder 0 0 0 0
LIGHTS (ATA-33)
Cockpit and Instrument
0 X X X
(Required Illumination)
Anti-Collision Light System X X X X
Position Lights System X X X X
Landing Light 0 * * *
NAVIGATION (ATA-34)
Sensitive Altimeter X X X X
Airspeed Indicator X X X X
Magnetic Compass X X X X
Outside Air Temp 0 0 0 0
Attitude Indicator
0 0 X X
(Gyro Stabilized)
Directional Indicator
0 0 X X
(Gyro Stabilized)
Turn and Bank Indicator
0 0 X X
or Turn Coordinator
Vertical Speed Indicator 0 0 0 0
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 2 - 17
LIMITATIONS XL2
KINDS OF OPERATION
Navigation Radio (VHF) 0 * X X
Pitot Static System X X X X
ENGINE INDICATING
(ATA-77)
FADEC Health Status
X X X X
Annunciator (HSA)
Tachometer Indicator
X X X X
(Propeller)
Manifold Pressure Indicator 0 0 0 0
Cylinder Head Temp X X X X
Alt Fail Annunciator X X X X
ENGINE OIL (ATA-79)
Oil Temperature Indicator X X X X
Oil Pressure Indicator X X X X
Oil Quantity Indicator
X X X X
(Dipstick)
EQUIPMENT/
FURNISHINGS (ATA-25)
Lap and Shoulder Safety
X X X X
Restraints (each occupant)
Fire Extinguisher X X X X
Emergency Safety Hammer X X X X
ELT X X X X
Airplane Flight Manual X X X X
Windscreen Demist Cloth 0 0 X X
Cargo Net Restraint 0 0 0 0
* Ref. §91.205
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 2 - 18 Rev. C Dated: 7/26/2005
XL2 EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Introduction.............................................................................3 - 3
Airspeeds for Emergency Operations ....................................3 - 3
Ground Emergencies..............................................................3 - 4
Engine Fire During Start ..................................................3 - 4
Engine Failure During Takeoff Roll..................................3 - 4
In-Flight Emergencies ............................................................3 - 5
Engine Failure After Takeoff ............................................3 - 5
Engine Failure During Flight ............................................3 - 5
Engine Partial Power Loss...............................................3 - 6
Low Oil Pressure..............................................................3 - 6
Engine Fire During Flight .................................................3 - 7
Cabin Fire In Flight...........................................................3 - 8
Inadvertent Flight Into Icing Conditions .........................3 - 11
Inadvertent Flight Into IMC.............................................3 - 11
Suspected Lightning Strike During Flight.......................3 - 11
Door Open In Flight........................................................3 - 12
Spins ..............................................................................3 - 12
Landing Emergencies...........................................................3 - 13
Forced Landing (Engine Out) ........................................3 - 13
Ditching ..........................................................................3 - 14
Landing with a Flat Main Gear Tire................................3 - 15
Landing with a Flat Nose Tire ........................................3 - 15
Landing Without Elevator Control ..................................3 - 16
System Malfunctions ............................................................3 - 17
Engine Instruments System Malfunction .......................3 - 17
HSA Fault Light Indications............................................3 - 17
Electrical System Malfunctions ......................................3 - 19
Pitot Static Malfunction ..................................................3 - 21
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. M Dated: 05/22/07 Page 3 - 1
EMERGENCY PROCEDURES XL2
FAA APPROVED: 2/19/2004 P/N 135A-970-005

INTRODUCTION
Section 3 provides checklists and amplified procedures for emergencies
that may occur. Emergencies caused by malfunctions are extremely
rare if proper maintenance and preflight inspection procedures are ob-
served. Enroute and weather emergencies can be minimized by careful
and conservative preflight planning and good judgment.
Warnings and procedures depicted in this AFM are immediate action or

“memory items.” They should be committed to memory so that they can
be performed immediately without reference to the checklist.
The phrase “land as soon as practical” means that flight may be contin-
ued to the next available airport, depending on weather conditions, the
severity of the emergency, etc.
The phrase “land as soon as possible” means that a landing should be

accomplished immediately or as rapidly as possible consistent with
safety requirements. Depending on weather conditions, the severity of
the emergency, etc., the pilot-in-command may elect to make this land-
ing on a nearby suitable surface on which the airplane may be landed
safely, even if this location is not on an airport.
Emergency procedures associated with avionics, and the ELT are found
in Section 9.
AIRSPEEDS FOR EMERGENCY OPERATIONS

Maneuvering Speed:
1653 lbs ......................................................................... 100 KIAS
1450 lbs ........................................................................... 94 KIAS
Best Glide Speed:
1653 lbs ........................................................................... 80 KIAS
Emergency Approach Speed Without Engine Power:
Flaps Up .......................................................................... 70 KIAS
Flaps 30° ......................................................................... 65 KIAS
P/N 135A-970-005 FAA APPROVED: 2/19/2004

GROUND EMERGENCIES
ENGINE FIRE DURING START
1. Ignition Switch ......................................................................... START
Continue turning the engine over in attempt to obtain successful
start that will suck flame and accumulated fuel into engine.
If engine starts:
2. Power ................. 1700 RPM (for up to 2 minutes, if conditions allow)
3. Engine .........................................SHUT DOWN (inspect for damage)
If engine does NOT start:
5. Throttle ....................................................................FULL FORWARD
6. FADEC A and B PWR Switches................................................... OFF
7. Fuel Selector Valve ......................................OFF (lift knob to turn off)
8. Cranking ......................................................................... TERMINATE
9. Ignition Switch .............................................................................. OFF
10. Master Switch ............................................................................... OFF
11. Airplane ............................................................................EVACUATE
12. Fire ......................EXTINGUISH (use fire extinguisher as necessary)
13. Fire Damage........................................................................ INSPECT
ENGINE FAILURE DURING TAKEOFF ROLL

(Aborted Takeoff Procedure)
1. Throttle ........................................................................................ IDLE
2. Brakes ..................................................................................... APPLY
After aircraft stops:
4. FADEC A and B PWR Switches................................................... OFF
6. Fuel Selector Valve ......................................OFF (lift knob to turn off)
FAA APPROVED: 2/19/2004 P/N 135A-970-005

IN-FLIGHT EMERGENCIES
ENGINE FAILURE AFTER TAKEOFF
1. Best Glide or Landing Speed (as appropriate) ................ESTABLISH
2. Flaps ...........................................................................AS REQUIRED
If time permits:
3. Ignition Switch.............................................................................. OFF
4. FADEC A and B PWR Switches .................................................. OFF
5. Master Switch .............................................................................. OFF
6. Throttle.........................................................................................IDLE
7. Fuel Selector Valve...................................... OFF (lift knob to turn off)
8. Seat Belts and Shoulder Harness.........................................SECURE
ENGINE FAILURE DURING FLIGHT

(Troubleshoot/Restart Procedure)
If the engine fails at altitude, the primary task is to maintain control of the
airplane and establish best glide speed while turning toward a suitable
landing area. Only after this has been accomplished should the pilot
attempt to determine the cause of engine failure, and if time and altitude
permit, attempt a restart.
Restart attempts should not be performed if they distract the pilot from
the primary task of flying the airplane at best glide speed to a suitable
landing area. Restart attempts should be abandoned in sufficient time to
allow completion of the forced landing checklist.
1. Best Glide Speed .............................................................ESTABLISH
2. Fuel Selector Valve...........................................................CHECK ON
3. Throttle...................................................................... OPEN 3/4 INCH
4. Fuel Boost Pump Mode Switch...................................................... ON
5. FADEC A and B PWR Switches .......RECYCLE SIMULTANEOUSLY
6. Ignition Switch.............................................................. CHECK BOTH
7. Ignition Switch (if prop NOT windmilling) .................................START
8. Throttle.............. ADJUST TO OBTAIN BEST ENGINE OPERATION
9. Repeat steps 2 - 6 as necessary with prop windmilling.
10. In engine does not start, perform Forced Landing checklist.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

ENGINE PARTIAL POWER LOSS

Engine roughness is most frequently caused by ignition problems
(misfire, fouled spark plugs, etc.), and less frequently by fuel injection
problems (failed or blocked fuel injector, etc.).
1. Fuel Boost Pump Mode Switch ......................................................ON
2. Fuel Selector Valve .......................................................... CHECK ON
3. Alternate Induction Air ..........................................................PULL ON
4. Ignition Switch ....................................................CHECK, R, L, BOTH
If engine operation is significantly smoother in either the L or R posi-
tion, leave the switch in that position.
5. LAND ....................................................... AS SOON AS PRACTICAL
LOW OIL PRESSURE

An indication of low oil pressure may be a problem with the oil pressure
indicating system or the engine oil pressure relief valve. However, it
may also be an indication of internal mechanical damage to the engine
and a warning of imminent complete engine failure.
Monitor oil pressure, oil temperature, and cylinder head temperature
indications. If oil temperature remains normal, proceed to the nearest
airport for landing.
An increase in oil temperature and cylinder head temperature is a confir-
mation of probable mechanical malfunction. Set power to the minimum
required for continued flight to the nearest suitable airport or off-airport
landing area. Land as soon as possible, including consideration of a
precautionary off-airport landing while engine power is still available. Be
prepared for a complete loss of power at any time.
1. Throttle ............................................................MINIMUM REQUIRED
2. LAND ..........................................................AS SOON AS POSSIBLE
FAA APPROVED: 2/19/2004 P/N 135A-970-005

ENGINE FIRE IN FLIGHT

The steps of the engine fire checklist ensure that the source of fuel is
removed, and that the fire will be extinguished. Under no circumstances
should a restart be attempted. Execute a forced landing without engine
power.
1. Fuel Selector Valve...................................... OFF (lift knob to turn off)
2. Throttle......................................................................................... OFF
3. Fuel Boost Pump Mode Switch.................................................... OFF
6. Perform Forced Landing checklist.
WARNING
Do not attempt to restart the engine after engine fire in flight.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

CABIN FIRE IN FLIGHT

If the cause of the fire is readily apparent and accessible, use the fire
extinguisher mounted in the headrest compartment behind the passen-
ger seat to extinguish flames and land as soon as practical. Opening
the vents may feed the fire, but to avoid incapacitating the crew from
smoke inhalation, it may be necessary to rid the cabin of smoke. If the
cause of fire is not readily apparent, is electrical, or is not readily acces-
sible, perform the following:
NOTE
Electrical power is required for engine operation. Improper opera-
tion of electrical switches may cause immediate engine stoppage.
Two independent sources of electrical power are provided for engine
operation. It is important to understand their interactions. Details
are provided in Section 7 - Airplane & Systems Description.
If engine loses power after master switch is turned OFF, Master Switch
ON immediately and refer to Step 22.
WARNING
HSA EBAT FL and PPWR FL annunciators will illuminate. Engine
may continue to operate normally from the emergency battery for up
to 60 minutes if the battery is properly maintained and fully charged.
Plan to land well within 60 minutes from illumination of EBAT FL and
PPWR FL annunciators.
2. FADEC PWR A Switch................................................................. OFF

3. Avionics Master Switch ................................................................ OFF
4. All Electrical Switches ...............OFF (except FADEC PWR B switch)
WARNING
Turning off FADEC PWR B switch when Master Switch is OFF will
cause immediate loss of engine power.
5. Fire Extinguisher ............................................................... ACTIVATE

6. Air Vents ....................................................... OPEN TO VENT CABIN
FAA APPROVED: 2/19/2004 P/N 135A-970-005

NOTE
If at any time during remainder of flight, the engine ceases to oper-
ate due to aircraft Secondary Power failure, it may be necessary to
turn the Master Switch ON and the FADEC Primary Power (PWR A)
ON if continued engine operation is needed. However, turning these
switches ON may result in recurrence of cabin smoke.
If source of fire has been eliminated and electrical power is necessary

for continuation of flight:
8. Circuit Breakers ...............................CHECK FOR FAULTY CIRCUIT
9. Master Switch ................................................................................ ON
10. Avionics Master Switch .................................................................. ON
11. Activate required systems one at a time. Pause several seconds
between activating each system to isolate malfunctioning system.
Continue flight to earliest practical landing with malfunctioning sys-
tem off. Activate only the minimum amount of equipment necessary
to complete a safe landing.
If source of fire has NOT been eliminated and smoke persists:

12. Master Switch ................................................................................ ON
13. FADEC PWR A Switch .................................................................. ON
14. FADEC PWR B Switch ................................................................ OFF
15. Secondary Power Source Circuit Breaker (SPSC).....................PULL
16. Fire Extinguisher ................................................................ ACTIVATE
17. Air Vents .......................................................OPEN TO VENT CABIN
NOTE
If at any time during remainder of flight the engine ceases to operate
due to aircraft Primary Power failure, it may be necessary to turn the
FADEC Secondary Power (PWR B) ON if continued engine opera-
tion is needed. However, turning this switch ON may result in recur-
rence of cabin smoke.
19. Circuit Breakers ...............................CHECK FOR FAULTY CIRCUIT

Continue flight to earliest practical landing with malfunctioning sys-
P/N 135A-970-005 FAA APPROVED: 2/19/2004

If engine loses power when master switch is turned off:
WARNING
Loss of engine power when master switch is turned off indicates
malfunction of FADEC PWR B circuit and/or FADEC backup battery.
Engine will be powered by airplane primary system only.
22. Master Switch ............................................ BACK ON IMMEDIATELY

23. Engine .....................................................RESTART IF NECESSARY
24. FADEC PWR B Switch................................................................. OFF
25. Secondary Power Source Circuit Breaker (SPSC) .................... PULL
27. All Electrical Switches ...............OFF (except FADEC PWR A switch)
28. Fire Extinguisher ............................................................... ACTIVATE
29. Air Vents ....................................................... OPEN TO VENT CABIN
NOTE
If at any time during remainder of flight the engine ceases to operate
due to aircraft primary power failure, it may be necessary to turn the
FADEC secondary power (PWR B) ON if continued engine opera-
tion is needed. However, turning this switch ON may result in recur-
rence of cabin smoke.
If source of fire has been eliminated and electrical power is necessary

for continuation of flight:
31. Circuit Breakers ............................... CHECK FOR FAULTY CIRCUIT
32. Avionics Master Switch ..................................................................ON
Continue flight to earliest possible landing with malfunctioning sys-
FAA APPROVED: 2/19/2004 P/N 135A-970-005

INADVERTENT FLIGHT INTO ICING CONDITIONS

Flight into known or forecast icing conditions is prohibited. However, if
an inadvertent encounter with icing conditions occurs:
1. Maneuver ........................ TURN 180° AND/OR CHANGE ALTITUDE
(to exit icing conditions as soon as possible)
2. Alternate Induction Air.......................................................... PULL ON
INADVERTENT FLIGHT INTO INSTRUMENT METEOROLOGICAL

CONDITONS
If Instrument Meteorological Conditions (IMC) are inadvertently encoun-
tered, maintain control of the airplane by reference to flight instruments
and perform the following:
1. Airplane Control .. INITIALLY ESTABLISH STRAIGHT & LEVEL FLIGHT
2. Standard Rate Turn ..................................INITIATE AND TURN 180°
SUSPECTED LIGHTNING STRIKE DURING FLIGHT

Flight through or in the vicinity of thunderstorms is not recommended
under any circumstances. However, if it is suspected that the aircraft
has been hit by lightning, perform the following:
1. Airspeed........................................................... REDUCE TO 80 KIAS
(exit thunderstorm conditions as soon as possible)
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 3 - 11
DOOR OPEN IN FLIGHT

Abort takeoff if door opens during takeoff. In flight, do not allow efforts
to re-close the door to interfere with the primary task of maintaining con-
trol and flying the airplane.
1. Airspeed ................................................... REDUCE TO 80 - 90 KIAS
2. Door................................................................... CLOSE AND LATCH
(yaw airplane in direction of open door if necessary)
3. Approach Speed...................................................................NORMAL
If unable to latch door in flight, or if damage has occurred:

SPINS
If an inadvertent spin occurs, use the following recovery procedure:
1. Throttle ........................................................................................ IDLE
2. Ailerons............................................................................... NEUTRAL
3. Rudder....................................... APPLY AND HOLD FULL RUDDER
(opposite direction of rotation)
4. After Rudder Application ........................... MOVE STICK FORWARD
(to break stalled condition, at aft C.G. locations, full forward stick
may be required)
5. Neutralize Rudder ....................................MAKE SMOOTH PULL-UP
FROM THE RESULTING DIVE
6. Throttle ................... ADJUST FOR STRAIGHT AND LEVEL FLIGHT
NOTE
If disorientation makes determining direction of rotation difficult, refer
to the turn coordinator. It will be fully deflected in the direction of
rotation.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

LANDING EMERGENCIES
FORCED LANDING (Engine Out)
If restart attempts have failed and a forced landing is unavoidable, select
a suitable field and prepare to land as described in the Forced Landing
(Engine Out) checklist. If time and altitude permits, transmit a Mayday
message on 121.5 mHz and set the transponder, if installed, to code
7700. Complete the checklist items to minimize the risk of fire after land-
ing. Before a forced landing, particularly in rough or mountainous ter-
rain, it is good safety practice to manual activate the ELT.
Plan to touch down approximately one third the way into the available
landing distance. Far less damage and risk of injury will result from
overrunning the far end of the field at low speed on the ground than from
potentially stalling into or short of the near end of the field at high speed
while still airborne.
1. Best Glide Speed .............................................................ESTABLISH
2. Radio............................................ TRANSMIT (121.5 mHz) MAYDAY
(giving location and intentions)
3. Transponder................................................................SQUAWK 7700
4. ELT (if off airport) ............................................................... ACTIVATE
8. Throttle.........................................................................................IDLE
9. Fuel Selector Valve................................... OFF (lift knob to turn OFF)
10. Flaps (when field is made).............................AS REQUIRED OR 30°
12. Seat Belts and Shoulder Harness.........................................SECURE
WARNING
Flaps will not operate when Master Switch is OFF. Do not turn the
Master Switch OFF until after flaps have been set to their final de-
sired position and the landing is assured.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

DITCHING
1. Best Glide Speed ............................................................ ESTABLISH
2. Radio ........................................... TRANSMIT (121.5 mHz) MAYDAY
(giving location and intentions)
3. Transponder ............................................................... SQUAWK 7700
4. ELT .................................................................................... ACTIVATE
5. Loose Objects....................................................SECURE (if possible)
6. Seat Belts and Shoulder Harness ........................................ SECURE
7. Flaps...............................................................................................30°
8. Power ........................ ESTABLISH 300 FPM DESCENT AT 65 KIAS
9. Approach ..........................................................................INTO WIND
(for high winds and heavy seas)
10. Approach ..................................................... PARALLEL TO SWELLS
(for light winds, heavy swells)
11. Touchdown ............................................................ LEVEL ATTITUDE
(At established rate of descent; avoid an excessive nose-high atti-
tude to prevent stalling into water.)
12. Airplane ............................................................................EVACUATE
(Through canopy doors. If necessary, open vent windows to flood
cabin and equalize pressure to allow doors to be opened. Use
safety hammer if necessary.)
13. Life Vests and Life Raft (if available).................................... INFLATE
(when clear of airplane)
NOTE
If no engine power is available, approach at 70 KIAS with flaps UP
or 65 KIAS with flaps at 30°.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

LANDING WITH A FLAT MAIN GEAR TIRE

1. Approach Speed .................................................................. NORMAL
2. Line Up.................... ON SIDE OF RUNWAY OPPOSITE FLAT TIRE
(Airplane will tend to turn toward flat tire after touchdown.)
3. Flaps .............................................................................................. 30°
4. Touchdown ...................................... GOOD SIDE MAIN TIRE FIRST
(Hold airplane off flat tire as long as possible using ailerons.)
5. Directional Control ............................................................. MAINTAIN
(Using rudder and brake on good tire side as required.)
LANDING WITH A FLAT NOSE TIRE
CAUTION
Do not attempt to taxi airplane with flat main or nose gear tire.
1. Approach Speed .................................................................. NORMAL

2. Flaps ...........................................................................AS REQUIRED
3. Touchdown ............................................................... ON MAIN GEAR
(Hold nose wheel off the ground as long as possible)
4. Elevator................................................. MAINTAIN FULL AFT STICK
(After nose wheel touches down)
5. Brakes.....................................................USE MINIMUM REQUIRED
(If operational considerations permit)
P/N 135A-970-005 FAA APPROVED: 2/19/2004

LANDING WITHOUT ELEVATOR CONTROL

Manipulating the electric pitch trim and throttle provides attitude control
should primary elevator control be lost. Make small adjustments to trim
and throttle to adjust pitch attitude and airspeed for best glide angle for
landing.
Choose the longest available runway. The final power reduction after
the landing flare will cause a nose-down pitch and a possible nose
wheel first touchdown. Make a gradual power reduction while simultane-
ously selecting nose-up elevator trim.
1. Throttle .................................................................................REDUCE
2. Trim ............................................................NOSE UP, SLOW TO VFE
3. Flaps..................................................................GRADUALLY TO 20°
4. Approach Speed............................ 75 KIAS, USE TRIM TO ADJUST
5. Throttle ..................................... AS REQUIRED FOR GLIDE ANGLE
FAA APPROVED: 2/19/2004 P/N 135A-970-005

SYSTEM MALFUNCTIONS
ENGINE INSTRUMENT SYSTEM MALFUNCTION
A blanking of the engine instruments display may indicate a malfunction
of the engine instruments system. Blanking of the engine instruments
system will not affect engine performance or continued engine opera-
tion. FADEC control of the engine is unaffected by the engine instru-
ment system status. The FADEC HSA system will continue to provide
the pilot with engine health and status information for continued flight to
the nearest suitable airport. Refer to the HSA Fault Light Indications
section of this manual as required to determine engine status.
1. FADEC HSA ....................................................................... MONITOR

2. Throttle ...........................................................MINIMUM REQUIRED
HSA FAULT LIGHT INDICATIONS

Both HSA “EBAT FL” and “PPWR FL” Annunciators Illuminated
1. FADEC PWR A and B Switches....................................... CHECK ON
2. FADEC PWR A and B Circuit Breakers .............................CHECK IN
If annunciators remain ON:
WARNING
Engine may continue to operate normally from the emergency bat-
tery for up to 60 minutes if the emergency battery is properly main-
tained and fully charged. Plan to land well within 60 minutes from
illumination of EBAT FL and PPWR FL annunciators.
HSA “EBAT FL” Annunciator ONLY Illuminated

1. FADEC PWR B Switch ..................................................... CHECK ON
2. FADEC PWR B Circuit Breakers........................................CHECK IN
If annunciator remains illuminated:
WARNING
Illumination of only the EBAT FL annunciator may indicate failure of
the emergency battery. Should the alternator also fail, the engine
will only be powered by the primary battery, which is also affected by
other electrical loads.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. M Dated: 05/22/07 Page 3 -17
HSA Red “FADEC WARN” Annunciator Illuminated

2. Engine Instruments.............................................................MONITOR
WARNING
Illumination of the red FADEC WARN annunciator light is to be
treated as a potential for partial or total loss of engine power - critical
condition with imminent partial or total loss of engine power.
HSA Yellow “FADEC CAUTION” Annunciator Illuminated

1. FADEC PWR A and B Switches .......................................CHECK ON
3. Engine Instruments.............................................................MONITOR
If condition or annunciation persists:
WARNING
Illumination of the yellow FADEC CAUTION annunciator indicates a
fault in the FADEC system has occurred. A second fault could result
in partial or total loss of engine power.
HSA “FUEL PMP” Annunciator Illuminated In Flight

The FUEL PMP annunciator will illuminate anytime the Fuel Boost Pump
Mode Switch is moved from the AUTO position. If the FUEL PMP an-
nunciator is illuminated with the Fuel Boost Pump Mode Switch in the
AUTO position, it may indicate engine driven fuel pump failure.
1. Fuel Boost Pump Mode Switch.................................... CHECK AUTO
2. Fuel Pressure Gauge..........................................................MONITOR
If condition or annunciation persists:
4. Fuel Pressure Gauge..........................................................MONITOR
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 3 - 18 Rev. C Dated: 7/26/2005
ELECTRICAL SYSTEM MALFUNCTIONS

Ammeter Abnormally High
1. Alternator Side (ONLY) of Master Switch OFF
2. Non-essential Electrical Equipment OFF
3. LAND AS SOON AS PRACTICAL
WARNING
After loss or shutdown of alternator, EBAT FL and PPWR FL annun-
ciators may illuminate. Engine may continue to operate normally
from the emergency battery for up to 60 minutes if the battery is
properly maintained and fully charged. Plan to land well within 60
minutes from illumination of EBAT FL and PPWR FL annunciators.
Voltmeter Abnormally Low In Flight

1. Non-essential Electrical Equipment OFF
2. Perform “ALT FAIL” Annunciator Illuminated In Flight checklist.
Voltmeter In Red Arc In Flight

1. LAND AS SOON AS PRACTICAL
P/N 135A-970-005 FAA APPROVED: 2/19/2004

“ALT FAIL” Annunciator Illuminated In Flight

Illumination of the ALT FAIL annunciator in flight can result either from
alternator failure or from alternator “tripping offline” due to momentary
over voltage. The following procedure should reset the alternator sys-
tem.
1. Ammeter .......................................................... CHECK FOR 0 AMPS
2. Alternator Side of Master Switch ..................................................OFF
3. Non-essential Electrical Equipment..............................................OFF
4. Alternator Circuit Breaker .................................................. CHECK IN
5. Alternator Side of Master Switch ................................................... ON
6. ALT FAIL Annunciator ....................................................CHECK OFF
7. Voltmeter...................................................... CHECK IN GREEN ARC
If ALT FAIL annunciator remains illuminated:
8. Alternator Side of Master Switch ..................................................OFF
WARNING
After loss or shutdown of alternator, EBAT FL and PPWR FL annun-
ciators may illuminate. Engine may continue to operate normally
from the emergency battery for up to 60 minutes if the battery is
properly maintained and fully charged. Plan to land well within 60
minutes from illumination of EBAT FL and PPWR FL annunciators.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

PITOT STATIC MALFUNCTION

Erratic indications of the pitot/static instruments (airspeed indicator, al-
timeter, and vertical speed indicator) may indicate blocked pitot/static
source (due to either icing or other causes). Descend to warmer air if
the following procedure doesn’t clear the problem.
Static Source Blocked

With the alternate static source open, adjust indicated airspeed accord-
ing to the Airspeed Calibration - Alternate Static Source table in Section
5 as appropriate.
1. Pitot Heat........................................................................................ON
2. Alternate Static Source..............................................................OPEN
NOTE
If the alternate static source doesn’t work, in an emergency, cabin
pressure can be supplied to the static pressure instruments by
breaking the glass in the face of the vertical speed indicator (VSI).
When static pressure is supplied through the VSI, the vertical speed
indications will be reversed (i.e. the needle will indicate UP during
descent and DOWN during climb).
Pitot Tube Blocked

If only the airspeed indicator is providing erroneous information, use the
following procedure. Descend to warmer air if turning the Pitot Heat ON
does not correct the problem. If an approach must be made with a
blocked pitot tube, use known pitch and power settings and the GPS
groundspeed, taking into account the surface winds.
1. Pitot Heat........................................................................................ON
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 3 - 21
ELEVATOR TRIM MALFUNCTIONS

Elevator Trim Inoperative
1. ELEV TRIM Circuit Breaker...........CHECK, RESET IF NECESSARY
2. Trim Motor ............................................ CHECK BOTH DIRECTIONS
NOTE
If trim moves in only one direction, minimize further use of trim to
reduce out-of-trim forces on landing.
Uncommanded Elevator Trim Motion

1. Control Stick ......................................................................RESTRAIN
(To maintain flight path and contain out-of-trim forces.)
2. Elevator Trim Switch ............. ACTUATE IN OPPOSITE DIRECTION
(This may halt trim motion and/or trip ELEV TRIM circuit breaker.)
3. ELEV TRIM Circuit Breaker........................... PULL, DO NOT RESET
NOTE
To relieve control stick forces, if trim has runaway nose down, use
flaps up (0°) for landing; if trim has runaway nose up, land with full
flaps (30°).
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 3 - 22 Revision R Dated: 8/18/2009
XL2 NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Introduction ............................................................................ 4 - 3
Airspeeds for Normal Operations .......................................... 4 - 3
Preflight Preparation .............................................................. 4 - 4
Preflight Inspection ................................................................ 4 - 4
Before Starting Engine......................................................... 4 - 10
Starting Engine .................................................................... 4 - 11
Before Taxiing...................................................................... 4 - 13
Taxiing ................................................................................. 4 - 13
Engine Runup ...................................................................... 4 - 14
Before Takeoff ..................................................................... 4 - 16
Takeoff ................................................................................. 4 - 17
Normal Takeoff.............................................................. 4 - 17
Soft/Rough Field Takeoff............................................... 4 - 17
Climb .................................................................................... 4 - 18
Cruise................................................................................... 4 - 18
Descent................................................................................ 4 - 18
Before Landing..................................................................... 4 - 19
Landing ................................................................................ 4 - 20
Normal Landing ............................................................. 4 - 20
Short Field Landing ....................................................... 4 - 20
Soft/Rough Field Landing.............................................. 4 - 21
Crosswind Landing........................................................ 4 - 21
Balked Landing .................................................................... 4 - 22
After Landing........................................................................ 4 - 22
Shutdown ............................................................................. 4 - 23
Securing Airplane................................................................. 4 - 24
P/N 135A-970-005 FAA APPROVED: 2/19/2004

NORMAL PROCEDURES XL2
FAA APPROVED: 2/19/2004 P/N 135A-970-005

INTRODUCTION
This section includes amplified information and procedures considered es-
sential for normal operation of the Liberty XL2 airplane.
WARNING
DO NOT ENTER OR EXIT THE AIRCRAFT WITH THE PROPELLER
RUNNING.
AIRSPEEDS FOR NORMAL OPERATION

Unless otherwise noted, the following speeds are based on a maximum
weight of 1653 lbs, and may be used for any lesser weights.
Takeoff Rotation Speed (Vr):
Flaps 20° ......................................................................... 55 KIAS
Takeoff Safety Speed:
Flaps 20° (At 50 ft) .......................................................... 65 KIAS
Enroute Climb, Flaps Up:
Normal, sea level...................................................... 80 - 85 KIAS
Normal, 10,000 feet MSL ......................................... 75 - 80 KIAS
Best Rate of Climb Speed, Flaps Up (Vy):
Sea level.......................................................................... 80 KIAS
10,000 ft........................................................................... 75 KIAS
Best Angle of Climb Speed, Flaps Up (Vx):
Sea level.......................................................................... 70 KIAS
10,000 ft........................................................................... 65 KIAS
Normal Approach Speed:
Flaps Up ..................................................................... 80-85 KIAS
Flaps 20° .................................................................... 70-75 KIAS
Flaps 30° .................................................................... 65-70 KIAS
Balked Landing Climb Speed:
Wide Open Throttle, Flaps 30° ........................................ 65 KIAS
Maximum Recommended Turbulent Air Penetration (Va):
1653 lbs ......................................................................... 100 KIAS
1450 lbs ........................................................................... 94 KIAS
Maximum Demonstrated 90° Crosswind Velocity:
Takeoff or Landing.......................................................... 15 Knots
NOTE
The maximum demonstrated crosswind velocity reflects the greatest cross-
wind available during certification tests and is not considered a limitation.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. P Dated: 04/18/2008 Page 4 - 3
PREFLIGHT PREPARATION
1. Airplane ................AIRWORTHY, REQD DOCUMENTS ON BOARD
2. Weather ..............................................................................SUITABLE
3. Baggage ..........................................WEIGHED, STOWED, SECURE
4. Weight and C.G. .........................................................WITHIN LIMITS
5. Navigation........................................................................... PLANNED
6. Charts and Navigation Equipment....................................ON BOARD
7. Performance and Range ............................. COMPUTED AND SAFE
PREFLIGHT INSPECTION
Preflight inspection path, starting in cockpit, then out and around aircraft
in clockwise direction, ending back in the cockpit.
Figure 7 - 1 WALK AROUND
CAUTION
Do not step on flap when entering or leaving the cockpit
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 4 - 4 Rev. C Dated: 7/26/2005
1. COCKPIT
a. Seat Belt ........ RELEASE, IF USED TO SECURE CONTROL STICK
b. Airplane Flight Manual ..................................................... AVAILABLE
c. Airplane Documents....................................................AS REQUIRED
d. Weight and Balance................................................................ CHECK
e. Ignition Switch.............................................................................. OFF
f. FADEC PWR A and B switches................................................... OFF
g. Avionics Master Switch ................................................................ OFF
h. Fuel Boost Pump Mode Switch......................... OFF (center position)
i. Battery Master Switch .................................................................... ON
j. Fuel Quantity Indicator......................CHECK (fuel sufficient for flight)
k. Voltmeter............................................................ CHECK (11.4V MIN)
l. Annunciator Test Switch .................. PRESS (verify annunciators on)
m. Pitot Heat Switch............................................................................ ON
n. Flaps ......................................................EXTEND FULL DOWN (30°)
o. Trim ...........................................................................SET (mid-range)
p. Fuel Selector Valve..................ON (check positive ON safety detent)
q. Lights ................................................................CHECK OPERATION
r. Pitot Blade...................................................................CHECK WARM
s. Stall Warning Vane ..............PULL UP (check audible voice warning)
t. Pitot Heat Switch.......................................................................... OFF
u. Battery Master Switch .................................................................. OFF
v. Fire Extinguisher .............................................................. AVAILABLE
w. Emergency Egress Hammer............................................ AVAILABLE
WARNING
Ensure that the airplane master switch, FADEC PWR A and B
switches, and ignition switch are off before approaching or moving
propeller. Engine may start if any or all of above switches are on
and propeller is moved.
2. COWLING, ENGINE PROPELLER

a. Upper and Lower Cowling Fasteners ...................................SECURE
b. Propeller...................................................... CONDITION, SECURITY
c. Spinner........................................................ CONDITION, SECURITY
d. Landing Light .............................................. CONDITION, SECURITY
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. D Dated:10/31/2005 Page 4 - 5
e. Nose Landing Gear Leg ..................................................CONDITION

f. Nose Wheel Steering Bearing ...........................................SECURITY
g. Nose Wheel Tire.........................CONDITION, PROPER INFLATION
h. Engine Drains and Breathers ............. NO EVIDENCE OF LEAKAGE
i. Engine Air Filter ...............................................................CONDITION
j. Cowling Right/Left Air Intakes ................................................. CLEAR
k. Alternator Belt................................................CONDITION, TENSION
l. Engine Oil .......................................CHECK QUANTITY (5 QTS MIN)
m. Oil Filler Cap......................................................................... SECURE
n. Oil Door ..................................................................CLOSE, SECURE
o. Exhaust....................................................... CONDITION, SECURITY
p. Windshield ............................................CONDITION, CLEANLINESS
3. FWD FUSELAGE, RIGHT

a. Right Cabin Air Intake ............................................................. CLEAR
b. Fwd Fuselage ..........................CONDITION, CHECK FOR DAMAGE
c. Right Cabin Door, Window, Vent Window.......................CONDITION
d. Right Door Gas Spring, Fwd ...................... CONDITION, SECURITY
e. Right Door Seals, Latch Plate, Fwd .................. CHECK CONDITION
f. Fuselage Belly Faring.................................... FASTENERS SECURE
g. Right Main Landing Gear Leg .........................................CONDITION
h. Brakes ............................... CONDITION, NO EVIDENCE OF LEAKS
i. Tire .............................................CONDITION, PROPER INFLATION
j. Chocks................................................................................. REMOVE
4. RIGHT WING, LEADING EDGE

a. Wing/Fuselage Fairing ....................................................CONDITION
b. Leading Edge, Right Wing...............................................CONDITION
c. Stall Strip .............................................................................. SECURE
d. Right Wing (top and underside).......................................CONDITION
e. Inspection Access Panels (underside) .......... FASTENERS SECURE
f. Tie-down Rope .................................................................... REMOVE
g. Right Wingtip .............................................. CONDITION, SECURITY
h. Strobe, Position/Nav Light, and Lens......... CONDITION, SECURITY
FAA APPROVED: 2/19/2004 P/N 135A-970-005

5. RIGHT WING, TRAILING EDGE

a. Aileron................ CONDITION, FREE AND CORRECT MOVEMENT
b. Aileron Hinges (2) ....................................... CONDITION, SECURITY
(hinge pins secured at both ends)
c. Aileron Mass Balance Weights ............ UNOBSTRUCTED, SECURE
d. Aileron Pushrod ...................................... CHECK JAMNUT SECURE
e. Flap ................................................................................. CONDITION
f. Flap Slot...................................................................................CLEAR
g. Flap Hinges (3) .........CONDITION, SECURITY (cotter pins installed)
6. AFT FUSELAGE, RIGHT

a. Fuselage Belly Faring ....................................FASTENERS SECURE
b. Marker Beacon Antenna (underside).......... CONDITION, SECURITY
c. Right Door Gas Spring, Aft ......................... CONDITION, SECURITY
d. Right Door Seals, Latch Plate, Aft .....................CHECK CONDITION
e. Aft Fuselage............................ CONDITION, CHECK FOR DAMAGE
f. Fuselage Mounted Antennas (top) ............. CONDITION, SECURITY
7. EMPENNAGE
a. Right Stabilator Pin, Nut, and Cotter Pins.......................... SECURED
b. Right Stabilator ......... CONDITION, SECURITY, FREE MOVEMENT
c. Right Trim Tab .....CONDITION, SECURITY, FREE AND CORRECT
MOVEMENT (hinge pins secured at both ends)
d. Vertical Stabilizer ............................................................ CONDITION
e. Rudder Gust Lock ................................................................ REMOVE
f. Rudder ...........................................CONDITION, FREE MOVEMENT
g. Rudder Trim Tab (if installed) ..................... CONDITION, SECURITY
h. Rudder Hinge and Pin................................. CONDITION, SECURITY
(hinge pin secured at both ends)
i. Tie-down Rope..................................................................... REMOVE
j. Left Trim Tab........CONDITION, SECURITY, FREE AND CORRECT
MOVEMENT (hinge pins secured at both ends)
P/N 135A-970-005 FAA APPROVED: 2/19/2004

k. Left Stabilator ............CONDITION, SECURITY, FREE MOVEMENT

l. Left Stabilator, Pin, Nut, and Cotter Pins .......................... SECURED
NOTE
Stabilator trim tab should deflect in same direction as stabilator trail-
ing edge (upward when trailing edge is deflected upward, downward
when trailing edge is deflected downward) and should be faired with
trailing edge when stabilator is in mid-range position.
8. AFT FUSELAGE, LEFT

a. Aft Fuselage ............................CONDITION, CHECK FOR DAMAGE
b. Fuel Filler Cap ..............................................CLOSED AND LOCKED
c. Left Door Gas Spring, Aft ........................... CONDITION, SECURITY
d. Left Door Seals, Latch Plate, Aft ....................... CHECK CONDITION
e. Fuel Vent (underside)............................................ UNOBSTRUCTED
f. Transponder Antenna (underside) ............. CONDITION, SECURITY
g. Outside Air Temp Probe (underside) ......................... ATTACHMENT
h. Fuselage Belly Fairing................................... FASTENERS SECURE
9. LEFT WING, TRAILING EDGE

a. Flap..................................................................................CONDITION
b. Flap Slot .................................................................................. CLEAR
c. Flap Hinges (3) ......... CONDITION, SECURITY (cotter pins installed)
d. Aileron ................CONDITION, FREE AND CORRECT MOVEMENT
e. Aileron Trim Tab (if installed) ..................... CONDITION, SECURITY
f. Aileron Hinges (2)....................................... CONDITION, SECURITY
(hinge pins secured at both ends)
g. Aileron Mass Balance Weights.............UNOBSTRUCTED, SECURE
h. Aileron Pushrod .......................................CHECK JAMNUT SECURE
i. Left Wingtip................................................. CONDITION, SECURITY
j. Strobe, Position/Nav Light, and Lens......... CONDITION, SECURITY
FAA APPROVED: 2/19/2004 P/N 135A-970-005

10. LEFT WING, LEADING EDGE

a. Leading Edge, Left Wing ................................................ CONDITION
b. Left Wing (top and underside) ........................................ CONDITION
c. Pitot-Static Blade .......................... CONDITION, OPENINGS CLEAR
d. Inspection Access Panels (underside)...........FASTENERS SECURE
e. Tie-down Rope..................................................................... REMOVE
f. Stall Warning Vane ..................................... CONDITION, SECURITY
g. Stall Strip...............................................................................SECURE
h. Wing/Fuselage Fairing .................................................... CONDITION
11. FWD FUSELAGE, LEFT

a. Left Main Landing Gear Leg ........................................... CONDITION
b. Brakes................................CONDITION, NO EVIDENCE OF LEAKS
c. Tire ............................................. CONDITION, PROPER INFLATION
d. Chocks ................................................................................. REMOVE
e. Fuselage Belly Fairing ...................................FASTENERS SECURE
f. Fuel Tank Sump............. SAMPLE, CHECK FOR CONTAMINATION
g. Fuel Strainer .................. SAMPLE, CHECK FOR CONTAMINATION
h. Left Cabin Air Intake ................................................................CLEAR
i. Left Cabin Door, Window, Vent Window......................... CONDITION
j. Left Door Gas Spring, Fwd ......................... CONDITION, SECURITY
k. Left Door Seals, Latch Plate, Fwd .....................CHECK CONDITION
P/N 135A-970-005 FAA APPROVED: 2/19/2004

BEFORE STARTING ENGINE

CAUTION
Avionics master switch must be off during engine start to prevent
possible damage to the avionics.
1. Preflight Inspection.......................................................... COMPLETE

2. Passenger Briefing .......................................................... COMPLETE
3. Seat Cushions ................. Install and adjust to reference eye position
(see Section 7 - Airplane & Systems Description)
NOTE
Ensure cushions do not obstruct control movement.
4. Seat Belts and Harnesses.................................... ADJUST, SECURE

5. Rudder Pedals................................................ ADJUST AS DESIRED
6. Doors .......................................................................... AS REQUIRED
7. Fuel Boost Pump Mode Switch .................................................... OFF
8. Brakes .........................................TEST AND SET PARKING BRAKE
9. Fuel Selector Valve .......................................................... CHECK ON
10. Circuit Breakers ..................................................................CHECK IN
13. All Other Electrical Switches ........................................................ OFF
NOTE
In calm wind conditions, doors may be left open for engine start and
taxi at low power only. Close doors if there are gusty wind condi-
tions or if high power is required for taxi.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

STARTING ENGINE
If the aircraft has been exposed to temperatures below -7°C / 20°F for
more than 2 hours, preheating is required. If engine does not start on
the first try, allow 2 minutes for the starter to cool before trying again.
WARNING
If an abnormal HSA indication is observed during any operational
check, takeoff is prohibited. Abort flight and notify maintenance. Do
not attempt flight until the discrepancy has been corrected.
1. Brakes.......................................... CONFIRM PARKING BRAKE SET

2. Fuel Selector Valve.......................................................... VERIFY ON
3. Master (battery and alternator) Switch........................................... ON
4. FADEC PWR A and B Switches .................................................... ON
NOTE
The FADEC PWR A and B switches are “lever lock” type. The
switch handle must be pulled slightly away from the instrument
panel to allow the switch to be moved.

6. Fuel Boost Pump ..................................... LISTEN FOR OPERATION
7. Fuel Boost Pump Mode Switch..................................................AUTO
8. Fuel Boost Pump ...............LISTEN AND CONFIRM NOT RUNNING
9. HSA FUEL PMP Annunciator ....................... CHECK OFF (see note)
NOTE
The FUEL PMP annunciator lamp may illuminate and the Fuel Boost
Pump may operate after starting the engine, when the Fuel Boost
Pump Mode Switch is in the AUTO position, until automatically de-
activated by the FADEC System when the engine’s fuel pressure
reaches acceptable levels.
10. Throttle.................................................................... FULL FORWARD

11. WOT Annunciator .............................................................CHECK ON
12. Throttle............................................... 1/2 INCH FORWARD OF IDLE
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 4 - 11
13. WOT Annunciator ........................................................... CHECK OFF

14. Propeller Area.......................................................................... CLEAR
NOTE
When the Fuel Boost Pump Switch is in the AUTO position, the Fuel
Boost Pump will automatically be activated by the FADEC System
when the ignition switch is placed in the L or BOTH position in the
next step.
15. Ignition Switch ........................................................................ R (right)

16. Fuel Boost Pump ......................................CONFIRM NOT RUNNING
17. Ignition Switch ...........................................................................L (left)
19. Ignition Switch ........................................................................... BOTH
NOTE
A minimum of 5 seconds of fuel boost pump operation is required to
ensure that fuel lines to the injectors are purged of air.

(10 sec. maximum, release after engine starts)
22. Starter Engaged Annunciator Lamp......................... EXTINGUISHED
23. Throttle ...........................................RETARD, SET 1000 - 1200 RPM
24. Oil Pressure.........................CONFIRM RISING (within 30 sec. max.)
25. Engine Instruments ........................................... CHECK & MONITOR
26. Voltmeter ............................................................... CHECK (12V MIN)
27. HSA Test Button............PUSH, CHECK ALL LAMPS ILLUMINATED
28. HSA Test Button................................................................. RELEASE
29. HSA ...................... CHECK ALL LAMPS EXTINGUISHED (see note)
NOTE
If airplane has not been operated for an extended period, HSA
PPWR FL and/or EBAT FL annunciators may remain illuminated
before, and for a few minutes after engine start.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 4 - 12 Rev. C Dated: 7/26/2005
BEFORE TAXIING
1. HSA........................................ CHECK ALL LAMPS EXTINGUISHED
3. Radios/Avionics ..........................................................AS REQUIRED
4. Lights ..........................................................................AS REQUIRED
5. Air Vents .....................................................................AS REQUIRED
6. Flaps ........................................................................................UP (0°)
TAXIING
When taxiing, maintain directional control using differential braking. Use
the rudder only to assist during gusty wind conditions.
NOTE
During all ground operations, a hand must be kept near the finger
brake and throttle controls. Keep all taxi speeds to a minimum.
Never exceed a brisk walking pace.
1. Parking Brake ..................................................................... RELEASE

2. Brakes........................................................................................ TEST
3. Taxi .......................................................................................SLOWLY
4. Heading Indicator and Turn Coordinator ................................ CHECK
5. Flight Controls.................USE CROSSWIND TAXIING TECHNIQUE
P/N 135A-970-005 FAA APPROVED: 2/19/2004

ENGINE RUNUP
WARNING
If any rpm drop or engine surge occurs during the FADEC primary
(PWR A) and secondary (PWR B) power transfer check, takeoff is
prohibited. Abort flight and notify maintenance. Do not attempt
flight until discrepancy has been corrected.
1. Stop into Wind .......................................................... CLEAR BEHIND

2. Parking Brake ............... SET, CONFIRM AIRCRAFT NOT ROLLING
3. Canopy Doors (Both FWD pins and both AFT pins) ......... ENGAGED
AND SECURE
NOTE
Verify doors are closed by pushing on aft section of both door.
4. Oil Press/Temp...................................................... CHECK IN LIMITS

5. Throttle ...............................................................APPROX 1700 RPM
6. Fuel Boost Pump Mode Switch .................................................... OFF
7. HSA FUEL PMP Annunciator........................................... CHECK ON
8. Fuel Pressure ........................................................ CHECK IN LIMITS
9. Fuel Boost Pump Mode Switch ................................................. AUTO
10. HSA FUEL PMP Annunciator......................................... CHECK OFF
11. FADEC PWR A Switch................................................................. OFF
12. Engine .................................... CHECK, NO RPM DROP OR SURGE
13. HSA PPWR FL Annunciator (EBAT FL may come on) .... CHECK ON
14. FADEC PWR A Switch...................................................................ON
15. HSA ........................................CHECK ALL LAMPS EXTINGUISHED
16. FADEC PWR B Switch................................................................. OFF
17. Engine .................................... CHECK, NO RPM DROP OR SURGE
18. HSA EBAT FL Annunciator .............................................. CHECK ON
19. FADEC PWR B Switch...................................................................ON
20. HSA ........................................CHECK ALL LAMPS EXTINGUISHED
21. Ignition Switch .......................................................R (right) POSITON
22. RPM Drop............................................. 10 RPM MIN, 150 RPM MAX
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 4 - 14 Rev. R Dated: 8/18/2009
23. HSA................................. CHECK FADEC CAUTION ILLUMINATED

24. Ignition Switch............................................................................BOTH
26. Ignition Switch......................................................... L (left) POSITION
27. RPM Drop ............................................. 10 RPM MIN, 150 RPM MAX
28. HSA................................. CHECK FADEC CAUTION ILLUMINATED
29. Ignition Switch............................................................................BOTH
NOTE
If the ignition switch is in the R or L position for more than 30 sec-
onds, the red FADEC WARN annunciator will illuminate. This does
not represent a fault condition, but is a reminder to the pilot to return
the ignition switch to the BOTH position before flight.
31. Engine Instruments/Ammeter .........................RECHECK, MONITOR

32. Alternate Induction Air Knob ................................................ PULL ON
33. Alternate Induction Air Knob ............................................. PUSH OFF
34. Throttle.........................................................................................IDLE
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. R Dated: 8/18/2009 Page 4 - 15
BEFORE TAKEOFF
WARNING
If any abnormal HSA indications are observed after all operational
checks are complete, takeoff is prohibited. Abort flight and notify
maintenance. Do not attempt flight until the discrepancy has been
corrected.
During cold weather operations the engine should be properly warmed

up before takeoff. The minimum oil temperature for takeoff is 75°F.
1. Flight Controls ................................................ FREE AND CORRECT
2. Lights .......................................................................... AS REQUIRED
3. Ignition Switch ............................................................. VERIFY BOTH
4. Flight and Engine Instruments....................................... SET, CHECK
5. Flaps...............................................................................................20°
6. Fuel Boost Pump Mode Switch .................................. VERIFY, AUTO
NOTE
The normal configuration during all stages of flight for the Fuel Boost
Pump Mode Switch is the AUTO position.
7. Trim ....................................... SET FOR TAKEOFF FLAP POSITION

8. Fuel Selector Valve .........................................................VERIFY, ON
9. Radios and Avionics..................................................................... SET
10. Transponder ..................................................................................ALT
11. Canopy Doors (Both FWD pins and both AFT pins) ......... ENGAGED
AND SECURE
NOTE
Verify doors are closed by pushing on aft section of both door.
12. Seat Belts & Harness............................................................ SECURE

13. Parking Brake Lever ..................................................................... OFF
14. Brakes………...………………………………………………...RELEASE
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 4 - 16 Rev. R Dated: 8/18/2009
TAKEOFF
Power check: check the full-throttle engine operation early in the takeoff
run. The engine should turn approximately 2400 RPM and all engine
instruments should read in the green. Abort takeoff at any sign of rough
engine operation, sluggish acceleration, or abnormal annunciation.
Flap setting: the only approved flap setting for takeoff is 20°. Takeoff
data is only presented for flaps 20°.
Soft or rough field takeoffs are performed by lifting the airplane off the
ground as soon as practical. For takeoff on gravel or other rough sur-
face apply throttle slowly to allow for debris to be blown behind the pro-
peller rather than pulled up into it.
NORMAL TAKEOFF
1. Heading Indicator................................. VERIFY RUNWAY HEADING
4. Engine Instruments ................................................................. CHECK
5. Brakes...........................................RELEASE (steer with rudder only)
6. Elevator Control ............................. LIFT NOSE WHEEL (at 55 KIAS)
7. Takeoff Safety Speed ........................... ATTAIN (65 KIAS or greater)
8. Flaps ..............................................UP (at safe altitude and airspeed)
9. Climb Speed .................................... ACCELERATE TO 80 - 85 KIAS
SOFT/ROUGH FIELD TAKEOFF

1. Heading Indicator................................. VERIFY RUNWAY HEADING
4. Steer................................................................ WITH RUDDER ONLY
5. Elevator Control ............................... HOLD FULL BACK PRESSURE
6. When Airplane is Airborne .....................REDUCE PITCH ATTITUDE
ACCELERATE TO 65 KIAS
7. Climb Speed .............................65 KIAS (until obstacles are cleared)
8. Flaps ..............................................UP (at safe altitude and airspeed)
9. Climb Speed .................................... ACCELERATE TO 80 - 85 KIAS
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 4 - 17
CLIMB
Normal climbs are performed with full power and flaps up (0°) at speeds
5 - 10 knots faster than best rate-of-climb speed.
1. Throttle ....................................................................FULL FORWARD
2. WOT Annunciator ............................................................. CHECK ON
3. Airspeed ..........................................................................80 - 85 KIAS
CRUISE
CAUTION
Never cruise at full throttle (WOT annunciator illuminated). This will
prevent engine fuel flow optimization and significantly reduce range.
1. Airspeed .................................... MAINTAIN POWER UNTIL CRUISE

AIRSPEED IS ATTAINED
2. Power ..............................................................SET CRUISE POWER
3. Elevator Trim ............................................... ADJUST AS REQUIRED
4. Fuel Boost Pump Mode Switch ................................... CHECK AUTO
5. Engine Instruments and HSA .................................... CHECK OFTEN
NOTE
For optimum fuel economy, do not change the throttle position for
approximately five minutes after setting cruise power.
DESCENT
1. Power ......................................................................... AS REQUIRED
2. Elevator Trim ............................................... ADJUST AS REQUIRED
3. Engine Instruments and HSA .................................... CHECK OFTEN
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 4 - 18 Rev. C Dated: 7/26/2005
BEFORE LANDING
1. Fuel Quantity.....................................................CHECK SUFFICIENT
2. Fuel Boost Pump Mode Switch.................................... CHECK AUTO
3. Brakes..............................................VERIFY PARKING BRAKE OFF
4. Fuel Selector Valve.......................................................... VERIFY ON
5. Flaps ............................................. AS DESIRED (at 80 KIAS or less)
6. Lights ..........................................................................AS REQUIRED
7. Seat Belts and Harnesses ................................................. SECURED
P/N 135A-970-005 FAA APPROVED: 2/19/2004

LANDING
Final approach airspeed is based on flap setting, stall speed at that flap
setting, and other considerations such as traffic flow, airfield length, and
possible wind gust factors.
The throttle should be smoothly reduced to idle upon entering the land-
ing flare, and touchdown should be made at minimum speed on the
main wheels. Maintaining back pressure to hold the nose up will provide
considerable aerodynamic braking, and will reduce wear on the main
gear and brakes. Lower the nose gently to the runway when it begins to
settle on its own accord, then use minimum required braking. Be pre-
pared to use differential braking for ground steering.
NORMAL LANDING
1. Airspeed ......................................................... 75 - 80 KIAS (flaps up)
2. Flaps..............................................AS DESIRED (at 80 KIAS or less)
3. Airspeed ........................................................ 70 - 75 KIAS (flaps 20°)
4. Airspeed ........................................................ 65 - 70 KIAS (flaps 30°)
5. Touchdown ..................................................... MAIN WHEELS FIRST
6. Elevator Control........................................... LOWER NOSE GENTLY
7. Brakes .............................................................MINIMUM REQUIRED
SHORT FIELD LANDING

1. Flaps...............................................................................................30°
2. Airspeed .........................................................65 KIAS UNTIL FLARE
3. Power ...........................................IDLE (after clearing any obstacles)
4. Touchdown ..................................................... MAIN WHEELS FIRST
5. Elevator Control......................................LOWER NOSE PROMPTLY
6. Brakes ..................................................................... APPLY HEAVILY
FAA APPROVED: 2/19/2004 P/N 135A-970-005

SOFT/ROUGH FIELD LANDING

1. Flaps .............................................................................................. 30°
2. Power ............................. AS REQUIRED FOR SOFT TOUCHDOWN
3. Touchdown .....................................................MAIN WHEELS FIRST
4. Elevator Control ..................................MAINTAIN BACK PRESSURE
(to hold the nose wheel off the ground as long as possible)
5. Brakes............................................................. MINIMUM REQUIRED
CROSSWIND LANDING
1. Airspeed.......................................................................... 80 - 85 KIAS
(flaps up, during initial alignment with runway)
2. Flaps ......................MINIMUM REQUIRED FOR RUNWAY LENGTH
3. Final Approach.........USE CRAB OR FORWARD SLIP TECHNIQUE
AS REQUIRED
4. Airspeed.......................................................................... 70 - 80 KIAS
5. During Landing..... LOWER UPWIND WING (to compensate for drift)
(use rudder to align heading with runway)
6. Touchdown ........................................UPWIND MAIN WHEEL FIRST
7. Elevator Control ...........................................LOWER NOSE GENTLY
8. Aileron, Rudder ...........................................................AS REQUIRED
TO MAINTAIN STRAIGHT ROLLOUT
9. Brakes............................................................STEER WITH BRAKES
AS RUDDER BECOMES INEFFECTIVE
P/N 135A-970-005 FAA APPROVED: 2/19/2004

BALKED LANDING
1. Throttle ............................................................................ FULL OPEN
2. WOT Annunciator ............................................................. CHECK ON
3. Airspeed .................................................................................65 KIAS
4. Flaps............................................................. RAISE SLOWLY TO UP
5. Best Angle of Climb Speed .............................ESTABLISH (70 KIAS)
6. Climb Speed (at safe altitude) ............... ACCELERATE 80 - 85 KIAS
AFTER LANDING
1. Flaps........................................ RETRACT (after clearing the runway)
2. Throttle ..................................................... AS REQUIRED FOR TAXI
Allow a minimum of 3 minutes at or near idle before engine shut-
down. (Low speed taxi may be considered engine idle operation.)
3. Anti-collision/Navigation Lights..................................................... OFF
4. Landing Light .............................................................. AS REQUIRED
NOTE
During all ground operations, a hand must be kept near the finger
brake and throttle controls. Keep all taxi speeds to a minimum.
Never exceed a brisk walking pace.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 4 - 22 Rev. C Dated: 7/26/2005
SHUTDOWN
WARNING
If any abnormal HSA indications are observed after flight, or if the
engine loses rpm when the fuel boost pump mode switch is turned
off, advise maintenance immediately. Further flight is prohibited un-
til the discrepancy has been corrected.
1. HSA........................................... CHECK ALL ANNUNCIATORS OFF

5. FADEC PWR A and B Switches .................................................. OFF
6. All Electrical Switches .................................................................. OFF
7. All Light Switches......................................................................... OFF
9. ELT..................................................................................CHECK OFF
CAUTION
If the secondary power (PWR B) switch is left in the ON position af-
ter engine shutdown, the aircraft’s backup battery will discharge and
be drained of power. Be sure to turn the primary (PWR A) and sec-
ondary (PWR B) switches OFF after engine shutdown.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

SECURING AIRPLANE
1. Wheels............................................................................... CHOCKED
2. Control Stick ............................................ SECURED BY SEAT BELT
3. Pitot Cover................................................................ ON (as required)
4. Rudder Gust Lock .................................................... ON (as required)
5. Wings and Tail...................................................................TIE-DOWN
6. Doors ..........................................................CLOSED AND LATCHED
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
Introduction ............................................................................ 5 - 3
Airspeed Calibration............................................................... 5 - 4
Normal Static Source ...................................................... 5 - 4
Alternate Static Source.................................................... 5 - 5
Crosswind Component Graph ............................................... 5 - 6
Stall Speeds........................................................................... 5 - 7
Temperature Chart................................................................. 5 - 8
Takeoff Distance .................................................................... 5 - 9
Maximum Rate of Climb ...................................................... 5 - 11
Maximum Climb Gradient .................................................... 5 - 12
Balked Landing Rate of Climb ............................................. 5 - 13
Balked Landing Climb Gradient ........................................... 5 - 14
Landing Distance ................................................................. 5 - 15
Best Glide Speed and Distance........................................... 5 - 17
Noise Characteristics / Abatement ...................................... 5 - 18
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 5 - 1
PERFORMANCE XL2
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
INTRODUCTION
This section contains information describing the performance of the Lib-
erty XL2 airplane throughout its flight envelope.
Performance information presented in this section is based on data ob-
tained by flight tests. No unusual pilot techniques were used, or are re-
quired to obtain published performance. Flight test data were obtained
using a new aircraft and engine equipped with a representative selection
of optional equipment, including avionics and antennas.
All data is applicable to aircraft with and without wheel fairings installed.
CAUTION
Achievement of published performance requires pilot compliance
with all conditions called out in individual performance charts and/or
tables.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. N Dated: 12/14/2007 Page 5 - 3
PERFORMANCE XL2
AIRSPEED CALIBRATION
Normal Static Source
Conditions:
Power .......................................................................for level flight
Weight ........................................................................... 1653 LBS
Note:
• Indicated airspeed values do not include instrument error.
KCAS
KIAS Flaps
0° 20° 30°
40 - - 44
50 54 54 54
60 64 63 63
70 73 72 72
80 83 81 81
90 92 - -
100 101 - -
110 110 - -
120 120 - -
130 129 - -
140 138 - -
150 146 - -
160 155 - -
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 5 - 4 Rev. C Dated: 7/26/2005
XL2 PERFORMANCE
AIRSPEED CALIBRATION
Alternate Static Source
Conditions:
Power ....................................................................... for level flight
Weight........................................................................... 1653 LBS
Vents ................................................................................... OPEN
Note:
• Indicated airspeed values do not include instrument error.
KCAS
KIAS Flaps
0° 20° 30°
40 - - 39
50 49 49 49
60 58 60 60
70 68 70 70
80 77 79 79
90 86 - -
100 95 - -
110 104 - -
120 113 - -
130 122 - -
140 130 - -
150 138 - -
160 147 - -
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 5 - 5
PERFORMANCE XL2
CROSSWIND COMPONENT GRAPH

Directions: Enter graph at wind velocity on left, read across to diagonal
line showing angular difference between runway heading and wind di-
rection, read down to crosswind component at bottom.
Notes:
• The maximum demonstrated crosswind is 15 knots.
• The demonstrated crosswind component is based on the
greatest crosswind available during flight testing and is not
considered a limitation.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
STALL SPEEDS
Conditions:
Weight........................................................................... 1653 LBS
C.G........................................ Most Forward for Maximum Weight
Power .......................................................................................Idle
Bank Angle...........................................................................Noted
STALL SPEEDS
Bank
Weight
Angle Flaps 0° Flaps Flaps 30°
LBS
(Deg) Full Up 20° Full Down
KIAS KCAS KIAS KCAS KIAS KCAS
0 51 55 43 47 41 45
15 52 56 44 48 42 46
1653 30 55 59 47 51 44 48
45 61 65 53 56 50 54
60 75 78 64 66 62 64
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. G Dated: 5/19/2006 Page 5 - 7
PERFORMANCE XL2
TEMPERATURE CHART
This graph provides information on standard temperatures to be ex-
pected at various cruise altitudes. In addition, the temperature axis of
the chart may be used to convert between Fahrenheit and Celsius tem-
perature values.
Enter the graph at the desired altitude on the left and read across until
reaching the desired diagonal temperature line. Read down to obtain
temperature at the specified altitude in degrees C or F.
Press ISA - 20°C ISA - 10°C ISA ISA + 10°C ISA + 30°C
Alt
FT °C °F °C °F °C °F °C °F °C °F
SL -5 23 5 41 15 59 25 77 45 113
1000 -7 19 3 37 13 55 23 73 43 109
2000 -9 16 1 34 11 52 21 70 41 106
3000 -11 12 -1 30 9 48 19 66 39 102
4000 -13 9 -3 27 7 45 17 63 37 99
5000 -15 5 -5 23 5 41 15 59 35 95
6000 -17 1 -7 19 3 37 13 55 33 91
7000 -19 -2 -9 16 1 34 11 52 31 88
8000 -21 -6 -11 12 -1 30 9 48 29 84
9000 -23 -9 -13 9 -3 27 7 45 27 81
10000 -25 -13 -15 5 -5 23 5 41 25 77
11000 -27 -17 -17 1 -7 19 3 37 23 73
12000 -29 -20 -19 -2 -9 16 1 34 21 70
13000 -31 -24 -21 -6 -11 12 -1 30 19 66
14000 -33 -27 -23 -9 -13 9 -3 27 17 63
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
TAKEOFF DISTANCE
Begin the flight planning process by confirming that runway length is
adequate for takeoff based on gross weight, altitude, and temperature.
Use correction factors provided in the following notes to compensate for
headwind or tailwind components and temperature deviations. Normal
takeoff assumes acceleration to best rate of climb airspeed.
Conditions:
Winds ..................................................................................... Zero
Runway .............................................................Dry, Level, Paved
Weight........................................................................... 1653 LBS
Flaps ........................................................................................ 20°
Rotation Speed ................................................................ 55 KIAS
Speed at 50 ft above takeoff surface ............................... 65 KIAS
Power ................................... Full Throttle (WOT annunciator ON)
Prior to brake release
Notes:
• Increase distances 15% when CHT’s are 420°F or greater.
• To be conservative, use the distance for the next higher
Pressure Altitude or Temperature than actual. For example,
at a pressure altitude of 475 ft and temperature of 4°C use
the takeoff distance for a pressure altitude of 1000 ft and
temperature of 10°C.
• Decrease distances 10% for each 12 knots headwind com-
ponent. For operation with tailwind component, up to 10
knots, increase distances 10% for each 2 knots.
• For operation on dry grass runways, increase “gnd roll” dis-
tances by 15%.
• For operation in air colder than this table provides, use cold-
est data shown.
• For operation in air warmer than this table provides, use
extreme caution.
• Data was derived from actual flight testing and does not in-
clude data for any altitude where the temperature is below
ISA -20° or above ISA +30°.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

PERFORMANCE XL2
TAKEOFF DISTANCE
Rotation Speed: 55 KIAS Flaps 20° Speed at 50 ft: 65 KIAS
Press
Distance Temperature - °C
Alt
FT FT 0 10 20 30 40 ISA
Gnd Roll 704 781 864 953 1047 822
SL
Over 50FT 1284 1423 1571 1729 1897 1496
Gnd Roll 770 855 945 1042 1145 881
1000
Over 50FT 1399 1551 1713 1885 2068 1598
Gnd Roll 838 930 1029 1134 1246 940
2000
Over 50FT 1519 1684 1859 2046 2245 1701
Gnd Roll 918 1019 1127 1243 1009
3000
Over 50FT 1659 1838 2030 2234 1820
Gnd Roll 1002 1112 1229 1355 1078
4000
Over 50FT 1803 1998 2207 2428 1939
Gnd Roll 1098 1219 1348 1486 1158
5000
Over 50FT 1971 2184 2412 2654 2076
Gnd Roll 1199 1331 1472 1622 1238
6000
Over 50FT 2144 2376 2624 2888 2212
Gnd Roll 1345 1493 1651 1820 1360
7000
Over 50FT 2397 2657 2934 3228 2422
Gnd Roll 1497 1662 1838 1481
8000
Over 50FT 2659 2947 3255 2632
Gnd Roll 1680 1865 2063 1627
9000
Over 50FT 2974 3296 3640 2882
Gnd Roll 1871 2077 2296 1773
10000
Over 50FT 3301 3659 4040 3132
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
MAXIMUM RATE OF CLIMB

Conditions:
Weight........................................................................... 1653 LBS
Flaps ........................................................................... Full Up (0°)
Indicated Airspeed .................................................... 80 KIAS (Vy)
Notes:
est data shown.
extreme caution.
• Rate of climb data of less than 100 ft/min are not published.
Maximum Rate of Climb

Press FT/MIN
Alt
Temperature °C
FT -20 0 20 40 ISA
SL 753 712 672 636 682
1000 701 659 620 584 633
2000 648 606 567 532 584
3000 594 553 514 535
4000 541 500 462 486
5000 488 447 410 436
6000 436 395 358 389
7000 383 342 306 340
8000 330 290 254 292
9000 277 238 202 243
10000 224 185 150 195
11000 171 133 146
12000 119
P/N 135A-970-005 FAA APPROVED: 2/19/2004

PERFORMANCE XL2
MAXIMUM CLIMB GRADIENT

Conditions:
Weight ........................................................................... 1653 LBS
Flaps............................................................................Full Up (0°)
Power .................................. Full Throttle (WOT annunciator ON)
Indicated Airspeed.....................................................80 KIAS (Vy)
Notes:
est data shown.
extreme caution.
• Climb gradient data of less than 100 ft/nm are not published.
Maximum Climb Gradient

Press FT/NM
Alt
Temperature °C
FT -20 0 20 40 ISA
SL 603 549 500 457 512
1000 551 499 453 412 468
2000 500 450 406 368 425
3000 450 403 362 384
4000 401 357 319 343
5000 356 314 278 304
6000 311 272 237 266
7000 269 232 200 230
8000 227 192 162 194
9000 187 155 127 160
10000 148 118 125
11000 112
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
BALKED LANDING RATE OF CLIMB

Conditions:
Weight........................................................................... 1653 LBS
Flaps ........................................................................................ 30°
Indicated Airspeed ........................................................... 65 KIAS
Notes:
est data shown.
extreme caution.
• Rate of climb data of less than 100 ft/min are not published.
Balked Landing Rate of Climb

Press FT/MIN
Alt
Temperature °C
FT -20 0 20 40 ISA
SL 456 417 382 349 391
1000 408 370 334 302 346
2000 360 322 287 255 302
3000 311 274 239 258
4000 263 226 192 214
5000 214 177 144 169
6000 168 131 126
7000 120
P/N 135A-970-005 FAA APPROVED: 2/19/2004

PERFORMANCE XL2
BALKED LANDING CLIMB GRADIENT

Conditions:
Weight ........................................................................... 1653 LBS
Flaps........................................................................................ 30°
Power .................................. Full Throttle (WOT annunciator ON)
Indicated Airspeed............................................................65 KIAS
Notes:
est data shown.
extreme caution.
• Climb gradient data of less than 100 ft/nm are not published.
Balked Landing Climb Gradient

Press FT/NM
Alt
Temperature °C
FT -20 0 20 40 ISA
SL 441 389 343 303 354
1000 388 339 295 258 310
2000 335 289 248 213 266
3000 285 242 204 224
4000 236 196 160 182
5000 190 152 119 143
6000 145 109 105
7000 102
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
LANDING DISTANCE
Landing performance charts are based on the airplane crossing the run-
way threshold at 50 ft AGL and at the indicated airspeed specified in the
chart.
Conditions:
Winds ..................................................................................... Zero
Runway .............................................................Dry, Level, Paved
Weight........................................................................... 1653 LBS
Flaps .................................................................... Full Down (30°)
Power .................................................................................... IDLE
Braking........................................................................... Moderate
Speed at 50 ft above landing surface .............................. 65 KIAS
Notes:
• To be conservative, use the distance for the next higher
Pressure Altitude or Temperature than actual. For example,
at a pressure altitude of 475 ft and temperature of 4°C use
the takeoff distance for a pressure altitude of 1000 ft and
temperature of 10°C.
• Decrease distances 10% for each 12 knots headwind com-
ponent. For operation with tailwind component, up to 10
knots, increase distances 10% for each 2 knots.
• For operation on dry grass runways, increase “gnd roll” dis-
tances by 15%.
est data shown.
extreme caution.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

PERFORMANCE XL2
LANDING DISTANCE
Speed at 50 ft: 65 KIAS Flaps 30°
Press
Distance Temperature - °C
Alt
FT FT 0 10 20 30 40 ISA
Gnd Roll 797 826 856 885 914 841
SL
Over 50FT 1457 1498 1539 1580 1620 1519
Gnd Roll 827 857 887 918 948 867
1000
Over 50FT 1499 1541 1584 1626 1668 1555
Gnd Roll 857 888 920 951 983 892
2000
Over 50FT 1542 1585 1629 1672 1716 1590
Gnd Roll 890 922 955 988 920
3000
Over 50FT 1587 1632 1677 1722 1628
Gnd Roll 923 957 991 1024 947
4000
Over 50FT 1633 1680 1726 1773 1666
Gnd Roll 959 994 1029 1064 977
5000
Over 50FT 1682 1730 1778 1827 1707
Gnd Roll 995 1031 1068 1104 1006
6000
Over 50FT 1732 1781 1831 1881 1747
Gnd Roll 1055 1094 1133 1171 1059
7000
Over 50FT 1822 1875 1927 1979 1827
Gnd Roll 1116 1157 1199 1113
8000
Over 50FT 1913 1968 2023 1907
Gnd Roll 1184 1227 1271 1171
9000
Over 50FT 2012 2070 2128 1994
Gnd Roll 1253 1298 1344 1229
10000
Over 50FT 2112 2174 2235 2081
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 PERFORMANCE
BEST GLIDE SPEED AND DISTANCE
Aircraft Gross Weight Best Glide Speed

1653 LBS 80 KIAS
GLIDE DISTANCE CHART

Conditions:
Flaps ........................................................................... Full Up (0°)
Power ..........................................................IDLE, Throttle Closed
Prop.............................................................................Windmilling
Airspeed........................................................................... 80 KIAS
Flight Attitude .................................... Straight Glide (NO TURNS)
10000
9000
8000
7000
Altitude Loss
6000
5000
4000
3000
2000
1000
0
0 2 4 6 8 10 12 14 16 18 20
Miles
WARNING
No allowance included for landing pattern, any turns and/or devia-
tions from correct glide speed will reduce glide distance.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. H Dated: 7/5/2006 Page 5 - 17
PERFORMANCE XL2
NOISE CHARACTERISTICS
The certificated noise level for the Liberty XL2 established in accordance
with FAR 36 Appendix G, through Amendment 24 is:
74.6 dB(A)
No determination has been made by the Federal Aviation Administration
that the noise levels of this airplane are or should be acceptable or un-
acceptable for operation at, into, or out of, any airport.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 WEIGHT AND BALANCE
SECTION 6
WEIGHT & BALANCE
TABLE OF CONTENTS
Introduction ............................................................................ 6 - 3
Airplane Weighing Procedures .............................................. 6 - 4
Determining Airplane Weight & Balance................................ 6 - 7
Calculation of C.G. in Terms of Station ................................. 6 - 9
Airplane Weighing Record ................................................... 6 - 10
Empty Center of Gravity Calculation.................................... 6 - 10
Center of Gravity Limits ....................................................... 6 - 11
Airplane Loading Diagram ................................................... 6 - 12
Loading Graph ..................................................................... 6 - 13
Loading Chart ...................................................................... 6 - 14
Airplane Loading Worksheet................................................ 6 - 15
Loaded Airplane Total Moment Limitations ......................... 6 - 16
Loaded Airplane C.G. (ARM) Limitations............................. 6 - 17
Record of Weight and Balance Changes............................. 6 - 18
P/N 135A-970-005 FAA APPROVED: 2/19/2004

WEIGHT AND BALANCE XL2
FAA APPROVED: 2/19/2004 P/N 135A-970-005

INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. When this moment is divided by the
airplane weight, the result is the moment arm of center of gravity location
(C.G.). Sample forms are provided for reference, and may be photocop-
ied as required. Procedures for calculating weight and moment, and
ensuring compliance with aircraft limitations, are also included. A com-
prehensive list of standard and optional equipment available for this air-
plane is provided at the back of this section.
It should be noted that specific information regarding the weight, arm,

moment, and installed equipment for this airplane, as delivered from the
factory, can only be found in the original weight and balance report in-
corporated in this section.
WARNING
It is the responsibility of the pilot-in-command to ensure that the air-
plane is loaded properly. Operation outside of prescribed weight
and balance limitations could result in an accident and serious or
fatal injury.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

AIRPLANE WEIGHING PROCEDURES

LEVELING
The airplane must be level both laterally and longitudinally before it is
weighed.
To determine lateral level, place a beam level across both cabin doorsills
(and at exact right angles to the airplane centerline) with the doors open.
Measurement from the forward or aft end of the doorsill may be used to
determine that the level has been placed correctly.
To determine longitudinal level, place a beam level lengthwise along
either cabin doorsill with the cabin door open.
WEIGHING
Required Equipment:
• Three mechanical or electrical scales, minimum capacity 800 lbs
each main gear, and 500 lbs nose gear.
• Ramps to roll airplane onto scales; chocks to secure airplane wheels
on scales; shim material to level airplane.
Procedure:
NOTE
Weighing must be carried out indoors and in a location free from air
currents.
a. Verify that all required equipment is installed and complete. Ensure

that any other items are removed from baggage area and cockpit
storage pockets, etc.
b. Drain all fuel from airplane. Then add published amount of unusable
fuel to the fuel tank (1.5 U.S. gallons).
c. Service engine oil to maximum mark on dipstick.
d. Ensure flaps are retracted and all flight controls are in neutral posi-
tion.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

e. Roll airplane onto scales. Ensure that nose wheel is centered and
that main wheel legs do not exert any side loads on scales. Close
both canopy doors. Chock all wheels securely. NOTE: tare weight
of chocks must be subtracted from airplane wheel weights.
f. Use shim materials as necessary to level airplane laterally and longi-

tudinally.
NOTE
Shim materials may be used either on or under scales for leveling.
If used on scales, tare weight of shim materials must be subtracted
from airplane wheel weights. Make the last “fine adjustments” to
achieve perfect level by letting small amounts of air out of the air-
plane tires.
For calculating the aircraft weight and center of gravity, the distance be-
tween the XL2’s nose wheel and main wheels is 57.51 inches
(measurement ‘y’), with the midpoint being 28.75 inches (Figure 6-1).
The distance between the centerline of the two main gears is 70.36
inches, or 35.18 inches from centerline of each main wheel to centerline
of airplane (Figure 1-1).
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Rev. G Dated: 5/19/2006 Page 6 - 5
Figure 6-1 Airplane Dimensional Data
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 6 - 6 Rev. G Dated: 5/19/2006
DETERMINING AIRPLANE WEIGHT & BALANCE

This XL2 airplane was weighed just prior to initial delivery and a basic
empty weight and center of gravity was established. The distance from
nose wheel to main wheels is 57.51 inches. This dimension is used to
calculate the aircraft weight and center of gravity.
However, major modifications, loss of records, addition or relocation of

equipment, completion of service bulletins, and weight-gain over time,
may require re-weighing of the aircraft to keep the basic empty weight
and center of gravity current. All changes to the basic empty weight and
center of gravity are the responsibility of the pilot-in-command.
1. Preparation:
a. Inflate tires to recommended operating pressures.
b. Service brake reservoir.
c. Remove the fuel tank sump drain fittings and fuel gascolator
valve drain plug to drain all fuel.
d. Service engine oil.
e. Raise flaps up.
f. Place all control surfaces in neutral position.
g. Verify equipment installation and location by comparison to
equipment list.
h. Tare the scales.
2. Leveling:
a. Place scales under each wheel (scale capacity, 500 lbs nose,
1000 lbs each main).
b. Level longitudinally with a spirit level placed on the pilot doorsill
and laterally with a spirit level placed across the doorsills. Alter-
nately, level airplane by sighting the forward and aft tool holes
along waterline 50.0. Shim underneath scales as required to
attain proper level.
3. Weighing:
a. With the airplane level, doors closed, and brakes released, re-
cord the weight shown on each scale.
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Rev. G Dated: 5/19/2006 Page 6 - 7
4. Multiply the weight for each main wheel by its distance aft of the ref-
erence datum. This is the wheel moment. Multiply the weight for
the nose wheel by its distance aft of the reference datum. This is
the nose wheel moment.
Moment (in.lbs.) = Net Weight (lbs.) x Arm (in.)
5. Calculate and record the as-weighed moment by totaling the appro-
priate columns.
6. Determine and record the as-weighed C.G. in inches aft of datum
using the following formula:
C.G. (in.) = Total Moment (in.lbs.) ÷ Total Weight (lbs.)
5. Add or subtract any items not included in the as-weighed condition
to determine the empty condition. Application of the above C.G.
formula will determine the C.G. for this condition.
6. Add the correction for engine oil (15 lbs at STN 38.09), if the air-
plane was weighed with oil drained. Add the correction for unusable
fuel (9.0 lbs at STN 101.80) to determine the Basic Empty Weight
C.G. by applying the above C.G. formula.
7. Record the new weight and C.G. values on the Weight and Balance
Record (Figure 6-1).
The above procedure determines the airplane Basic Empty Weight, mo-
ment, and center of gravity in inches aft of datum. Add all three mo-
ments together (left and right main wheel or jack point plus nose wheel).
This is the (empty airplane) total moment. Divide the total moment by
the total empty weight (sum of left, right, and nose wheel weights). The
result, expressed in inches aft of the reference datum, is the location of
the empty airplane’s center of gravity.
NOTE
To reduce the number of digits in calculations, it is acceptable to
divide moments by 1000, and express them as “moment/1000.”
Care must be exercised to maintain consistency throughout all cal-
culations.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 6 - 8 Rev. M Dated: 05/22/07
CALCULATION OF C.G. IN TERMS OF STATION

Location of the forward edge of canopy hoop (the forward edge of the
open canopy door) as Station 70.75, which is 70.75 inches aft of the ref-
erence datum (Figure 6-2).
Figure 6-2 Airplane Dimensional Data
A = 95.60”, B = 38.09”, Y = 57.51”
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Rev. G Dated: 5/19/2006 Page 6 - 9
AIRPLANE WEIGHING RECORD
Scale -Tare wt =Net wt

Position
Reading (lbs) (lbs)
L Main (L)
R Main (R)
Nose (N)
Total as
Weighed
Table 6-1 Airplane Weighing Record
EMPTY CENTER OF GRAVITY CALCULATION
X ARM Moment/
Individual
Item (inches aft 1000
Wt (lbs)
of datum) (in.lbs.)
L Main (L) 95.60
R Main (R) 95.60
Nose (N) 38.09
Total Wt
Total
Moment/
1000
Total Moment/1000 Divided by
Total Wt (ARM = empty A/C
center of gravity)
Table 6-2 Empty Center of Gravity Calculation
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Page 6 - 10 Rev. G Dated: 5/19/2006
CENTER OF GRAVITY LIMITS
Weight Arm Moment

Gal.
(lbs) (in) (in.lbs.)
Empty Wt 1174 83.20 97676.8
Pilot 79.78
Copilot 79.78
Fuel 0.0 101.80
Baggage 118.00
Zero Fuel 1174 83.20 97676.8
Ramp Weight 1174 83.20 97676.8
Table 6-3 Center of Gravity Limits
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Rev. M Dated: 05/22/07 Page 6 - 11
AIRPLANE LOADING DIAGRAM

The diagram below indicates the locations and arms of variable loads
including pilot and passenger, fuel, and baggage.
Figure 6-3 Fuselage Stations
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Page 6 - 12 Rev. M Dated: 05/22/07
LOADING GRAPH
To determine the moment/1000 for the pilot and copilot, fuel, and bag-
gage, enter the graph at the actual weight of each item at the left. Read
across to the diagonal line for that item (pilot/copilot, fuel, or baggage),
then read down to determine the moment/1000.
50 0
PILOT/COPILOT
400
W eig h t - Po u n d s
300
200
FUEL
BAGGAGE
10 0
0
0 5 10 15 20 25 30 35 40
Moment/1000
Figure 6-4 Loading Graph
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. M Dated: 05/22/07 Page 6 - 13
LOADING CHART
Use the following chart to determine the moment/1000 for fuel and pay-
load items to complete Airplane Loading Worksheet (Table 6-4).
Pilot & Co- Baggage Fuel

Weight
pilot STN STN STN
(lbs)
79.78 118.00 101.80
20 1.60 2.36 2.04
40 3.19 4.72 4.07
60 4.79 7.08 6.11
80 6.38 9.44 8.14
100 7.98 11.80 10.18
120 9.57 12.22
140 11.17 14.25
160 12.76 16.29
180 14.36
200 15.96
220 17.55
240 19.15
260 20.74
280 22.34
300 23.93
320 25.53
340 27.13
360 28.72
380 30.32
400 31.91
420 33.51
Table 6-4 Loading Chart
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Page 6 - 14 Rev. M Dated: 05/22/07
AIRPLANE LOADING WORKSHEET

Instructions:
Use the following worksheet to calculate airplane weight and balance
prior to each flight. It is recommended that this page be photocopied to
provide a supply of loading worksheets. Moments for each item may be
calculated (item weight x item arm = item moment/1000) or determined
from the graph on page 6-15.
C.G. = Total Moment ÷ Total Weight
Weight Arm Moment

Gal.
(lbs) (in) (in.lbs.)
Empty Wt 1174 83.20 97676.8

Pilot 79.78
Passenger 79.78
Fuel
101.80
(6 lbs/gal)
Baggage
(100 lbs 118.00
max)
Total Wt
Total Moment
÷1000
Loaded C.G.
Location
Table 6-5 Airplane Loading Worksheet
Use either the “Loaded Airplane Total Moment Limitations” or “Loaded

Airplane Center of Gravity (ARM) Limitations” charts on the next two
pages to determine that airplane loaded weight and balance are within
limitations.
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Rev. M Dated: 05/22/07 Page 6 - 15
LOADED AIRPLANE TOTAL MOMENT LIMITATIONS

Use the following chart or table to determine if the weight and moment
from the completed Airplane Loading Worksheet (Table 6-4) are within
limits.
1700
1600
Weight - Pounds
1500
1400
1300
1200
1100
90 100 110 120 130 140 150
Mom ent/1000
Moment/1000
Wt (lbs)
Minimum Maximum
1200 99 104
1250 103 108
1300 107 113
1350 111 117
1400 115 121
1450 119 126
1500 123 130
1550 127 134
1600 132 139
1653 138 143
Figure 6-5 Moment Limits
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Page 6 - 16 Rev. G Dated: 5/19/2006
LOADED AIRPLANE CENTER OF GRAVITY (ARM)

LIMITATIONS
The following chart illustrates the airplane center of gravity envelope as
inches from aircraft datum (and as a percentage of MAC).
WEIGHT AND CENTER OF GRAVITY LIMITS
Forward: 82.20 inches aft of datum at 1554 lbs.
Mid: 83.48 inches aft of datum at 1653 lbs.
Aft: 86.75 inches aft of datum at 1653 lbs.
Figure 6-6 Loaded Airplane C.G. Envelope
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. G Dated: 5/19/2006 Page 6 - 17
RECORD OF WEIGHT AND BALANCE CHANGES

The following table (photocopy and add pages as necessary) provides a
continuous history of changes in structure or equipment affecting weight
and balance of this airplane.
Serial Num: Reg. Num: Page of
Weight Change Running Basic
Item No.
Description of Article Added (+) or Removed (-) Empty Weight
Date
or Modification WT ARM MOM/ WT MOM/
In Out
LB IN 1000 LB 1000
As Delivered
Table 6-6 Record of Weight and Balance Changes
FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL2 AIRPLANE & SYSTEMS DESCRIPTION
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
TABLE OF CONTENTS
Introduction ............................................................................ 7 - 5
Airframe ................................................................................. 7 - 6
Wing Flaps ............................................................................. 7 - 7
Flap Position Switch ........................................................ 7 - 7
Primary Flight Controls .......................................................... 7 - 8
Pitch Control System....................................................... 7 - 8
Roll Control System......................................................... 7 - 9
Yaw Control System...................................................... 7 - 10
Trim System......................................................................... 7 - 11
Pitch Trim Switch and Indicator..................................... 7 - 12
Airplane Cabin / Flight Deck Arrangement .......................... 7 - 13
Entrance Doors / Windows............................................ 7 - 13
Instrument Panel ........................................................... 7 - 14
Center Console ............................................................. 7 - 15
Baggage Compartment ................................................. 7 - 15
Seats ............................................................................. 7 - 16
Reference Eye Position................................................. 7 - 17
Cabin Safety Equipment................................................ 7 - 18
Landing Gear ....................................................................... 7 - 19
Main Gear...................................................................... 7 - 19
Nose Gear ..................................................................... 7 - 19
Brake System ................................................................ 7 - 20
Engine.................................................................................. 7 - 21
FADEC System ............................................................. 7 - 21
FADEC Ignition System................................................. 7 - 25
FADEC Fuel Injection System....................................... 7 - 26
Engine Oil System......................................................... 7 - 28
Engine Cooling .............................................................. 7 - 29
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 7 - 1
AIRPLANE & SYSTEMS DESCRIPTION XL2
Engine Air Induction System..........................................7 - 29

Engine Exhaust..............................................................7 - 29
Engine Controls .............................................................7 - 30
Engine Indicating - VM1000...........................................7 - 30
Propeller ...............................................................................7 - 37
Fuel System..........................................................................7 - 38
Fuel Boost Pump and Switch.........................................7 - 39
Fuel Quantity Indicator...................................................7 - 39
Fuel Shutoff Valve..........................................................7 - 39
Fuel Venting...................................................................7 - 40
Electrical System ..................................................................7 - 41
Primary Battery ..............................................................7 - 41
Secondary Battery .........................................................7 - 41
Alternator System ..........................................................7 - 43
Master Switch ................................................................7 - 43
Avionics Power Switch...................................................7 - 44
Voltmeter / Ammeter ......................................................7 - 44
ALT FAIL Annunciator....................................................7 - 45
Circuit Breakers and Fuses ...........................................7 - 46
Exterior Lighting....................................................................7 - 47
Interior Lighting.....................................................................7 - 48
Cabin Ventilation ..................................................................7 - 49
Stall Warning System ...........................................................7 - 49
Pitot-Static System ...............................................................7 - 50
Airspeed Indicator ..........................................................7 - 50
Altimeter.........................................................................7 - 50
Vertical Speed Indicator.................................................7 - 51
Pitot Heat Switch............................................................7 - 52
Pitot Heat Light ..............................................................7 - 52
Alternate Static Source ..................................................7 - 52
Avionics and Navigation .......................................................7 - 53
Magnetic Compass ........................................................7 - 53
Attitude Indicator ............................................................7 - 53
Directional Gyro .............................................................7 - 54
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Page 7 - 2 Rev. C Dated: 7/26/2005
Turn Coordinator ........................................................... 7 - 54

Audio System ................................................................ 7 - 55
GPS Navigation............................................................. 7 - 56
Communication (COM) Transceiver.............................. 7 - 58
Navigation (NAV) Receiver ........................................... 7 - 58
Transponder .................................................................. 7 - 59
Hour Meter..................................................................... 7 - 59
Digital Clock / OAT ........................................................ 7 - 60
Emergency Locator Transmitter .................................... 7 - 60
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Rev. C Dated: 7/26/2005 Page 7 - 3
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 7 - 4 Rev. C Dated: 7/26/2005
INTRODUCTION
This section describes the construction of the airplane and the construc-
tion, layout, and operation of its systems. Some of the equipment de-
scribed in this section is optional, and may not be installed in all air-
planes.
Refer to Section 9 (Supplements) for information on the description and

operation of other optional systems or equipment.
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AIRFRAME
The Liberty XL-2 is a two-place airplane of typical low-wing configura-
tion. Seating is side by side.
The wings are of conventional semimonocoque aluminum construction,
and consist of main and rear spars, ribs, stringers, and skins. Single-
slotted flaps of aluminum construction, consisting of a spar, ribs, and
skins, are attached to the inboard rear of each wing by three hinges
each. Aluminum ailerons, consisting of a spar, ribs, skins, and inboard
and outboard mass balance weight assemblies, are attached to the out-
board rear of each wing by two lower surface hinges.
Figure 7-1 Airframe
The fuselage is of hybrid construction. A center section or "chassis" of

welded 4130 chrome-moly steel tubing structure surrounds the cockpit
and provides attachment points for the wings, landing gear, and engine
mounts. The aircraft fuel tank and empennage are also secured to this
structure.
The fuselage, including the vertical stabilizer, is constructed from molded
composite material. The aluminum skin rudder is hinged to one side on
the rudder skin. Pushrods activate the stabilator and rudder.
Considerable use is made of carbon fiber material in both the skin and
internal structure of the vertical fin. Metallic material is bonded into cer-
tain areas of the fuselage to meet lightning strike resistance require-
ments.
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WING FLAPS
Large single-slotted flaps are installed on each wing. Each is supported
by three hinges offset below the wing lower surface.
A single electric actuator in the center fuselage operates a cross-tube

which, in turn, operates both flaps. It is powered by the airplane primary
electrical system via the “FLAPS” circuit breaker.
Figure 7-2 Wing Flaps
FLAP POSITION SWITCH

To operate the flaps, a spring loaded, center flap control switch that is
located on the avionics panel right side must be held in the "retract" or
"extend" position. As flaps move, illuminating one of three indicators
above the flap control switch provides position information. Position
switches that are located in the flap actuation mechanism activate each
indicator. As flaps reach an angle of deflection to be reported, the corre-
sponding position switch is depressed, which in turn activates the appro-
priate position indicator. As flaps continue to move however, position
switch pressure is released extinguishing the indicator. Flap motor op-
eration continues as long as flap control switch pressure is held. At flap
full extension or full retraction, the actuator disengages permitting actua-
tor motor free spool operation for as long as flap control switch pressure
is applied. At the end of travel, depending on direction selected, a full
extension indicator or full retraction position indicator will be illuminated.
For the standard aircraft, flap positions are marked at 0, 10, and 30 de-
grees. It is possible to release the flap control switch at each of these
positions or any point between. Flaps will hold the position achieved
when the flap control switch is released.
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Rev. R Dated: : 8/18/2009 Page 7 - 7
PRIMARY FLIGHT CONTROLS

PITCH CONTROL SYSTEM
The left (pilot) and right (passenger) control sticks are attached to a
common control column assembly. Forward and aft movement of the
control sticks and column moves the yoke about a center bearing and
operates a pushrod which transmits this motion aft (via a "tunnel"
through the fuselage-mounted fuel tank) to an idler bell-crank installed
aft of the fuel tank below the floor of the baggage compartment. From
there, a second pushrod transmits pitch control movement to a control
arm attached to the center of the stabilator torque tube, thus rotating the
torque tube and stabilators up and down about the center axis of the
torque tube.
To prevent aerodynamic flutter, the stabilators are mass-balanced by a

weight inside the fuselage attached to an arm protruding forward from
the stabilizer torque tube.
Figure 7-3 Pitch Control System
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ROLL CONTROL SYSTEM

Side to side movement of the control sticks and control column rotates a
torque tube extending aft to approximately mid-chord of the wings. A
bell-crank arm at the aft end of the torque tube changes its rotation to a
linear motion of two push rods extending upward and outboard to oper-
ate "rocker" bell-cranks installed in the steel tube fuselage center sec-
tion. The rockers bear against identical rockers in the wing roots, which
transmit the motion, via push rods and bell-cranks, to the left and right
ailerons.
Figure 7-4 Roll Control System
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Rev. C Dated: 7/26/2005 Page 7 - 9
YAW CONTROL SYSTEM

Rudder pedal assemblies are provided for the pilot and copilot seats.
Each pedal assembly includes an adjustment crank, located at the bot-
tom of the instrument panel on each side of the cockpit, which allows the
pedals to be adjusted forward or aft.
Forward and aft movement of either rudder pedal rotates a torque tube
extending across the airplane below the instrument panel. A series of
links, bell-cranks, and pushrods changes this rotation to linear motion
and transmits it aft through the fuselage to the rudder drive arm, moving
the rudder left and right in response to pedal inputs.
Figure 7-5 Yaw Control System
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TRIM SYSTEM
A trim tab is hinged to the rear spar of each horizontal stabilator. These
tabs are geared to move in the same direction as the stabilators them-
selves, thus providing an "anti-servo" effect and generating consistent
pitch control forces for the pilot.
Figure 7-6 Pitch Trim System
The trim tabs are connected, via link rods and a linkage which moves
about the stabilator torque tube at the stabilator root rib, to an electric
screw-jack actuator in the lower aft fuselage. This allows the pilot to set
the neutral or faired position of the trim tabs to correspond with any de-
sired angle of the stabilators, thus providing an aircraft pitch trim func-
tion.
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Rev. C Dated: 7/26/2005 Page 7 - 11
Figure 7-7 Trim Tab
PITCH TRIM SWITCH AND INDICATOR

The actuator is controlled by a switch on the cockpit center console. The
switch is labeled “NOSE DOWN” and “NOSE UP”. An indicator on the
center console displays trim position to the pilot. With the stabilator held
neutral, pressing NOSE DOWN on the switch causes the trailing edge of
the anti-servo tab to rise and the indicator needle to move forward.
In the event of trim malfunction, out-of-trim forces are such that the air-
plane can be safely landed without undue effort or pilot skill require-
ments, even if mis-trimmed to the full nose-up or nose-down position.
Figure 7-8 Pitch Trim Switch
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AIRPLANE CABIN / FLIGHT DECK ARRANGEMENT

ENTRANCE DOORS / WINDOWS
A single large combination entrance door and window on each side pro-
vides access to the cockpit. The doors are top-hinged, swinging upward
to open. Integral gas springs aid in opening the doors and hold them in
the open position.
Forward and aft door latch pins in the doors engage pin bushings in the
fuselage. They are operated by an interior door handle on either side,
and by an exterior door handle on each side.
Each door incorporates an operable vent window. The vent window may
be opened at speeds of 50 knots or less for increased ventilation. En-
sure door vent window is closed prior to operating door mechanism.
WARNING
Verify both doors are securely latched, with forward and aft pins
in bushings, by pushing on aft section of door. Unlatching a door
in-flight will result in possible departure of the door from the air-
craft, with potential damage to the stabilizer and loss of control. If
door opens in-flight refer to door open in flight procedure in Sec-
tion 3 – emergency procedures and land as soon as practical.
Figure 7-9 Entrance Doors / Windows
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INSTRUMENT PANEL
The XL2 instrument panel is subdivided into the upper left area, which
contains the flight instruments (pitot-static and gyro instruments); the
lower left area, containing essential switches and the integrated engine
instrument display system, described later in this section; center areas,
containing the avionics “stack,” the circuit breaker panel, and the cockpit
center console, containing the throttle, brake levers, trim control switch
and indicator, and fuel shutoff valve.
The six primary flight instruments are installed in the “standard T” ar-
rangement directly in-front of the pilot. The arrangement comprises six
primary instruments: airspeed indicator, attitude indicator, altimeter, turn
coordinator, directional gyro (heading indicator), and vertical speed indi-
cator. The picture below is for reference only and is not intended to rep-
resent actual locations or availability of equipment shown.
Figure 7 - 10 Instrument Panel / Center Console
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CENTER CONSOLE
The center console panel, a small angled panel, directly below the avi-
onics stack, accommodates the fuel pump mode switch, engine alternate
induction air control, and trim indicator.
The center console between the pilot and passenger seat contains the
throttle lever, two brake levers (for left and right wheel brakes) incorpo-
rating a parking brake device, the electric pitch trim switch and indicator,
and the emergency fuel shutoff valve.
BAGGAGE COMPARTMENT
The baggage compartment is contiguous with the passenger cabin, and
extends from aft of the seatbacks to the rear baggage compartment
bulkhead. The seat backs are sculpted to allow ease of access to the 4’
x 3’ x 2’ baggage area. Maximum allowable baggage weight is 100
pounds. The loads should be distributed over the baggage bay area at
a maximum 29 lbs/ft2. Reduced weights may be required to conform to
aircraft weight and balance limitations.
NOTE
It is the pilot’s responsibility to ensure the baggage bay is loaded at
and around the center of gravity (refer to Section 6 - Weight and Bal-
ance).
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SEATS
The XL2’s seats are integral to the fuselage structure, and are not ad-
justable. (The pilot and copilot rudder pedals are adjustable, in-flight or
on the ground.) The cushions are secured to the seats by hook-and-
loop (“Velcro”) fasteners. Ensure cushions do not obstruct flight
controls.
Figure 7-11 Seats / Baggage Compartment
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REFERENCE EYE POSITION

The pilot is to establish, through seat cushion position adjustment, and
rudder pedal adjustment, the reference eye position, which ensures a
sufficiently extensive, clear and undistorted view enabling the pilot to
safely taxi, takeoff, approach, land, and perform any maneuvers within
the operating limitations of the airplane.
It is essential that the pilot, while strapped in the seat, establishes the
sitting eye height which offers an unobstructed view down to the vertical
lower display screen of the VM1000; next, up to a line-of-sight across
the instrument panel’s sloped top surface, through the windscreen, and
over the nose of the aircraft. Due to the obvious importance in approach
and landing and the fact that it is in the direction of flight, emphasis
should be placed on establishing the sitting eye height for over-the-nose
vision, especially for shorter pilots.
In addition to the above, an acceptable sitting eye height ensures that
vision inside the cockpit is not obstructed by the glare shield, control
stick, throttle, or knees, and that the pilot’s external vision extends with-
out obstruction straight ahead, over the nose of the aircraft to the
ground, then upward to under the canopy bow.
Figure 7-12 Reference Eye Position
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CABIN SAFETY EQUIPMENT

Seatbelts / Shoulder Harness
Seat belts and dual shoulder harnesses are provided for each seat. The
seat belts are secured to the aircraft structure on either side of the seat.
The dual shoulder harness straps for each seat are joined and secured
to a single fitting in the seatback structure directly behind each seat.
Each seat belt has a standard “lift-to-release” metal-to-metal buckle.
Adjusters on each belt allow it to be tightened, and to place the buckle at
an approximate central location.
The left and right shoulder harness straps for each seat have buckles to
adjust for pilot comfort and asymmetric end fittings. To fasten the shoul-
der harness, slide both fittings over the “tongue” of the seat belt buckle
end, and then fasten the seat belt. When the shoulder harness fittings
are properly aligned, the harness straps should not cross above the seat
belt buckle.
Emergency Egress Hammer / Fire Extingusher

If the doors cannot be opened during an emergency egress, utilize the
safety hammer which is located in the passenger’s seat back storage
compartment and is within easy reach of the pilot-in-command. The
safety hammer can be used to smash out enough of the canopy door to
exit the aircraft. Another standard feature in the XL2 is the fire extin-
guisher, mounted behind the passenger’s seat within easy reach of the
pilot located in the left seat.
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LANDING GEAR
MAIN GEAR
The XL2 has fixed tricycle landing gear. The main gear legs are fabri-
cated from heat-treated aluminum alloy and incorporate an internal ma-
chined brake line. They are fastened to the fuselage center section by
saddle fittings, bolts, and bushings. Either main landing gear assembly
can be removed from the airplane without affecting the opposite main
gear.
The 5.00 x 5 main gear wheels are installed steel axles. Each incorpo-
rates a hydraulic disk brake. Aerodynamic wheel fairings (optional) can
be installed one each main landing gear assembly. Normal tire pressure
is 50 psi.
NOSE GEAR
The nose landing gear leg is fabricated from heat-treated steel. It is se-
cured to the fuselage center section by a bushing and a bolt. It may be
removed from the airplane without affecting the main landing gear.
The nose wheel is 5.00 x 5; normal tire pressure is 50 psi. The nose
wheel assembly is installed in an aluminum casting, which is secured to
the nose gear leg via a ball bearing (the “caster” bearing) to allow rota-
tion up to 80 degrees left or right for nose wheel steering. A stack of six
spring-steel washers provides a constant force that applies to the friction
dampener located on the nose wheel. An aerodynamic wheel fairing of
composite material may be installed on the nose landing gear.
Ground steering of the XL2 is achieved by differential application of the
left and right main landing gear brakes. Either (or both) brake(s) may be
applied and controlled by modulating rearward finger pressure on the
brake lever(s).
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BRAKE SYSTEM
Individual disk brakes are installed on each main landing gear wheel.
They are operated by individual master cylinders installed in the cockpit
center console. Brake lines extend from each master cylinder to the
inboard ends of the main landing gear legs; integral passages machined
into the gear legs, and short flexible lines at the outboard ends of the
gear legs, supply brake fluid under pressure to the brake calipers. Two
brake levers are installed in the center console. To operate the brakes,
pull either or both levers aft.
A ratchet type parking brake lever is installed in the center console be-
tween the brake levers. To apply the parking brake, pull both brake lev-
ers firmly aft, then pull the center parking brake lever aft and release the
left and right brake levers. To release the parking brake, pull both brake
levers firmly aft and allow the parking brake lever to spring forward.
Brake fluid is stored in a common reservoir for both master cylinders,
located on starboard side of the engine bay aft of the firewall. Remove
upper cowling for access to service the reservoir with MIL-H-5606 type
hydraulic fluid.
Figure 7-13 Brake System
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ENGINE
The XL2 is powered by a Teledyne Continental IOF-240-B, Full Authority
Digital Engine Control (FADEC) equipped, four-cylinder, horizontally-
opposed, air-cooled, naturally-aspirated, fuel-injected engine rated at
125 HP at 2800 RPM.
FADEC SYSTEM
The engine is equipped with a Full Authority Digital Engine Control
(FADEC) System for continuously monitoring and controlling ignition
timing, fuel injection timing, and fuel mixture. The microprocessor-based
FADEC system monitors engine operating conditions and then automati-
cally sets the fuel mixture and ignition timing accordingly for any given
power setting. Consequently, the FADEC equipped engine does not
require magnetos and eliminates the need for a manual fuel/air mixture
control.
The FADEC System provides control in both specified operating condi-
tions and fault conditions. The system is designed to prevent adverse
changes in power or thrust. In the event of loss of primary aircraft-
supplied power, the engine controls continue to operate using a Secon-
dary Power Source (SPS). As a control device, the system performs
self-diagnostics to determine overall system status and conveys this in-
formation to the pilot by various indicators on the Health Status Annun-
ciator (HSA) panel.
The FADEC System is able to withstand storage temperature extremes
and operate at the same capacity as a non-FADEC equipped engine in
extreme heat, cold, and high humidity environments.
The basic components of the FADEC System include: Two Electronic
Control Units (ECUs), Health Status Annunciator (HSA) (panel installed
in the cockpit), and FADEC Sensor Set.
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Electronic Control Units (ECU)

An Electronic Control Unit (ECU) is assigned to a pair of engine cylin-
ders. Since the engine has four cylinders, there are two ECUs, one unit
for every pair of cylinders. The ECUs control the fuel mixture and spark
timing for respective engine cylinders; ECU 1 controls opposing Cylin-
ders 1 and 2; ECU 2 controls Cylinders 3 and 4.
Each ECU is divided into upper and lower portions. The lower portion
contains an electronic circuit board; the upper portion houses the ignition
coils. The electronic circuit board contains two, independent microproc-
essor controllers which serve as control channels. During engine opera-
tion, one control channel is assigned to operate a single engine cylinder.
Therefore, one ECU can control two engine cylinders, one control chan-
nel per cylinder.
The control channels are independent and there are no shared elec-
tronic components between the control channel pair within one ECU.
However, if a control channel fails, the other control channel in the pair
within the same ECU is capable of operating both its assigned cylinder
and the other opposing engine cylinder as backup control for fuel injec-
tion and ignition timing.
Each channel controls its assigned cylinder in a manner that will yield
optimum performance for the current operating conditions to prevent
exceeding normal operating parameters. The fuel mixture may be en-
riched or leaned and ignition timing may be retarded to minimize the ex-
tent of limit excursion for the given parameter. In this respect, a FADEC-
controlled engine is different from a non-FADEC engine in that an indi-
vidual cylinder can be leaned or enriched by its control channel without
affecting the other cylinders.
Figure 7-14 Electronic Control Unit (ECU)
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Health Status Annunciator (HSA)

The Health Status Annunciator (HSA) is located on the primary instru-
ment panel towards the right side, above the electrical switches and air-
craft annunciator lights. The HSA provides indications of primary or sec-
ondary (emergency) power malfunctions, erroneous sensor indications,
fuel pump malfunctions, and possible misfiring cylinders.
Each HSA annunciator light is associated with a specific system condi-
tion. Illumination of a given light indicates that the associated condition
has been detected and some response by the pilot may be necessary.
In the event annunciator illumination occurs, follow the steps in Chapter
3 - Emergency Procedures for the specific indication.
Illumination of the FADEC CAUTION light indicates pressure or tem-
perature sensor failures, abnormal pressure or temperature above limits,
misfire/cylinder not firing, or cylinder not enabled (ignition switch OFF or
not in BOTH position).
Illumination of the FADEC WARN light indicates that more than one cyl-
inder is faulted. The FADEC WARN light is always preceded and/or ac-
companied by illumination of the FADEC CAUTION light.
The EBAT FAIL light illuminates when there is a fault condition with the
backup (secondary) power supply. The charging current into the backup
battery is too high, indicating: low charge, bad battery, the wire charging
the backup battery is not connected, or the primary power source is off
or has failed.
Illumination of the PPWR FAIL light indicates that the FADEC system is
drawing power from the backup power supply because the primary elec-
trical power supply has been interrupted, the backup power supply po-
tential is higher than the primary buss or the primary power source is off
or has failed.
Refer to Section 3 - Emergency Procedures and Section 4 - Normal Pro-
cedures for explanation of FUEL PUMP indications.
Figure 7-15 Health Status Annunciator (HSA)
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FADEC Sensor Set

All essential components of the FADEC system are connected using a
low voltage harness. This harness acts as a signal transfer buss inter-
connecting the two Electronic Control Units (ECUs) with aircraft power
sources, the Ignition Switch, Speed Sensor Assembly (SSA), Health
Status Annunciator (HSA), temperature and pressure sensors. The fuel
injector coils and all sensors, except the speed sensor assembly, fuel
pressure, and manifold pressure sensors, are hardwired to the low volt-
age harness.
Figure 7-16 FADEC Sensor Set
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FADEC IGNITION SYSTEM

The ignition system of the IOF-240-B engine is part of the FADEC.
Unlike conventional magneto ignition systems, its timing is electronically
determined by the FADEC computers. The ignition subsystem of the
FADEC is not self-powered, but requires an adequate supply of DC
power from the airplane electrical system.
To provide necessary system redundancy, the FADEC has two power

sources. In the airplane, the primary power source, labeled FADEC A, is
the airplane’s main power distribution bus, which is powered by the alter-
nator and/or the airplane’s primary battery.
The secondary power source, labeled FADEC B, is powered by a sepa-

rate battery. When the airplane’s main power distribution bus is ener-
gized, a charging circuit constantly recharges the FADEC B battery, thus
indirectly powering the FADEC B bus.
In the event of failure of the airplane primary DC system, including dis-

charge of the primary battery, the secondary battery will power the
FADEC, via the FADEC B connection, for a period sufficient to locate
and land at a suitable airport.
WARNING
Engine may continue to operate normally from the emergency
battery for up to 60 minutes if the battery is properly maintained and
fully charged. Plan to land well within 60 minutes from illumination
of EBAT FAIL and PPWR FAIL annunciators.
The FADEC is fully operational when powered by the FADEC A bus, the
FADEC B bus, or both. Switches are provided to check operation on
both systems before flight. PPWR FAIL and EBAT FAIL captions on the
FADEC Health Status Annunciator illuminate to confirm operation of the
FADEC from either or both power sources.
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FADEC FUEL INJECTION SYSTEM

Fuel from the airframe fuel system is routed to the intake of the engine-
driven fuel pump, which is mounted on the front left side of the engine
and gear-driven from the camshaft.
Fuel entering the engine driven pump passes through a centrifugal
separator, where fuel vapor is removed and returned to the airplane fuel
tank. Next, it passes into the pump element, where its pressure is in-
creased. Since pump effectiveness varies with engine speed, the pump
is designed to produce more pressure and flow than is required by the
engine fuel injectors.
An adjustable relief valve regulates pump output at lower RPM, while an
adjustable internal orifice regulates pressure at high RPM. These ad-
justments are critical to proper function of the FADEC system.
Fuel pressure is displayed on the VM-1000FX Integrated Engine Instru-
ment System, or can be checked by connecting a portable (“laptop”)
computer to the data output of the FADEC system. Diagnostic software
and the required connecting cable are available from Teledyne Conti-
nental Motors (TCM).
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LEGEND
FUEL PUMP OUTLET
PRESSURE
FUEL INLET FROM
FUEL PUMP
AIRCRAFT SUPPLY
RETURN TO
AIRCRAFT SUPPLY
CONTROL PULSE FROM

FADEC MPC
20 MICRON
FILTER VARIABLE PULSEWIDTH
CONTROLS AMOUNT OF FUEL
FUEL INJECTOR
NOZZLE
10 MICRON FUEL PRESSURE

FILTER SENSORS
FUEL DISTRIBUTION
BLOCK
Figure 7-17 FADEC Fuel Injection System
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ENGINE OIL SYSTEM

Engine oil is stored in a pressed-steel tank (sump) of 6-quart capacity,
attached to the bottom of the engine crankcase. An oil filler tube, with a
filler cap incorporating an oil dipstick, is installed on the oil tank. The
gear-type engine oil pressure pump is located at the rear of the engine,
with its pickup tube extending into the oil tank. It is driven by the engine
camshaft drive gear.
Oil leaves the oil pump under pressure. A regulating valve allows some
oil to return to the oil tank to maintain oil pressure within limits at varying
engine speeds. Oil from the pump is routed to an oil filter and oil cooler
adapter on the left side of the engine accessory case.
The oil cooler routes oil to the externally mounted oil cooler, which incor-
porates a “Vernatherm” thermostatically controlled valve to control oil
temperature, and to the oil filter element. An integral bypass valve will
open in the event of blockage of the oil cooler or oil filter. The oil tem-
perature sensor for the engine instruments is also located on the oil
cooler adapter. The oil pressure sensor is mounted on the firewall and
plumbed to the engine.
Oil galleries and drilled passages inside the engine route oil to the
crankshaft and camshaft main bearings and to the hydraulic valve lifters.
Drillings inside the crankshaft route oil to the connecting rod lower bear-
ings. Oil escaping from the main and connecting rod bearings creates an
oil mist inside the crankcase that lubricates the connecting rod upper
bearings and cylinder walls, as well as the cam lobes and lower faces of
the lifters. In addition, oil nozzles on the main bearings direct a jet of oil
at the undersides of the pistons to cool them.
Oil in the hydraulic lifters is routed via the hollow valve pushrods to the
cylinder rocker boxes, where it lubricates the rockers, valve stems, and
valve guides before returning, via the pushrod housings, to the crank-
case. Any excess oil in the crankcase returns, via the large-diameter
opening between the crankcase and the sump, to the oil sump.
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ENGINE COOLING
Air enters the engine cowling through inlets on either side of the propel-
ler. Baffles between the cylinders, forward of the front cylinders, and ver-
tically behind the rear cylinders force this high-pressure, low temperature
air through the cylinder and cylinder head cooling fins. A duct in the rear
baffle directs high-pressure, low temperature air to the firewall-mounted
oil cooler.
Low-pressure warm air leaves the engine compartment via an opening
at the rear of the lower cowling, forward of the firewall. Oil cooler ex-
haust air is also discharged at this location.
ENGINE AIR INDUCTION SYSTEM / ALTERNATE AIR CONTROL

Air at ambient temperature is admitted through an air filter assembly in-
corporating an oil-saturated textile filter element to trap and remove dust
and other foreign material, located above the right-side cylinders. In
case this filter becomes blocked or iced, pilot selection of alternate air
admits warm unfiltered air from the heater muff around the engine ex-
haust. The alternate air control is a pull-push knob located in the lower
left center console.
ENGINE EXHAUST
The exhaust system includes individual exhaust pipes from each cylin-
der and a single muffler located below the engine. A single overboard
discharge pipe extends through the right side of the lower cowling.
The exhaust pipes from each side of the engine are connected to the left
and right ends of the muffler, which is cylindrical in shape and which is
installed below the engine with its axis running across the airplane. Slip
joints in the exhaust pipe accommodate the dimensional changes that
result from temperature changes in the exhaust system. Clamps secure
the exhaust pipes to the muffler.
A single discharge pipe extends downward and to the (airplane’s) right
from the muffler for overboard discharge of exhaust gases.
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ENGINE CONTROLS
Engine operation is controlled by a single throttle lever in the cockpit
center console. It operates in the conventional sense: moving the lever
forward increases engine power.
Additional engine controls include a conventional key-type ignition
switch with OFF, R, L, BOTH, and a spring-loaded START position, and
two lever-lock type switches to control primary and secondary power to
the FADEC system.
The Teledyne Continental Motors IOF-240B engine installed in the Lib-
erty XL2 is equipped with a “PowerLink (tm)” Full Authority Digital En-
gine Control system (FADEC) manufactured by the Aerosance Corpora-
tion.
This system controls both ignition and fuel delivery functions for the en-
gine, thus replacing conventional components such as magnetos
(ignition) and carburetor or typical fuel injection system (fuel delivery).
Advantages of the FADEC system include digitally controlled and opti-
mized spark timing and duration and digitally controlled fuel delivery to
each cylinder. FADEC incorporates closed-loop feedback for each indi-
vidual cylinder to maximize both power output and fuel economy. In ad-
dition, the FADEC provides single-lever power control and optimized
engine parameters for all operating modes including startup, idle, take-
off, climb, cruise, descent, and landing.
ENGINE INDICATING - VM1000

All engine instruments in the Liberty XL2 are consolidated onto the
VM1000, a single electronic display on the lower left instrument panel.
They include RPM, percent power, manifold pressure, oil pressure and
oil temperature, fuel pressure, electrical system voltage and alternator
output amperage, and individual graphic display of exhaust gas tem-
perature (EGT) and cylinder head temperature (CHT) for each cylinder.
The engine instrument display is powered by the airplane primary electri-
cal system via the “VM1000FX” circuit breaker.
Five push buttons (buttons 1 through 5, from left to right) below the dis-
play panel control various functions. The VM1000FX will provide the
pilot a “flashing signal” signifying an out-of-limits condition for any engine
parameter that it monitors.
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Tachometer
The tachometer system provides both a full sweep graphic analog dis-
play and a four place digital display. Color range marks provide a quick
reference to monitor normal, caution and red line engine RPM. The dig-
its in the center of the tachometer read engine speed with a resolution of
1 RPM. Allow about 3 seconds for RPM indications to stabilize after
RPM changes.
A warning alert activates whenever the engines redline is reached. The
RPM display will flash until this condition is corrected. When the engine
is not running, the tachometer digital display reads the total accumulated
engine hours to a maximum of 5999.9 hours. Engine hours are accumu-
lated any time RPM is greater than 1500.
Figure 7-18 Engine Indicating - VM1000
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Percent Power
Percent power is displayed by both a full sweep graphic display and a
digital display. The digital display also gives a numeric reading of per-
cent power. The color range marks provide a quick reference to monitor
changes in power. Percent power information is useful during all stages
of flight and can be used as a guide when setting cruise power.
The percent power gauge shows the current power output of the engine
in percentage of brake horsepower. The range of the indicator is 0 -
100. The maximum percent power is 100 and a warning will activate
whenever this value is reached or exceeded.
Manifold Pressure Gauge

The manifold pressure system provides both a full sweep graphic analog
display and a three place digital display with resolution to 0.1 in. Hg.
The full sweep graphic display resolution is 1" in. Hg. The color range
marks provide a quick reference to manifold pressure when making
rapid power changes.
Oil Pressure and Temperature

Both oil pressure and oil temperatures are displayed continuously in two
separate full sweep graphic and digital areas.
As oil pressure rises, the graph size increases proportionately. The digi-
tal display reads out in 1 PSI increments to a maximum of 99. A warning
alert activates whenever the engine’s oil pressure redline is reached.
The display will flash until this condition is corrected.
Oil temperature is displayed both graphically and digitally. As oil tem-
perature rises, the graph size increases proportionately. The digital dis-
play reads out in 1 degree Fahrenheit increments to a maximum of 300
degrees. If the oil temperature rises above redline, the system captures
the event and the display is flashed until the problem is corrected.
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Cylinder Analyzer Operation - CHT and EGT

The engine analyzer system displays all cylinder information (cylinder
head temperature and exhaust gas temperature) both graphically and
digitally and is referred to as the diamond graph display. Color refer-
ence marks are provided for cylinder head green, yellow, and redline
temperatures.
The default mode for the diamond graph display is the normal mode. In
this mode the system displays CHT between the green, yellow and red
range marks, left to right, cylinders 1 through 4. EGT graphics are dis-
played above the CHT redline marks. A defective CHT or EGT probe
will leave the respective graph blank. A flashing CHT graph indicates a
cylinder is too hot or is being shock cooled.
The high resolution mode is selected by pressing button 1 while in the

normal mode. In this mode the entire diamond graph display is tempo-
rarily used for high resolution monitoring of EGT. The display can be
returned to the normal mode by pressing button 1 again. Notice that left
and right brackets appear on the sides of the graphs when in high reso-
lution mode.
The digital display shows the temperatures for each EGT and CHT pair
and periodically shows the cylinder number (i.e. E1 C1). A warning
message is shown if a cylinder has reached red line temperature (i.e. H2
for hot cylinder 2), or is being shock cooled (i.e. C3 for cooled cylinder
3). The default for the digital display is peak display mode (i.e. P1
means cylinder 1 EGT is the hottest, H3 means cylinder 3 CHT is the
hottest). Select any combination by pressing button 2 as described be-
low.
Display Mode Cylinder Numbers Probes Displayed
Cyl. 1 Pair E1 C1 EGT 1 & CHT 1
Peak Mode P# C# Max EGT/CHT
(Highest EGT and CHT may not be from the same cylinder)
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Electrical System Monitoring

The VM1000 displays volts and amps both graphically and digitally.
Color range marks provide a reference for levels. For a more detailed
description of the operation of the voltmeter and ammeter, refer to Elec-
trical System later in this section.
VM1000 Autotrack System Operation

The 'Autotrack' system is designed to reduce pilot workload by monitor-
ing engine parameters for deviations. Subtle changes may occur in en-
gine parameters that can precede major problems. 'Autotrack' provides
automatic alerts if such changes occur, allowing the pilot to analyze the
situation and take appropriate action.
When to use 'Autotrack':
• Climb - Activate during climb to alert periodically as CHT and/

or Oil Temperature increases.
• Cruise - Activate during cruise to alert if any parameter begins

to drift from the selected starting point.
• Descent - Activate during descent to alert to increasing

manifold pressure.
How to use 'Autotrack':
Step 1. STABILIZE the aircraft. Set up desired power (RPM and

manifold pressure). Allow the engine time to stabilize
(i.e., engine temps and pressures, etc.).
Step 2. Press 'BUTTON 3'. The 'Autotrack' indicator will activate

in the display and the system will begin tracking the
engine's performance from this point.
The 'Autotrack' system is now armed and monitoring for engine deviation
from the values present when it was activated. To cancel, simply press
'BUTTON 3' again to extinguish the 'Autotrack' indicator. Re-arm again
at any time.
NOTE
Any important alert condition, (i.e., low oil pressure, high CHT, etc.)
automatically cancels 'Autotrack' mode.
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'Autotrack' alert indications:

If any engine parameter deviates beyond the initial set point, the system
will flash the corresponding graphic display and the 'AUTOTRACK' indi-
cator.
If the deviation is large enough, a graphic pointer (circular sweep dis-
plays only) will show where the parameter was before the deviation oc-
curred. This allows the pilot to evaluate the magnitude of the deviation
and take appropriate action.
To shut off the alert condition, return the parameter to its previous value
(example: adjusting manifold pressure due to a climb) or simply press
'BUTTON 3' to shut off the ‘AUTOTRACK’ system.
VM1000 Flight Data Recorder System Operation

The integrated engine instrument display incorporates a Flight Data
Recorder that stores certain engine operating parameters for each
flight.
Data may be retrieved from the Flight Data Recorder in-flight or after
shutdown. It will be retained, even when the airplane electrical power
is removed, until overwritten by the next flight.
Minimum and maximum values are automatically recorded during the
flight and can be reviewed at any time before the next flight. Actual
time the engine is running is also recorded for all the time above 1500
RPM.
How to use 'Flight Data Recorder':
1. Press 'BUTTON 5'. The first set of data displayed is flight minimums
encountered (i.e., lowest oil pressure, lowest voltage, amperage, etc.).
The RPM digital display shows the actual flight hours and tenths
2. Press 'BUTTON 5' again. The next set of data is flight maximums
encountered (i.e., max CHT, max Oil Temp, max RPM, etc.).
3. Press 'BUTTON 5' again. The Flight Data Recorder display is shut off.
This will also occur in approximately 20 seconds if no button is pressed.
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VM1000 Additional Functions

Pressing and holding Button 1 while initially applying power to the
engine instrument display system (turning airplane master switch ON)
changes the graphic display from “sweep” mode, in which all pointer
segments up to and including the currently displayed value are visible, to
“pointer” mode, in which only the single pointer segment closest to the
current value is displayed. The system will retain the chosen mode until
it is changed by once again pressing and holding Button 1 during power-
up.
Button 4 is used in conjunction with fuel flow indicating modes. Both this
button, and the fuel flow and totalizer features, is not implemented in this
installation.
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PROPELLER
The Liberty XL-2 is equipped with a two-blade fixed pitch wood / fiber-
glass propeller, model W69EK7-63G manufactured by the Sensenich
Corporation. Standard propeller diameter and pitch are 69 x 63 inches.
The propeller is secured to the engine shaft extension by six bolts bear-
ing on a crush plate on the forward side of the propeller hub. Torque
values for these bolts should be checked after initial 25 hours of opera-
tion, and 50 hours there after, or more frequently if the airplane has
been moved from humid to dry conditions. Consult the Aircraft mainte-
nance manual for details on torqueing procedures.
A spinner is secured to the propeller by forward and rear spinner bulk-

heads.
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FUEL SYSTEM
The Liberty XL-2 airframe fuel system incorporates a fuselage-mounted
fuel tank, fuel strainer assembly (“gascolator”), electric fuel boost pump,
cockpit fuel shutoff valve, and associated plumbing. There are no fuel
tanks installed in the wings.
Additional fuel system components installed on the engine include an

engine-driven fuel pump, fuel distribution manifold, inline fuel filter, and
fuel injection nozzles.
Figure 7-19 Aircraft Fuel System
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FUEL BOOST PUMP AND SWITCH

Operation of this pump can be selected automatically by the engine
FADEC system, or manually by the pilot using the Boost Pump Mode
Switch (BPMS) on the instrument panel. Automatic (FADEC controlled)
operation is controlled via a fuel pump relay. Manual operation (BPMS
“ON” position) bypasses the relay and powers the electric fuel pump di-
rectly. The boost pump mode switch is a three position switch and is
located in the middle of the lower center console.
FUEL QUANTITY INDICATOR

The fuel indicating system includes a capacitance-type probe in the fuel
tank and an indicator on the left instrument panel. The capacitance
probe has no moving parts. The fuel indicating system is powered by the
airplane electrical system via the Fuel Contents circuit breaker.
FUEL SHUTOFF VALVE

The fuel shutoff valve is installed at the rear of the cockpit center con-
sole and has OFF and ON positions. The button in the center of the
valve handle must be lifted to allow the valve to be moved to the OFF
position.
The fuel tank sump drain valve is the press-to-open type. It is located at
the bottom of the fuel tank, and is accessible via an opening in the fuse-
lage belly fairing. If the valve is rotated after opening, it will remain open
to allow aircraft de-fueling.
An additional valve of the same type, accessible through a similar open-

ing slightly farther forward in the fuselage belly fairing, allows fuel and
any accumulated water or sediment to be drained from the fuel system
strainer (“gascolator”).
CAUTION
Both fuel drain valves are installed in the system between the fuel
tank and the fuel shutoff valve. Thus, all tank contents may be
drained from either valve regardless of shutoff valve position.
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FUEL VENTING
The fuel system is vented to the atmosphere via a vent line extending
from the fuel vent/return fitting at the top of the tank to a labeled opening
in the bottom of the fuselage. This vent is considered non-icing.
Figure 7-20 Fuel Drain and Vent Locations
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ELECTRICAL SYSTEM
PRIMARY BATTERY
The primary battery is of the recombinant-gas type and has a nominal
capacity of 24 ampere-hours (Ah). It provides power for engine starting,
is a backup source of power in case of alternator failure, and helps
damp electrical system fluctuations. The primary battery is connected to
the airplane electrical system (with the exception of the engine starting
circuit) via a 70-ampere circuit breaker. It is secured to a battery and
electrical equipment shelf in the aft fuselage which is accessible by re-
moving the aft baggage compartment closeout. This type of battery is
considered maintenance-free.
SECONDARY BATTERY
The secondary battery, is of the maintenance-free recombinant-gas
type, has a nominal capacity of 12-ampere hours (Ah), and is secured to
the battery and electrical equipment shelf in the aft fuselage. Its purpose
is to provide emergency backup power to the engine FADEC system,
Attitude Indicator, and Turn Coordinator in the event of loss of primary
power (alternator and primary battery). As such, its output is entirely
dedicated to the FADEC B system and back up flight instruments
(Attitude Indicator and Turn Coordinator). The secondary battery will
operate the FADEC B system for up to 60 minutes after loss of all other
aircraft power under worst-case conditions (high engine RPM and fuel
flow requirement).
During normal electrical system operation the secondary battery is con-
tinually recharged by the airplane primary electrical system via the
SPSC (Standby Power Source Circuit) circuit breaker
WARNING
The secondary battery does not power the airplane electric fuel
pump. Simultaneous loss of airplane primary electrical power and
the engine driven fuel pump will result in engine stoppage.
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Figure 7-21 Electrical Block Diagram
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ALTERNATOR SYSTEM
The primary source of power for the airplane electrical system is a 60-
ampere alternator installed on the right forward side of the engine and
driven by a V-belt installed around a pulley on the main engine shaft.
An alternator control unit (ACU) controls the output of the alternator to

maintain voltage and current within its operating limits. The ACU pro-
vides over voltage protection, and will automatically disconnect the alter-
nator from the airplane electrical system if output voltage exceeds 15
VDC. If the over voltage was momentary, the ACU may be reset by cy-
cling the ALT half of the airplane master switch OFF, then ON.
MASTER SWITCH
A two-part “split” master switch controls application of battery and alter-
nator power to the airplane main electrical distribution bus. Moving the
BATT half of the switch to the ON position completes a circuit to ground
the coil of the primary battery contactor (relay) installed on the battery
and electrical equipment shelf, closing the contactor and connecting the
battery to the airplane electrical system.
Moving the ALT half of the switch to ON completes the circuit from the 5-
ampere ALT FIELD circuit breaker on the main distribution bus to the
alternator control unit (ACU), thus energizing the alternator. The BATT
and ALT sections of the master switch are mechanically interconnected
such that the BATT switch must be ON in order for the ALT switch to be
ON, thus ensuring that the battery will be connected to the main distribu-
tion bus any time the alternator is in operation. However, the ALT sec-
tion of the switch may be turned OFF while the BATT section remains
ON, allowing the alternator to be turned off while the battery continues to
provide power to the electrical system.
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AVIONICS POWER SWITCH

All avionics units installed in the Liberty XL-2 receive power from individ-
ual circuit breakers on the avionics bus. This bus is connected to the
main distribution bus via a 25-ampere circuit breaker and a master avi-
onics relay.
The master avionics relay is controlled by the panel-mounted avionics

master switch and is of the “fail operational” type, i.e., the relay is of the
normally closed type. When power is applied to the airplane main distri-
bution bus and the avionics master switch is in the OFF position, the
relay is energized to the open position, thus removing power from the
avionics bus. When the avionics master switch is moved to the ON posi-
tion, the avionics master relay relaxes to its normally closed position,
applying power to the avionics bus. Failure of the relay or the avionics
master switch will also result in power being applied to the avionics bus;
in this instance, individual avionics units can still be de-powered by op-
eration of their individual ON-OFF switches.
VOLTMETER / AMMETER
Voltmeter and ammeter functions are provided as part of the Integrated
Engine Instrument Display System, described briefly earlier in this sec-
tion.
Both the voltmeter and ammeter display include an analog (pointer) and
digital indication. Each has an alarm function, which will cause the dis-
play to flash in case of operation outside the normal range.
Voltage is displayed both graphically and digitally. Color range marks

provide a reference for voltage levels. As voltage rises, the graph size
increases proportionately. The system has a built-in warning system
that flashes the graph when system voltage is out of nominal range
(either too low or too high).
The ammeter is a load meter type device, i.e., it displays the amount of
current delivered by the alternator to the main distribution bus. In case of
alternator failure, the rate of battery discharge will not be displayed.
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Amperage is displayed both graphically and digitally. Color range marks

provide a reference for amperage levels. As amperage rises, the graph
size increases proportionately. The digital readout displays amperage at
1 amp resolution.
The ammeter functions as an 'alternator load meter' displaying current
flow FROM the alternator TO the aircraft electrical system. Selection of
large electrical load items should cause an increase in ammeter indica-
tion.
The system has a built-in warning that flashes if alternator output ex-
ceeds preset limits. This may occur at very low engine idle speeds on
the ground, and is considered normal under those circumstances.
ALT FAIL ANNUNCIATOR

An amber ALT FAIL annunciator on the instrument panel illuminates to
indicate that the alternator is not delivering power to the airplane electri-
cal system.
If the alternator has been automatically disconnected due to a momen-

tary over voltage condition, it may be reset by cycling the ALT side of the
airplane master switch OFF, then ON. If the alternator comes back
online, the annunciator will extinguish. Continued illumination of the ALT
FAIL annunciator indicates that the alternator has failed, and the air-
plane should be landed as soon as practicable to avoid loss of primary
electrical power to the engine and FADEC system.
CAUTION
Reduce electrical load and turn off all unnecessary electrical equip-
ment after alternator failure. If primary power cannot be brought
online, the FADEC system will draw power from the backup battery
once the aircraft’s primary battery discharges to a level near or be-
low the backup battery. FADEC backup battery will power the
FADEC for up to 1 hour. The time the aircraft is operating on
backup battery should be counted from the time the PPWR FL lamp
comes on the HSA panel. Land as soon as practical.
A push-to-test switch is provided to test the ALT FAIL annunciator. This

switch tests the annunciator lights only, not the warning circuitry in the
ACU.
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CIRCUIT BREAKERS AND FUSES

Most electrical circuits in the Liberty XL-2 are protected by circuit break-
ers on the main distribution bus and avionics bus. These circuit breakers
will trip (“pop”) if the associated circuit is overloaded. They can be manu-
ally tripped by pulling the circuit plunger.
To reset a tripped circuit breaker, wait a few moments for the circuit
breaker to cool, then push its plunger in. If it trips again, do not make
further attempts to reset it in-flight; notify maintenance.
Some non-critical circuits are protected by fuses installed at various lo-
cations in the airplane. Fuse holders may be either the panel-mount or
inline type. Refer to the following table for fuse locations, circuits, and
ratings.
Fuse Device Fuse Fuse

no. (circuit) location rating
At Battery
1 Clock 1 Amp
Relay
At Backup
2 FADEC B Power 10 Amp
Battery
Alternator Fail Annun-
3 At Alternator 5 Amp
ciation
Starter Engaged An- At Starter
4 1 Amp
nunciation Relay
At Starter
5 Avionics Relay Coil 1 Amp
Relay
VM1000 FX Voltage Behind Circuit

6 2 Amp
Sense Breaker Panel
At Battery
7 Voltage Regulator 1 Amp
Relay
Table 7-1 Fuse Locations
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EXTERIOR LIGHTING
Exterior lighting includes combination position and strobe (anticollision)
lights on each wingtip and a landing/taxi light installed in the airplane
nose.
Each of the two position and strobe light units includes a red (left wing)
or green (right wing) position light visible from forward and from the side,
a white position light visible from the side and the rear, and a strobe light
visible through over 180 degrees on each side of the airplane.
The position lights are controlled by an instrument panel switch and
powered by the airplane electrical system via the POSITION LIGHTS
circuit breaker.
The strobe lights are powered by a high voltage power supply installed
on the battery and electrical equipment shelf in the aft fuselage. Primary
DC power to the power supply is controlled by an instrument panel
switch and provided by the STROBE LIGHTS circuit breaker.
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INTERIOR LIGHTING
Interior lighting includes internal illumination of many primary flight in-
struments, post lighting of additional instruments, internal lighting of the
integrated engine instrument display, and an overhead LED floodlight.
In addition, internal and panel lighting is provided for optional avionics
equipment and indicators.
All interior lighting except the overhead floodlight is powered by the air-
plane electrical system via the LIGHTING circuit breaker. The overhead
light is powered via the HEADSET / OH LIGHT 3-ampere fuse.
The internal lighting for some instrument lights and legends is provided
by electro-luminescent devices operating on small amounts of 120 VAC
current. This current is provided by a solid-state inverter. Other internal
instrument lighting uses low-voltage DC. Power to both the primary in-
put of the inverter, and to the low-voltage lights, is regulated by the IN-
STRUMENT LIGHT dimmer on the instrument panel.
Internal lighting for the integrated engine instrument display is provided
by an integral electro luminescent panel. This panel is powered by a
separate small inverter integral to the engine display’s remote process-
ing unit. Variable voltage to the input of this inverter, as well as to the
post lights and the internal lighting of optional avionics equipment, is
regulated by the POST LIGHTS dimmer on the instrument panel.
The overhead LED floodlight is controlled by an on-off switch adjacent to
the light.
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CABIN VENTILATION
Two NACA-type flush inlets on either side of the fuselage admit ambient
air to adjustable cooling vents in the cabin sidewalls. The direction of
these vents can be adjusted by the pilot and passenger, and their airflow
can be regulated or turned off.
An operable vent and clear vision window is installed in each of the

cabin door / window units.
STALL WARNING SYSTEM

A stagnation probe (stall warning vane) on the left wing leading edge is
wired to a warning device installed behind the instrument panel. The
device will sound approximately 5 to 10 knots above airplane stalling
speed to warn the pilot of an impending stall.
The stall warning system is powered by the airplane primary electrical

system via a 1-ampere circuit breaker.
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PITOT-STATIC SYSTEM
The pitot-static system provides pitot and static air pressure to operate
the airspeed indicator, altimeter, vertical speed indicator, and optional
altitude encoder.
A combination probe installed below the left wing provides pitot (total)
pressure to the airspeed indicator and static pressure to all the pneu-
matically operated instruments. Drain loops in the pneumatic lines to
both the pitot and static connections on the probe serve to prevent any
ambient moisture from blocking the system or damaging any instru-
ments. If necessary to drain these loops, they are accessible when the
fuselage belly fairing is removed.
AIRSPEED INDICATOR
The airspeed indicator is a pneumatic instrument operated by pitot and
static pressure. It registers indicated airspeed (IAS) in knots, and re-
quires no aircraft power for operation. It is located in the upper left posi-
tion of the “standard T” layout. (See Figure 7-22).
ALTIMETER
The altimeter is a pneumatic instrument operated by static pressure. It
indicates airplane altitude above mean sea level (MSL) by means of
three hands. The largest hand indicates hundreds of feet; the smaller
hand indicates thousands of feet; and the smallest hand (a narrow line
from the center of the instrument to an inward-pointing triangle at the
edge of the instrument) indicates tens of thousands of feet.
A setting knob at the 7 o’clock position and a setting window (“Kollsman

window”) at the 3 o’clock position allow the altimeter to be set to the lo-
cal barometric pressure. It is recommended that rotation of the baromet-
ric adjustment results in a movement of both the pressure setting scale
and the altimeter pointers. The altimeter reading should be compatible
with the setting on the barometric adjustment scale.
The altimeter requires no aircraft power for operation and is located at

the top right of the “standard T” layout. (See Figure 7-22).
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VERTICAL SPEED INDICATOR

The vertical speed indicator is a pneumatic instrument, operated by
static pressure that indicates airplane vertical speed, in feet per minute,
up to 1000 FPM for either a climb or descent. Vertical rates in excess of
this value will “peg” the indicator, but will not cause damage. Normal
indication will resume when airplane vertical speed is within the instru-
ment’s normal operating range.
The Vertical Speed Indicator does not require any aircraft power for op-
eration. It is installed in the lower right position of the “standard T” layout.
(See Figure 7-22).
Figure 7-22 Primary Instrument Panel
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PITOT HEAT SWITCH

The pitot heat switch is located to the left of the Battery/Master switch.
Activation of the switch applies power to the heater core in the pitot
blade. The light on the switch indicates power is being supplied to the
switch. Use of pitot heat is only recommended in suspected icing condi-
tions.
PITOT HEAT LIGHT

Above and slightly to the left of the pitot heat switch is the pitot heat an-
nunciator light. The single LED illuminates when there is a malfunction
with the pitot heat system with the pitot heat switch ON. The light can be
tested and adjusted for bright or dim operation using the switch directly
to the right of the indicator.
ALTERNATE STATIC SOURCE

The alternate static source is a redundant system to the pitot blade static
port. It is used when the blade static source has become inoperative for
some reason. It is located to the left of the center console, above the
pilots right knee, under the edge of the instrument panel. When the pilot
selects the alternate static source, the instruments relying on the static
pressure may operate slightly differently (Refer to Section 5 for calibra-
tion chart).
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AVIONICS AND NAVIGATION

MAGNETIC COMPASS
A magnetic compass is installed near the top of the windshield. No air-
craft power is required for operation of the compass. Internal compass
lighting is controlled by the dimmer.
ATTITUDE INDICATOR
The attitude indicator (“gyro horizon”) is a gyroscopic instrument that
indicates the pitch and bank attitude of the airplane. It is electrically pow-
ered by the airplane primary electrical system via the “ATTITUDE
GYRO” circuit breaker.
An adjustment knob at the 6 o’clock position allows the miniature air-

plane in the instrument display to be positioned vertically to compensate
for changes in aircraft cruise pitch attitude and/or pilot eye position.
A red flag appears to warn the pilot of either a loss of electrical power or
insufficient rotational speed of the gyro wheel. Thus, when power is first
applied, up to one minute may elapse before the flag is removed from
view. The flag will appear immediately when power is removed. The in-
strument may continue to provide usable attitude indications for up to 2
minutes after power is removed.
The attitude indicator is located in the top center position of the

“standard T” layout. (See Figure 7-22).
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DIRECTIONAL GYRO
The directional gyro, or heading indicator, is a gyroscopic instrument that
registers aircraft heading. It is electrically powered by the airplane pri-
mary electrical system via the “DIRECTIONAL GYRO” circuit breaker.
A “push to turn” adjustment knob at the 7 o-clock position allows the in-
strument to be set to correspond with the magnetic compass. This ad-
justment must be made by the pilot upon initial startup of the gyro, and
at intervals thereafter to compensate for drift and precession.
A red flag appears to warn the pilot of either a loss of electrical power or
insufficient rotational speed of the gyro wheel. Thus, when power is first
applied, up to one minute may elapse before the flag is removed from
view. The flag will appear immediately when power is removed. The in-
strument may continue to provide usable heading indications for up to 2
minutes after power is removed.
The directional gyro is installed in the lower center position of the
“standard T” layout. (See Figure 7-22).
TURN COORDINATOR
The turn coordinator is a gyroscopic instrument that registers aircraft
rate of turn. A tilted rate gyro is used so that the initial bank used to be-
gin a turn will also be displayed on the turn coordinator. In a standard
rate turn (3 degrees/sec) the wingtips of the miniature airplane in the
instrument will be aligned with the white index marks.
The turn coordinator gyro is electrically powered by the airplane primary
electrical system via the “TURN COORD” circuit breaker. A red flag ap-
pears to warn the pilot of loss of electrical power.
A weighted ball, moving in a curved tube filled with damping liquid, indi-
cates aircraft coordination or displacements about the longitudinal axis.
The ball requires no aircraft power.
The turn coordinator is located at the lower left of the “standard T” layout
(See Figure7-22).
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AUDIO SYSTEM
The Garmin GMA 340 audio control panel, is located in the top position
of the avionics stack and protected by a 5 amp circuit breaker labeled
AUDIO. It provides audio amplification, audio selection, marker beacon
control, and a voice activated intercom system for headsets and micro-
phones. The system allows audio switching for up to three transceivers,
COM 1, COM 2, and COM 3, and five receivers, NAV 1, NAV 2, ADF,
DME, and MKR. Push buttons select the receiver audio source provided
to the headphones. A fail safe mode connects the pilot headphone and
microphone to COM 1 if power is removed or if the Mic selector switch is
turned off.
Headset and Microphone Installation
The airplane is equipped with provisions for two headsets with inte-
grated microphones. The microphone headsets use a remote push to
talk switch located on the top of the pilot and co-pilot/passenger control
sticks. The headset and microphone (MIC) power jacks are located in
the headliner above and behind the pilot, co-pilot/passenger seats. Au-
dio for both headsets is controlled by the individual audio selector
switches on the audio control panel and adjusted for volume level by
using the selected receiver volume controls. A music input jack is also
provided.
Figure 7-23 Garmin GMA 340 Audio Panel
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GPS NAVIGATION
The airplane can be equipped with two GPS navigation instruments, the
Garmin GNS 530, and/or the Garmin GNS 430. When equipped, the
GNS 530 is the primary system, and is coupled to the upper CDI. It is
equipped with an upgradeable GPS, Com, VOR, LOC, and glideslope
with a color moving map. The GNS 530 has a 5 inch color display for
pilot information, and all function keys, power switches, MSG, Nav status
annunciators, and Jeppesen NavData port in the front panel. The GNS
530 is powered by the aircraft electrical system at 12 Vdc, and is con-
nected to the forward upper combination GPS/COM antenna located on
the top of the airplane fuselage.
Figure 7-24 Garmin GNS 530
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The Garmin GNS 430 GPS/NAV/COM has most of the same features
as the GNS 530, but in a smaller unit. It is powered by the aircraft elec-
trical system and is connected to the aft most combination GPS/COM
antenna, on the upper aircraft fuselage. The GNS 430 is coupled with
the lower CDI.
Figure 7-25 Garmin GNS 430
Figure 7-26 Avionics Stack with Optional Equipment
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COMMUNICATION (COM) TRANSCEIVER

Two VHF communications (COM) transceivers can be installed to pro-
vide VHF communication. The transceivers and controls are mounted in
the Garmin GNS 530 when equipped, and GNS 430. The transceivers
receive all narrow and wide band VHF transmissions transmitted within
the range of the frequency. The signal is picked up through the anten-
nas, routed through cabling to the GMA 340 audio panel for distribution
to the headsets.
COM1 is assigned to the GNS 530, with COM2 assigned to the GNS
430. Both transceivers have an active and standby frequency indication,
frequency memory storage, and knob operated frequency selection.
They provide either 720 channel (25 kHz spacing), or 2280 channel
(8.33 kHz spacing) operation in a frequency range from 118.00 to
136.975 Mhz. Circuit breakers are 10 Amp each, and labeled COM1
and COM2.
NAVIGATION (NAV) RECEIVER

The Garmin GNS 530 (when equipped), and GNS 430 provide an inte-
grated navigation receiver with VHF Omnirange/Localizer (VOR/LOC)
and glideslope (G/S) capability. The VOR/LOC receivers operates on a
frequency range from 108.000 Mhz to 117.950 Mhz with 50 kHz spacing.
The glideslope operates from 329.150 to 335.000 Mhz in 150 kHz
steps. The receivers provide active and standby frequency indication,
frequency memory storage, and knob operated frequency selection.
IDENT audio output for the VOR and LOC is provided to the audio sys-
tem. The NAV antenna is mounted on top of the vertical tail. Two 5
Amp circuit breakers are labeled Nav1 and Nav2.
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TRANSPONDER
The airplane is equipped with a single Garmin GTX 327 ATC Mode C
(identification and Altitude) transponder with squawk capability. The
transponder system consists of the integrated receiver,/transmitter con-
trol unit, an antenna, and an altitude digitizer. The receiver/transmitter
receives interrogations from a ground based secondary radar transmit-
ter, and then transmits to the interrogating ATC center. Digitized altitude
information is provided by an altitude digitizer (encoder) plumbed into
the airplane static system. The transponder control provide active code
display, code selection, IDENT button and test functions. The display is
daylight readable and protected by a 3 amp circuit breaker, labeled
TRANS. The transponder antenna is located on the under side of the
fuselage just aft of the belly panel.
Figure 7-27 Garmin GTX 327
HOUR METER
The airplane is equipped with an hour meter to record engine operating
time. The hour meter is located in the lower right side of the circuit
breaker panel, and is protected by a 1 amp fuse. It is tied between the
engine oil pressure switch and the main aircraft power buss.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 7 - 59
DIGITAL CLOCK / OAT

A digital electric clock is installed in the instrument panel below and a
little to the left of the turn coordinator. It is powered directly from the air-
plane battery, via a remote 1-ampere fuse, so that it continues to keep
correct time when the airplane electrical system is not energized. A digi-
tal Outside Air Temperature gauge is integrated in the digital clock. The
clock also integrates a voltmeter. To switch the display between Volts
and OAT, push the center top button. The clock functions are controlled
using the bottom two buttons.
EMERGENCY LOCATOR TRANSMITTER

A self-contained Emergency Locator Transmitter (ELT) is installed aft of
the mid-fuselage bulkhead and is accessed through the baggage bay
closeout. It will function automatically in the event of sudden impact or
excessive deceleration forces and will broadcast an internationally rec-
ognized distress signal on frequencies of 121.5 MHz and 243.0 MHz for
a minimum of 72 hours after activation. The ELT has a dedicated crash-
resistant antenna (flexible whip) installed on the upper fuselage.
Figure 7-28 Ameri-King Corp. AK-450 ELT
Forces generated by hard landings, taxiing over rough surfaces, inadver-

tent bumps during ground handling, minor “hangar rash” collisions, etc.,
may be sufficient to activate the ELT. It is good practice to monitor 121.5
MHz before engine shutdown to ensure that the ELT is not operating.
An annunciator and switch on the instrument panel monitor and control
operation of the ELT. A flickering annunciator light indicates that the ELT
is operating.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 7 - 60 Rev. C Dated: 7/26/2005
ELT batteries must be replaced every 12 months, or earlier if prior to

battery expiration date, or sooner if the ELT fails an operational check.
The battery expiration date shall be marked externally on the ELT case.
Only the Duracell MN1300, or PC 1300, “D” size, Alkaline Manganese
Dioxide batteries (six required) are approved for the main unit. The
Duracell DL 1/3 NB, Lithium Cell battery, is approved for the remote unit
(one required).
NOTE
Avoid unnecessary ELT operational checks, as any operation of the
ELT reduces its battery life.
Figure 7-29 ELT Location
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Rev. C Dated: 7/26/2005 Page 7 - 61
ELT OPERATIONAL CHECK

(PER FAA ORDER 7310.3s, Chapter 3-3-7)
ELT operation on 121.5 MHz and 243 MHz may be tested for no more
than three sweeps of the distress tone and only during the first five min-
utes of each hour.
a. Place cushioned support under the fuselage next to the rear
access panels.
b. Remove aft baggage compartment closeout to access ELT.
c. Disconnect ELT antenna coaxial cable from fitting on ELT unit.
d. Turn on BAT/MASTER and AVIONICS MASTER switches.
e. Tune COM receiver to 121.5 MHz and ensure receiver audio is
selected to headphones.
f. During time period from 00 to 05 minutes past any hour, press
ELT “ON” button.
g. Monitor headphones for no more than 3 sweeps of ELT tone.
h. Press ELT “RESET” button. Verify that tone ceases and light in
ELT annunciator panel extinguishes.
i. Turn off BAT/MASTER and AVIONICS MASTER switches.
j. Reconnect ELT antenna coaxial cable
k. Replace aft baggage compartment closeout.
l. Make required entry in aircraft records.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Page 7 - 62 Rev. C Dated: 7/26/2005
XL2 AIRPLANE HANDLING, SERVICE, & MAINTENANCE
SECTION 8
AIRPLANE HANDLING, SERVICE, AND MAINTENANCE
TABLE OF CONTENTS
Introduction ............................................................................ 8 - 3
Identification Plate.................................................................. 8 - 3
Liberty Owner Advisories....................................................... 8 - 3
Publications............................................................................ 8 - 4
Airplane File ........................................................................... 8 - 5
Airplane Inspection Periods ................................................... 8 - 6
Liberty Inspection Programs .................................................. 8 - 6
Preventative Maintenance ..................................................... 8 - 7
Alterations or Repairs ............................................................ 8 - 7
Ground Handling.................................................................... 8 - 8
Towing ............................................................................. 8 - 8
Parking ............................................................................ 8 - 9
Tie-Down ....................................................................... 8 - 10
Jacking................................................................................. 8 - 10
Leveling................................................................................ 8 - 11
Flyable Storage.................................................................... 8 - 12
Servicing .............................................................................. 8 - 13
Oil .................................................................................. 8 - 13
Fuel................................................................................ 8 - 16
Landing Gear................................................................. 8 - 17
Cleaning and Care ............................................................... 8 - 17
Windshield and Windows .............................................. 8 - 17
Painted Surfaces ........................................................... 8 - 18
Propeller Care ............................................................... 8 - 18
Engine Care................................................................... 8 - 19
Interior Care................................................................... 8 - 19
Snow and Ice Removal ................................................. 8 - 19
P/N 135A-970-005 FAA APPROVED: 2/19/2004

AIRPLANE HANDLING, SERVICE, & MAINTENANCE XL2
FAA APPROVED: 2/19/2004 P/N 135A-970-005

INTRODUCTION
This section contains recommended procedures for proper ground han-
dling and routine care and servicing of your Liberty XL2. It also identi-
fies certain inspection and maintenance requirements that must be fol-
lowed to maintain aircraft performance and dependability. A planned
schedule of lubrication and preventative maintenance is recommended,
based on both required intervals and special climatic or operational con-
ditions you may encounter.
INDENTIFICATION PLATE
Your Liberty XL2 is uniquely identified by information stamped into a
metal plate permanently affixed to the left rear fuselage. This informa-
tion includes the airplane, serial number, Production Certificate number,
Type Certificate number, and date of manufacture.
LIBERTY OWNER ADVISORIES

Liberty Aerospace, Inc. is committed to continually advising owners and
operators of Liberty airplanes to inform them about mandatory and/or
recommended aircraft service requirements and product changes.
United States Owners

If your airplane is registered in the United States, appropriate Liberty
Owner Advisories will be mailed to you automatically according to the
most current owner name and address under which the airplane is regis-
tered with the FAA. If you wish advisories mailed to an alternate (or ad-
ditional) address(es), please contact Liberty Aerospace, by mail or via
the internet at www.libertyaircraft.com.
International Owners
To receive ongoing Liberty Owner Advisories, please contact Liberty
Aerospace, Inc., by mail or via the internet at www.libertyaircraft.com.
Subscriptions to Liberty Owner Advisories are normally valid for one
year, and can be extended by filling out an Owner Advisory Application
or renewal notice.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

PUBLICATIONS
Several publications are furnished with the airplane upon initial delivery
from the factory. These include:
• This FAA Approved Airplane Flight Manual (AFM)
• Liberty Model XL2 Equipment List
• Pilot Checklist
• Passenger Briefing Card
• Liberty Sales and Service Directory
The following additional publications are available from Liberty Aero-
space, Inc.:
• Liberty Model XL2 Equipment List (Standard equipment, not refer-
enced to an individual airplane).
• A Pilot Information Manual (a duplicate of the AFM, but not kept cur-
rent or referenced to an individual airplane).
• An FAA Approved Maintenance Manual.
• An Illustrated Parts Catalog
NOTE
An Airplane Flight Manual (AFM) which has been lost or destroyed
may be replaced by contacting Liberty Aerospace, Inc. Since the
AFM is identified for a specific airplane, an affidavit including the
owner’s name, airplane serial number, and airplane registration
number is required.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

AIRPLANE FILE
Miscellaneous data, information, and licenses may be part of the air-
plane file. The file should periodically be checked to ensure that all
documentation is present and current.
To be displayed (visible) in the airplane at all times:
1. Aircraft Airworthiness Certificate (FAA Form 8100-2 or foreign
equivalent)
2. Aircraft Registration Certificate (FAA Form 8050-3 or foreign equiva-
lent)
3. For flights outside the USA: Aircraft Radio Station License (FCC
Form 556 or foreign equivalent)
To be carried (not necessarily displayed) in the airplane at all times:
1. FAA Approved Airplane Flight Manual (AFM)
2. Current weight and balance information and associated documenta-
tion (including FAA Form 337, if applicable)
3. Equipment List
To be made available upon request:
1. Airplane Logbook
2. Engine Logbook
Most of these items are required by United States Federal Aviation
Regulations (FAR). Regulations of other countries may require different
or additional data, as well as mandating whether or not certain mainte-
nance documentation must be carried in the aircraft or stored in a safe
ground location. It is the responsibility of the aircraft operator and/or
pilot to ensure compliance with individual requirements.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

AIRPLANE INSPECTION PERIODS

All civil aircraft of U.S. Registry must undergo a complete inspection
(annual) each twelve calendar months. In addition, aircraft operated
commercially (for hire) must have a complete inspection every 100 hours
of operation.
The FAA may require additional one-time or recurrent inspections by the
issuance of airworthiness directives (ADs) applicable to the airplane,
engine, propeller, or other components. It is the responsibility of the
owner/operator of the airplane to ensure compliance with all applicable
ADs, and, if they are repetitive, take appropriate steps to prevent inad-
vertent non-compliance.
LIBERTY INSPECTION PROGRAMS

In addition to the FAA requirements, Liberty Aerospace requires that
propeller mounting bolt torque be checked every 25 operating hours (for
wooden or wood/composite propellers only), and requires a somewhat
abbreviated inspection of the airplane, engine, and engine components
every 50 operating hours.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

PREVENTATIVE MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air car-
rier is authorized (in the USA) by FAR Part 43, Appendix A, Paragraph
C, to perform limited preventative maintenance procedures on the air-
plane.
A Liberty XL2 Maintenance Manual must be obtained prior to performing
any preventative maintenance, and all such preventative maintenance
shall be performed in accordance with the procedures specified in the
Maintenance Manual. Refer to FAR Part 43 for a listing of permissible
procedures and for logbook entry and other record-keeping require-
ments.
NOTE
Pilots operating airplanes of other than U.S. Registry should refer to
the regulations of the country of certification for information on pre-
ventive maintenance that may be performed by the pilot.
ALTERATIONS OR REPAIRS
It is essential that both the FAA and Liberty Aerospace, Inc. be con-
tacted prior to any alterations to the airplane, or prior to any repairs not
covered in detail in the Maintenance Manual, to ensure that the airwor-
thiness of the airplane is not compromised or violated.
Alterations or repairs to the airplane must be accomplished by licensed
personnel, utilizing only FAA approved components and data, such as
the Liberty XL2 Maintenance Manual and/or Liberty Aerospace, Inc. Ser-
vice Bulletins.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

GROUND HANDLING
TOWING
A tow bar suitable for hand towing and positioning of the airplane is pro-
vided as standard equipment and is usually carried in the airplane. A
vehicle tow bar is available from Liberty Aerospace. Use of locally fabri-
cated vehicle tow bars is discouraged.
Towing / Positioning By Hand

a. Attach the tow bar to the nose landing gear
b. Remove chocks
c. Release parking brake, if necessary
d. Move airplane to desired position
e. Chock main wheels
f. Remove tow bar
g. Set parking brake (if necessary, and depending on operator policy)
CAUTION
When moving airplane backward, nose landing gear will tend to
caster to “hard over” left or right position. Maintain a firm grip on the
tow bar to prevent nose landing gear from contacting limit stops at
80-degree left or right position.
To lift the nose wheel of the aircraft manually, use body weight to push
down on the vertical stabilizer where the strake meets the fuselage in
front of horizontal stabilizer. Do not push on the horizontal stabilizer or
rudder. Ensure the underside of fuselage does not touch ground during
maneuver. Lower nose wheel gently back to ground, careful not to
‘drop’ the front end during release.
Towing / Positioning Using a Tow Vehicle

a. Attach the tow bar to the nose landing gear
b. Remove chocks
c. Release parking brake if necessary
d. Move airplane to desired position
e. Chock main wheels
f. Remove tow bar from airplane and tow vehicle
g. Set parking brake (if necessary, and depending on operator policy)
FAA APPROVED: 2/19/2004 P/N 135A-970-005

CAUTION
Due to the risk of damage to the nose landing gear, tow the airplane
using a vehicle in the forward direction only. Do not attempt to move
the airplane backward using a vehicle. If it becomes necessary to
move the airplane backward, disconnect the tow bar from the vehi-
cle and move the airplane backward by hand.
PARKING
Short-Term Parking
CAUTION
If wheel brakes are hot from prolonged taxi, allow brakes to cool be-
fore setting parking brake.
a. Taxi or tow airplane to desired parking position

b. Align nose of airplane into the wind
c. Ensure nose wheel is centered
d. In windy or gusty weather, moor (tie down) airplane
e. Set parking brake
f. Place chocks in front of and behind main wheels
g. Release parking brake
h. Secure flight controls in neutral aileron position, retract flaps
i. Close and lock doors
NOTE
Controls may be secured with ailerons neutral and horizontal stabi-
lizers leading edge down by pulling the control stick aft as far as
possible and fastening seat belt snugly around it.
Long-Term Parking
In addition to all steps above, perform the following:
a. Tie airplane down (see below)
b. Install external rudder gust lock
c. Install canopy and pitot covers
P/N 135A-970-005 FAA APPROVED: 2/19/2004

TIE-DOWN
The airplane has three mooring points: one under each wing, and one
under the tail. Mooring rings (7/16 x 20 threads) are provided to screw
into the mooring points.
a. Park the airplane
b. Screw a mooring ring into each of the mooring points
c. Attach tie-down ropes (minimum 700 lb tensile strength) to ground
tie-downs and aircraft mooring rings.
NOTE
Ensure mooring threads are free of contamination. Screw mooring
rings in hand tight only.
JACKING
For purposes of changing or servicing a single main landing gear wheel,
the airplane may be jacked up on one side only, using a single jack at
the applicable main gear jack point. For purposes of changing or servic-
ing the nose landing gear wheel, the airplane may either be jacked up
using a single jack at the nose wheel jack point, or the tail may be held
down and secured using a weighted tail stand attached to the tie-down
ring. In either of the two latter cases, the main wheels remain on the
ground.
CAUTION
The airplane should only be jacked up indoors, in an area free from
major air currents.
CAUTION
If fewer than all three wheels are to be jacked up, all wheels remain-
ing on the ground must be securely chocked.
NOTE
The fuselage belly panel must be removed to gain access to the
main and nose gear jack points.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Jacking the Airplane (all three wheels)

a. Remove the fuselage belly fairing to gain access to jack points.
b. Place a suitable jack under each main gear jack point. Place a suit-
able jack under the nose gear jack point.
c. Operate all three jacks simultaneously to raise airplane from the
ground.
Alternate Method
a. Place a suitable jack under each main gear jack point.
b. Secure a weighted tail stand (at least 300 lbs) to the tail tie-down
point. Operate both main gear jacks simultaneously to raise air-
plane from the ground.
Lowering the Airplane

a. Ensure area below the airplane is clear
b. Lower all jacks simultaneously until all wheels are on the ground.
c. Remove all jacks
d. Replace fuselage belly fairing
LEVELING
To determine lateral level, place a beam level across both cabin doorsills
(and at exact right angles to the airplane centerline) with the doors open.
Measurement from the forward or aft end of the doorsill may be used to
determine that the level has been placed correctly.
To determine longitudinal level, place a beam level lengthwise along
either cabin doorsill with the cabin door open.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

FLYABLE STORAGE
Airplanes placed in non-operational storage for not more than 30 days,
or those that receive only intermittent use during the first 25 hours, are
considered to be in flyable storage status.
Every seventh day during flyable storage, the propeller should be ro-
tated by hand through five revolutions (ten blades) in its normal direction
of operation (CCW as seen from in front of the airplane). This action
“loosens” engine oil and maintains the oil film on the cylinder walls help-
ing to reduce corrosion.
WARNING
Before rotating propeller by hand, confirm that airplane is secured
(tied down and/or all three wheels chocked) and that airplane master
switch, and FADEC PWR A and B switches are OFF. Treat propel-
ler as if it were “live” at all times and do not stand within propeller arc
when rotating propeller by hand.
After 30 days, the airplane should be flown for a minimum of 30 minutes,

or a ground runup should be made just long enough to bring oil tempera-
ture into the lower green arc range. Avoid excessive ground running.
Engine runup also helps eliminate accumulations of water or water vapor
in fuel lines and other spaces within the engine. Keep fuel tanks full to
minimize condensation. Keep batteries fully charged to prevent freezing
in cold weather. Refer to the Maintenance Manual for long-term storage.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

SERVICING
In addition to the Preflight Inspection described in Section 4 of this man-
ual, complete procedure for servicing, inspecting, and testing your air-
plane are detailed in the Liberty XL2 Maintenance Manual. The Mainte-
nance Manual outlines all those items which require attention at specific
internals as well as items requiring servicing, inspection, and/or testing
at special intervals. Depending on country of registry and local operat-
ing conditions, local authorities may require additional service, inspec-
tions, or tests.
For quick reference, selected quantities, materials, and specifications for
frequently used service items are given below.
OIL
The airplane was delivered from the factory with a straight mineral oil
approved specifically for engine break-in. This oil should be drained and
the filter replaced, after the first 25 hours of operation. Thereafter, only
mineral oil, MIL-C-6529 TYPE II, or Ashless Dispersant Oils specifically
approved by Teledyne Continental Motors for the IOF-240-B-4 engine
should be used. Mixing of oil brands, or types is not recommended. It is
recommended that the brand, type, and grade of oil currently used is
recorded and the information kept on board the airplane for reference by
pilots and maintenance personnel.
Recommended Viscosity for Temperature Range

Multi-viscosity or straight grade oil may be used year around for engine
lubrication. Refer to the following table for temperature vs. viscosity
ranges:
ASHLESS
TEMPERATURE MIL-C-6529 TYPE II
DISPERSANT
RANGE SAE GRADE
SAE GRADE
Above 4°C/40°F SAE 50 SAE 50
Below 4°C/40°F SAE 30 or 15W50 SAE 30 or 15W50
All Temps. SAE 20W50 or 20W60 SAE 20W50 or 20W60
Figure 8-1
P/N 135A-970-005 FAA APPROVED: 2/19/2004

Engine Oil Sump Capacity

The capacity of the engine oil sump is 6 US quarts. Up to one additional
quart may be contained in the oil filter, external oil cooler and connecting
hoses. Minimum oil quantity for flight is 5 US quarts. For extended
flights, oil should be serviced to capacity.
Oil and Filter Change

A full-flow oil filter is provided with the engine and is mounted on the side
of the oil pump. Replacement filters must have a 20 micron filter rating
and incorporate a bypass valve set to open at 12-16 psig at a flow of 70
lb/min using SAE 50 oil at 240°F. After the first 25 hours of engine op-
eration, the sump should be drained and the filter should be replaced.
Thereafter, replace the engine oil and filter element at intervals of 50
operating hours.
NOTE
A complete 100-hour inspection of the engine must be performed
after 25 hours of operation of a new, rebuilt, or overhauled engine
(see Liberty XL2 Maintenance Manuel and Continental Motors IOF-
240 Maintenance Manual, Part No. M-22, Section 5-6).
Only the following types and grades of oil are approved for use in the
Liberty XL2 airplane:
Manufacturer Oil type / Grade

BP Oil Corporation BP Aero Oil
Castrol Castrol AD Aero Oil
Castrol Limited (Austrailia) Castrol AD Aero Oil
Chevron U.S.A., Inc. Chevron Aero Oil

Continental Oil Conoco Aero S
Delta Petroleum Corp. Delta Avoil Oil
Exxon Company, U.S.A. Exxon Aviation Oil EE
Gulf Oil Company Gulfpride Aviation AD
FAA APPROVED: 2/19/2004 P/N 135A-970-005

Manufacturer Oil type / Grade

Mobil Oil Company Mobil Aero Oil
NYCO S.A. TURBONYCOIL 3570
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A
Phillips 66 X/C Aviation Multi-viscosity Oil, SAE

20W50 or SAE 20W60
Quaker State Oil & Refining Co. Quaker State AD Aviation Engine Oil
Red Ram Limited (Canada) Red Ram X/C Aviation Oil 20W50
Shell Australia Aeroshell ® W

Shell Canada Limited Aeroshell Oil W
Aeroshell Oil W 15W50, Anti-wear
Formulation
Aeroshell Oil W 15W50
Sinclair Oil Company Sinclair Avoil

Texaco, Inc. Texaco Aircraft Engine Oil Premium
AD
Total France Total Aero DM 15W50
Union Oil Co. of California Union Aircraft Engine Oil HD
Approved Mineral Oil: MIL-C-6529 TYPE II
P/N 135A-970-005 FAA APPROVED: 2/19/2004

FUEL
Approved Fuel Grades (and colors)
100LL Grade Aviation Fuel (Blue)
Fuel Capacity
29.5 US Gallons Total (single tank)
(28 US Gallons Usable)
Fuel contamination is most often caused by foreign material present in
the fuel system, and may include water, rust, sand, dirt, or microbial or
bacterial growth (“bugs” or “sludge”).
Before each flight and/or after each refueling, use a clear sampling con-
tainer and drain fuel from both fuel tank sump and the fuel strainer
(“gascolator”) drains to determine whether contaminants are present and
to verify that the airplane has been serviced with the proper grade (color)
of fuel. If the airplane has just been refueled or moved, wait 5 to 10 min-
utes to allow heavier contaminants to settle to the bottom of the tank and
migrate to the fuel sump (low point).
If any contaminants are observed, continue draining and checking fuel
samples until no further contamination is found. It is best to “work down-
stream,” i.e., continue draining the fuel tank sump until no further con-
tamination is observed, then repeat the procedure at the fuel strainer
drain. If necessary, rock or shake the airplane to allow all contaminants
to reach the system low points, and then wait 5 to 10 minutes before
repeating the draining and sampling procedure. If contamination is still
observed, the entire fuel system should be drained and purged by main-
tenance personnel.
If misfueling (improper grade or type) is suspected, the entire fuel sys-
tem must be drained and purged by maintenance personnel, unless the
misfueling can be absolutely and unequivocally ruled out by fueling per-
sonnel.
Whenever possible, the fuel tank should be fully serviced after each
flight to minimize the air space above the fuel and the attendant possibil-
ity of condensation of ambient moisture.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

LANDING GEAR
All three landing gear wheels use 5.00 x 5 tires. All three tires should be
inflated to 50 psi.
The dual main wheel brakes utilize a common reservoir in the cockpit
center console (aft of the two brake levers). Access to the reservoir is
gained by removing the center console upholstery. Service the reservoir
with MIL-H-5606A (red) hydraulic fluid.
CLEANING AND CARE

WINDSHIELD AND WINDOWS
The best cleaner for acrylic transparencies is copious amounts of clear
water. The best device for initial removal of dirt, insects, etc., is the palm
of a bare (clean) hand. Remove wristwatches, rings, etc. to avoid
scratches. Flood the transparency with water while rubbing gently by
hand to remove dust, dirt, insects, etc.
If necessary, use a mild soap solution to remove stubborn deposits.
Avoid the use of chemical cleaners, as they may lead to crazing of the
material.
CAUTION
NEVER use any cleaning product containing solvents of any kind.
NEVER use any cleaning product containing abrasives of any kind.
Addition of a few drops of mild detergent solution to water used for trans-
parency cleaning is permissible to promote “sheeting” and prevent water
spots. Either allow transparencies to air-dry, or rub GENTLY with a
CLEAN lint-free cloth or chamois.
P/N 135A-970-005 FAA APPROVED: 2/19/2004

PAINTED SURFACES
Painted surfaces can be washed with water and mild soap, then rinsing
with water and drying with cloths or chamois. Avoid the use of harsh
determent soaps and all abrasives.Stubborn oil and grease stains may
be removed using a cloth dampened with Stoddard solvent. Exercise
caution to prevent solvent from contacting transparencies (windshield,
windows). Avoid rubbing exterior graphics (registration numbers, etc.)
with solvent.
The airplane should be waxed regularly with a good automotive wax ap-
plied in accordance with the wax manufacturer’s instructions. A heavier
coating of wax on leading edges will reduce abrasion.
Ideally, the airplane should be polished by hand after waxing, mechani-
cal methods are not recommended. Exercise extreme care when using
electric polishers or buffers to avoid overheating the composite fuselage
and vertical stabilizer. Use minimum pressure and keep the polisher or
buffer moving at all times.
PROPELLER CARE
The propeller should be washed and waxed using the same products
and procedures as for the painted surfaces of the airplane. Any signifi-
cant scratches should be reported to maintenance. Pilots should never
attempt to sand out scratches in the propeller.
WARNING
The airplane must not be started or flown if any scratches are found
that penetrate through the paint and into the wood or composite
structure of the propeller.
FAA APPROVED: 2/19/2004 P/N 135A-970-005

ENGINE CARE
The engine may be cleaned with standard cold solvents (Stoddard sol-
vent, etc.) using a low-pressure spray only. Ensure that all solvent has
evaporated or dried before starting engine.
WARNING
Ensure that all engine and accessory breathers and vent openings
are sealed (tape, plastic bags, etc.) before cleaning engine. Do not
spray sovent directly on or near any electric or electronic (FADEC)
accessories or connectors when cleaning engine.
INTERIOR CARE
Floor coverings, carpeted sidewalls, and (fabric) seat covers should be
vacuumed at regular intervals. Leather seats may be treated with stan-
dard automotive leather upholstery conditioners as necessary.
Instrument panels, cockpit center console, and instrument panel glare
shield may be wiped with a dampened soft cloth (water only). Ensure
that no solvents or strong cleaning agents are used on interior surface.
SNOW AND ICE REMOVAL

If snow has collected on the airplane, it should be removed as soon as
possible (ideally, before it has a chance to melt) to prevent melt water
from refreezing on the airplane surface or in control surface gaps. Do
not use sharp objects or scrapers to remove snow or ice accumulations
from airplane. The best method for snow and/or ice removal is to place
the airplane in a heated hanger.
CAUTION
To avoid melted snow or ice refreezing on or in the aircraft, do not
remove aircraft from heated hanger until at least one half hour after
all melt water has drained (all dripping has stopped).
P/N 135A-970-005 FAA APPROVED: 2/19/2004

FAA APPROVED: 2/19/2004 P/N 135A-970-005

GARMIN GNS 430 - VHF COMM/NAV/GPS
XL-2 Airplane
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
Serial No:
Registration No:
When installing the Garmin GNS 430 - VHF COMM/NAV/GPS in the

Liberty Aerospace XL2, this supplement is applicable and must be
inserted in the Supplements Section (Section 9) of the Liberty
Aerospace XL2 Airplane Flight Manual. The information contained
herein supplements the FAA approved Airplane Flight Manual only
in those areas listed herein. For limitations, procedures, and
performance information not contained in this document, consult the
basic XL2 FAA Approved Airplane Flight Manual.
FAA
Approved:
Melvin D Taylor, Manager
Atlanta Aircraft Certification Office
P/N 135A-970-013 FAA Approved: 7/26/2005 Section 9

Initial Release Page 1 of 10
XL-2 Airplane
Section 9 FAA Approved: 7/26/2005 P/N 135A-970-013

Page 2 of 10 Initial Release
XL-2 Airplane
SECTION 1 - GENERAL
The GNS 430 System is a fully integrated, panel mounted
instrument, which contains a VHF Communications Transceiver, a
VOR/ILS receiver, and a Global Positioning System (GPS)
Navigation computer. The system consists of a GPS antenna, GPS
Receiver, VHF VOR/LOC/GS antenna, VOR/ILS receiver, VHF
COMM antenna and a VHF Communications Transceiver. The
primary function of the VHF Communication portion of the
equipment is to facilitate communication with Air Traffic Control. The
primary function of the VOR/ILS Receiver portion of the equipment
is to receive and demodulate VOR, Localizer, and Glide Slope
signals. The primary function of the GPS portion of the system is to
acquire signals from the GPS system satellites, recover orbital data,
make range and Doppler measurements, and process this
information in real-time to obtain the user’s position, velocity, and
time.
Provided the GARMIN GNS 430’s GPS receiver is receiving
adequate usable signals, it has been demonstrated capable of and
has been shown to meet the accuracy specifications for:
3 VFR/IFR enroute, terminal, and non-precision instrument
approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB,
NDB-DME, RNAV) operation within the U.S. National Airspace
System in accordance with AC 20-138
3 One of the approved sensors, for a single or dual GNS 530
installation, for North Atlantic Minimum Navigation
Performance Specification (MNPS) Airspace in accordance
with AC 91-49 and AC 120-33.
3 The system meets RNP5 airspace (BRNAV) requirements of
AC 90-96 and in accordance with AC 20-138, and JAA ACJ
20X4, provided it is receiving usable navigation information
from the GPS receiver.
3 The equipment as installed has been found to comply with the
requirements for GPS primary means of navigation in oceanic
and remote airspace, when used in conjunction with the 400
Series Trainer Program incorporating the FDE Prediction
Program. This does not constitute an operational approval.
Navigation is accomplished using the WGS-84 (NAD-83) coordinate
reference datum. Navigation data is based upon use of only the
Global Positioning System (GPS) operated by the United States of
America.

XL-2 Airplane
SECTION 2 - LIMITATIONS
The GARMIN 430 Pilot’s Guide, P/N 190-00140-00, Rev. A, dated
October, 1998 or later appropriate revision must be immediately
available to the flight crew whenever navigation is predicated on the
use of the system. In addition to the Pilot’s Guide, the appropriate
Pilot’s Guide Addendum (if the information is not already
incorporated into the Pilot’s Guide) also must be immediately
available to the flight crew if lightning detection or traffic advisory
equipment is interfaced to the system or if primary means
oceanic/remote navigation is conducted.
The GNS 430 must utilize the following or later FAA approved
software versions:
Function Sub-System Version
Main GPS COM VOR/LOC G/S
Initial Approval 2.00 2.00 2.00 1.25 2.00
Traffic/Weather Interface 2.08 2.00 2.00 1.25 2.00
Primary Oceanic/Remote 3.00 3.00 2.00 1.25 2.00
TIS Interface 4.00 2.00 2.00 1.25 2.00
The Main software version is displayed on the GNS 430 self-test
page immediately after turn-on for 5 seconds. The remaining system
software versions can be verified on the AUX group sub-page 2,
“SOFTWARE/DATABASE VER”.
IFR enroute and terminal navigation predicated upon the GNS 430’s
GPS Receiver is prohibited unless the pilot verifies the currency of
the data base or verifies each selected waypoint for accuracy by
reference to current approved data.
Instrument approach navigation predicated upon the GNS 430’s
GPS Receiver must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the GPS
equipment data base. The GPS equipment database must
incorporate the current update cycle.
Instrument approaches utilizing the GPS receiver must be
conducted in the approach mode and Receiver Autonomous
Integrity Monitoring (RAIM) must be available at the Final Approach
Fix.

XL-2 Airplane
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any

other type of approach not approved for GPS overlay with the GNS
430’s GPS receiver is not authorized.
Use of the GNS 430 VOR/ILS receiver to fly approaches not
approved for GPS requires VOR/ILS navigation data to be present
on the external indicator.
When an alternate airport is required by the applicable operating
rules, it must be served by an approach based on other than GPS or
Loran-C navigation, the aircraft must have the operational
equipment capable of using that navigation aid, and the required
navigation aid must be operational.
VNAV information may be utilized for advisory information only.
Use of VNAV information for Instrument Approach Procedures does
not guarantee Step-Down Fix altitude protection, or arrival at
approach minimums in normal position to land.
If not previously defined, the following default settings must be
made in the “SETUP 1” menu of the GNS 430 prior to operation
(refer to Pilot’s Guide for procedure if necessary):
3 dis, spd kt (sets navigation units to “nautical miles” and
“knots”)
3 alt, vs.... fpm (sets altitude units to “feet” and “feet per minute”)
3 map datumWGS 84 (sets map datum to WGS-84, see note
below)
3 posn ......deg-min (sets navigation grid units to decimal minutes)
In some areas outside the United States, datums other than WGS-84
or NAD-83 may be used. If the GNS 430 is authorized for use by the
appropriate Airworthiness authority, the required geodetic datum must
be set in the GNS 430 prior to its use for navigation

XL-2 Airplane
SECTION 3 – EMERGENCY PROCEDURES

ABNORMAL PROCEDURES
3 If GARMIN GNS 430 navigation information is not available or
invalid, utilize remaining operational navigation equipment as
required.
3 If “RAIM POSITION WARNING” message is displayed the
system will flag and no longer provide GPS navigational
guidance. The crew should revert to the GNS 430 VOR/ILS
receiver or an alternate means of navigation other than the
GNS 430’s GPS Receiver.
3 If “RAIM IS NOT AVAILABLE” message is displayed in the
enroute, terminal, or initial approach phase of flight, continue
to navigate using the GPS equipment or revert to an alternate
means of navigation other than the GNS 430’s GPS receiver
appropriate to the route and phase of flight. When continuing
to use GPS navigation, position must be verified every 15
minutes using the GNS 430’s VOR/ILS receiver or another
IFR-approved navigation system.
3 If “RAIM IS NOT AVAILABLE” message is displayed while on
the final approach segment, GPS navigation will continue for
up to 5 minutes with approach CDI sensitivity (0.3 nautical
mile). After 5 minutes the system will flag and no longer
provide course guidance with approach sensitivity. Missed
approach course guidance may still be available with 1
nautical mile CDI sensitivity by executing the missed
approach.
3 In an in-flight emergency, depressing and holding the Comm
transfer button for 2 seconds will select the emergency
frequency of 121.500 Mhz into the “Active” frequency window.

XL-2 Airplane
SECTION 4 – NORMAL PROCEDURES

DETAILED OPERATING PROCEDURES
Normal operating procedures are described in the GARMIN GNS
430 Pilot’s Guide, P/N 190-00140-00, Rev. A, dated October 1998
or later appropriate revision. Normal operating procedures for the
Traffic Information Service (TIS) interface and the Weather Data
Link interface are described in the 400/500 Series Garmin Display
Interfaces Pilot’s Guide Addendum, P/N 190-00140-13, Rev. B, or
later appropriate revision.
PILOT’S DISPLAY
The GNS 430 System data will appear on the Pilot’s CDI/HSI. The
source of data is either GPS or VLOC as annunciated on the display
above the CDI key.
It is the pilot’s responsibility to assure that published or assigned

procedures are correctly complied with. Course guidance is not
provided for all possible ARINC 424 leg types. See the GNS 530
Pilot’s Guide for detailed operating procedures regarding navigation
capabilities for specific ARINC 424 leg types.
AUTOPILOT / FLIGHT DIRECTOR OPERATION
Coupling of the GNS 430 System steering information to the
autopilot/flight director can be accomplished by engaging the
autopilot/flight director in the NAV or APR mode.
When the autopilot/flight director system is using course information
supplied by the GNS 430 System and the course pointer is not
automatically driven to the desired track, the course pointer on the
HSI must be manually set to the desired track (DTK) indicated by
the GNS 430. For detailed autopilot/flight director operational
instructions, refer to the FAA Approved Airplane Flight Manual
Supplement for the autopilot/flight director.
CROSSFILL OPERATIONS
For dual GNC 400 Product Series or GNC 500/GNC 400 Product
Series installations, crossfill capabilities exist between the number
one and number two Systems. Refer to the GARMIN GNS 430
Pilot’s Guide for detailed crossfill operating instructions.

XL-2 Airplane
AUTOMATIC LOCALIZER COURSE CAPTURE

By default, the GNS 430 automatic localizer course capture feature
is enabled. This feature provides a method for system navigation
data present on the external indicators to be switched automatically
from GPS guidance to localizer / glide slope guidance as the aircraft
approaches the localizer course inbound to the final approach fix. If
an offset from the final approach course is being flown, it is possible
that the automatic switch from GPS course guidance to localizer /
glide slope course guidance will not occur. It is the pilot’s
responsibility to ensure correct system navigation data is present on
the external indicator before continuing a localizer based approach
beyond the final approach fix. Refer to the GNS 430 Pilot’s Guide
for detailed operating instructions.
DISPLAY OF LIGHTNING STRIKE DATA
For installations that interface the BFGoodrich WX-500 Stormscope
and the GNS 430, lightning strike data detected by the WX-500 will
appear on the GNS 430. For detailed operating instructions
regarding the interface of the GNS 430 with the WX-500, refer to the
WX-500 Pilot’s Guide and the 400/500 Series Display Interfaces
Pilot’s Guide Addendum, P/N 190-00140-10, Rev. D, or later
appropriate revision for the WX-500 Stormscope interface.
DISPLAY OF TRAFFIC ADVISORY DATA
For installations that interface a Traffic Advisory System (TAS) and
the GNS 430, traffic data detected by the TAS will appear on the
GNS 430. For detailed operating instructions regarding the interface
of the GNS 430 with the TAS, refer to the FAA Approved Airplane
Flight Manual Supplement for the TAS, the Pilot’s Guide for the TAS
and the 430 Pilot’s Guide Addendum for the TAS interface.
DISPLAY OF TRAFFIC INFORMATION SERVICE DATA
TIS surveillance data uplinked by Air Traffic Control (ATC) radar
through the GTX 330 Mode S Transponder will appear on the
moving map and traffic display pages of the GNS 430. For detailed
operating instructions regarding the interface of the GNS 430 with
the GTX 330, refer to the 400/500 Series Garmin Display Interfaces
Pilot’s Guide Addendum, P/N 190-00140-13, Rev. B, or later
appropriate revision for the TIS System interface.

XL-2 Airplane
SECTION 5 - PERFORMANCE
No change
SECTION 6 – WEIGHT AND BALANCE
See current weight and balance data.
SECTION 7 – AIRPLANE AND SYSTEM DESCRIPTION
See GNS 430 Pilot’s Guide for a complete description of the GNS
430 system.

XL-2 Airplane

CABIN HEAT / DEMIST SYSTEM
XL-2 Airplane
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
Serial No:
Registration No:
When installing the Cabin Heat / Demist System in the Liberty

Aerospace XL2, this supplement is applicable and must be inserted
in the Supplements Section (Section 9) of the Liberty Aerospace
XL2 Airplane Flight Manual. The information contained herein
supplements the FAA approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures, and performance
information not contained in this document, consult the basic XL2
FAA Approved Airplane Flight Manual.
FAA Approved:
For: Melvin Taylor, Manager
Atlanta Aircraft Certification Office
Date:
P/N 135A-970-015 FAA Approved 11/21/2006 Section 9

XL-2 Airplane
Cabin Heat / Demist System Log of Revisions
To FAA Approval Signature and

Rev. Description
Pages Date
Added log of
revisions. Added for Melvin D. Taylor
new placard to Manager, Atlanta Aircraft
A 2.3 Section 2. Certification Office, FAA
Atlanta, GA
Date
Section 9 Approved 11/21/2006 P/N 135A-970-015

Page 2 of 4 Revision A: Dated 12/14/2006
XL-2 Airplane
SECTION 1 - GENERAL
No change
SECTION 2 - LIMITATIONS
PLACARDS
On each side of center console above the heater vents:
CLOSE BOTH CENTER

TUNNEL
VENTS TO DEFOG
SECTION 3 – EMERGENCY PROCEDURES

SMOKE AND FUME ELIMINATION
If smoke and/or fumes are detected in the cabin, check the engine
instruments for any sign of malfunction. If a fuel leak has occurred,
actuation of electrical components may cause a fire. If there is a
strong smell of fuel in the cockpit, divert to the nearest suitable
landing field. Perform a Forced Landing pattern and shut down the
fuel supply to the engine once a safe landing is assured.
1. Cabin Heat .............................................................. OFF
2. Fresh Air Vents .................................................... OPEN
3. Prepare to land as soon as possible.
SECTION 4 – NORMAL PROCEDURES
No change
SECTION 5 - PERFORMANCE
No change
SECTION 6 – WEIGHT AND BALANCE
See current weight and balance data.
P/N 135A-970-015 FAA Approved 11/21/2006 Section 9

Revision A Dated: 12/14/2006 Page 3 of 4
XL-2 Airplane
SECTION 7 – AIRPLANE AND SYSTEM DESCRIPTION

CABIN HEAT / DEMIST
Cabin heating is accomplished by means of a passive system (no
thermostatic control) supplying heated air for both heating the cabin
and windshield demist. The cabin heat/demist system consists of a
heater muff (heat exchanger) around the engine exhaust muffler, a
heater control valve, air ducting for distribution, windshield demist
vents, adjustable leg vents, and a cable control for turning the entire
system “on” and “off.”
Heating is accomplished by directing outside fresh air through the
heat exchanger, then through the heater control valve, and then
distributing the ’heated’ air through ducting to the occupants and
windshield demist vents. The windshield demist system is
automatically activated when the cabin heat control knob is pulled.
Partial air flow to the windshield demist vents will occur anytime one
or both of the adjustable leg vents are open. For full air flow to the
windshield demist vents, both adjustable leg vents should be
closed. The adjustable leg vents are directionally controllable and
are located on the lower sides of center console near the inboard
leg of each occupant. Very little air flow is generated during idle
ground operations; therefore, cabin temperature (flow rates) will
vary with aircraft movement, altitude, and airspeed.
SECTION 8 – HANDLING, SERVICE, AND
MAINTENANCE
No change
Section 9 Approved 11/21/2006 P/N 135A-970-015


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Liberty Aerospace, Inc.

Airplane Flight Manual

Liberty Aerospace, Inc.

Serial No. ______________________________________________

Registration No. _________________________________________

Type Certificate No. A00008DE

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FUR-

P/N 135A-970-005 FAA APPROVED: 2/19/2004

Copyright © 2004 - All Rights Reserved

FAA APPROVED: 2/19/2004 P/N 135A-970-005

LIST OF EFFECTIVE PAGES

Page Status Page Status Page Status

P/N 135A-970-005 FAA APPROVED: 2/19/2004

LIST OF EFFECTIVE PAGES (Cont.)

FAA APPROVED: 2/19/2004 P/N 135A-970-005

REVISING THE MANUAL

P/N 135A-970-005 FAA APPROVED: 2/19/2004

AIRPLANE FLIGHT MANUAL

To FAA Approval Signature

All pages Reformatted

FAA APPROVED: 2/19/2004 P/N 135A-970-005

AIRPLANE FLIGHT MANUAL

To FAA Approval Signature

Added new ______________________

P/N 135A-970-005 FAA APPROVED: 2/19/2004

AIRPLANE FLIGHT MANUAL

To FAA Approval Signature

FAA APPROVED: 2/19/2004 P/N 135A-970-005

AIRPLANE FLIGHT MANUAL

To FAA Approval Signature and

viii, ix, x Reformatted

P/N 135A-970-005 FAA APPROVED: 2/19/2004

AIRPLANE FLIGHT MANUAL

To FAA Approval Signature

FAA APPROVED: 2/19/2004 P/N 135A-970-005

SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES

SECTION 6 WEIGHT & BALANCE

SECTION 7 AIRPLANE & SYSTEMS

SECTION 8 AIRPLANE HANDLING, SERVICE,

P/N 135A-970-005 FAA APPROVED: 2/19/2004

PAGE LEFT INTENTIONALLY BLANK

FAA APPROVED: 2/19/2004 P/N 135A-970-005

P/N 135A-970-005 FAA APPROVED: 2/19/2004

THIS PAGE INTENTIONALLY LEFT BLANK

FAA APPROVED: 2/19/2004 P/N 135A-970-005

P/N 135A-970-005 FAA APPROVED: 2/19/2004

AIRPLANE THREE VIEWS

FIGURE 1 - 1 AIRPLANE THREE VIEWS

FAA APPROVED: 2/19/2004 P/N 135A-970-005

P/N 135A-970-005 FAA APPROVED: 2/19/2004

MAXIMUM CERTIFICATED WEIGHTS

STANDARD AIRPLANE WEIGHTS

CABIN AND ENTRY DIMENSIONS

BAGGAGE AND ENTRY DIMENSIONS

FAA APPROVED: 2/19/2004 P/N 135A-970-005

FIGURE 1 - 2 BAGGAGE BAY DIMENSIONS

P/N 135A-970-005 FAA APPROVED: 2/19/2004

SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY

FAA APPROVED: 2/19/2004 P/N 135A-970-005

XL-2 AIRPLANE ABBREVIATIONS

P/N 135A-970-005 FAA APPROVED: 2/19/2004

ENGINE POWER TERMINOLOGY