2004 Flight Manual TB30 Epsilon UCE - 122 - GB

STRUCTURE INTEGREE
DU MAINTIEN EN CONDITION
OPERATIONNELLE
UCE122
DES MATERIELS AERONAUTIQUES
DU MINISTERE DE LA DEFENSE
EPSILON AIRCRAFT
CREW OPERATING MANUAL
COMPANY CODE : F6198

IDENTIFICATION BLOCK
ITEM REFERENCE : EPSILON
COMPANY : EADS (former AEROSPATIALE)
ORIGINAL EDITION DATED JUNE 1983
Approved by Note N° 1486/DEF/EMAA/BPM/A/ECO dated 24 June 1983
UPDATE OF AUGUST 2004
Approved by Note N° 2637/DEF/EMAA/B.EPM/SV dated 13 October 2004
Number of copies : TO BE DEFINED EDITION : JUNE 1983

UCE122
INDEX OF PAGES
This document includes 268 pages

Which are numbered and dated as per this table.
Revised or new pages are spotted by R letter.
Deleted pages are spotted by D letter.
F sign is only used by CDTAA.
UP- UP-
PAGES DATE PAGES DATE
DATING DATING
Title page 2004-08F 1-22B 2004-08F
F F
Index of pages 00-2 2004-08 1-22C 2004-08
Index of pages 00-3 2004-08F 1-22D 2004-08F
Index of pages 00-4 2004-08F 1-22E 2004-08F
1-23 2004-08F
00-11 2004-08F 1-24 1985-02F
00-12 Blank 1-25 2001-05F
00-21 2004-08F 1-26 2004-08F
00-22 Blank 1-27 2001-05
00-31 2001-05 1-28 2001-05
00-32 Blank 1-29 2001-05
1-30 1991-02
0-1 2001-05 1-31 2001-05
0-2 2002-12 1-32 Blank
0-3 2001-05 1-33 Original F
Verso Blank 1-34 2004-08F
0-3A 2001-05 1-35 Original
0-4 2001-05 1-36 Blank
1-37 Original
1-1 2001-05 1-38 Blank
1-2 1985-02 1-39 2002-12
1-3 1986-07 1-40 2002-12
1-4 1992-11 1-41 2002-12
1-5 1992-11 1-42 1986-07
1-6 Original 1-43 1998-11
1-7 1985-02F 1-44 Blank
1-8 2004-08F 1-45 1985-02
1-9 Blank 1-46 Blank
1-10 2004-08F 1-47 2004-08F
1-10A 2004-08F 1-48 2004-08F
1-10B 2004-08F 1-49 2002-12F
F
1-11 2004-08 Verso Blank
1-12 2001-05F 1-49A 2004-08F
1-13 2004-08F 1-50 Original F
1-14 Blank 1-51 2004-08F
Recto Blank 1-52 2004-08F
1-14A 2001-05 1-52A 1991-02
1-14B-C 2004-08F Verso Blank
1-15 Blank 1-53 2004-08F
1-16 2001-05 Verso Blanc
1-17-18 2004-08F 1-53A 2004-08F
1-18A 1986-07 1-54 2004-08F
1-18B 1986-07 1-54A 2004-08F
1-19 Blank Verso Blank
F
1-20 2001-05 1-55 2004-08
F
1-21 2001-05 1-56 2004-08
Verso Blank 1-57 1985-02
Recto Blank 1-58 Original
1-21A 2001-05 1-59 Original
1-21B 2001-05 1-60 1985-02
1-22 2001-05 1-61 1985-02
1-22A 2002-12F 1-62 2001-05
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UP- UP-
DATING DATING
1-64 Original 1-123 2004-08F
F
1-65 1985-02 1-124 2004-08
1-66 Blank 1-125 2004-08F
1-67 Original 1-126 Blank
1-68 Original 1-127 2004-08F
1-70 Original 1-129 2004-08F
1-71 1986-07 1-130 Blank
1-72 Blank
1-73 Original 2-1 2001-05
1-75 Original 2-3 2001-05
1-76 Original 2-4 2001-05
1-77 1986-07 2-5 2001-05
1-77A 1986-07 2-7 2001-05
1-77B 1986-07 2-9 2002-12
1-78 Original Verso Blank
1-79 1986-07 2-9A 2002-12
1-80 1991-02 2-10 2002-12
1-80A 2001-05 2-11 1986-07
1-81 Original 2-13 2004-08
F
1-82 Original 2-14 2004-08
1-83 Original 2-15 2004-08F
1-84 Original 2-16 2004-08F
1-85 Original 2-17 2004-08F
1-86 1992-11 2-18 2001-05F
1-87 Original 2-19 2002-12
1-88 2002-12 2-20 2001-05
1-89 2002-12
1-90 2001-05 3-1 2001-05
1-90A 2001-05 3-2 Blank
1-91 Original 3-4 2002-12
F
1-92 Original 3-5 2004-08
F F
1-93 2004-08 3-6 2004-08
1-94 2004-08F
1-95 Original 4-1 2001-05
1-96 Original 4-2 2001-05
1-97 Original 4-3 2002-12
1-98 1986-07 4-4 2001-05
F
1-99 1986-07 4-5 2001-05
F
1-100 1986-07 4-6 2004-08
1-101 Original 4-6A 2002-12
1-103 Original 4-7 2001-05
1-104 Original 4-8 2001-05
1-105 Original 4-9 2001-05
1-107 Original 4-11 2004-08F
1-108 Original 4-12 2004-08F
1-109 Blank 4-13 2004-08F
1-110 2001-05 4-14 2004-08F
1-111 1992-11 4-15 2004-08F
1-112 Original 4-15A 1998-11F
1-113 1991-02 4-16 2004-08F
1-114 Original 4-17 2004-08F
1-115 1985-02 4-18 2004-08F
1-116 Blank 4-19 2004-08F
1-117 2001-05 4-20 2001-05
1-118 2001-05 4-21 2002-12
1-119 Original 4-22 2002-12
1-121 Original
1-122 Original
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UP- UP-
DATING DATING
5-1 2001-05
5-2 Blank
F
5-3 2001-05
5-4 2002-12F
5-5 2001-05
5-6 Blank
6-1 2001-05
6-2 2001-05
6-3 2001-05
6-4 Blank
6-5 2001-05
6-6 Blank
7-1 2002-12
7-2 Blank
7-3 2001-05
7-4 2001-05
7-5 2001-05
7-6 2002-12
7-7 2001-05
7-8 Blank
7-9 2001-05
7-10 Blank
7-11 2001-05
7-12 Blank
7-13 2001-05
7-14 Blank
7-15 2001-05
7-16 Blank
7-17 2001-05
7-18 Blank
7-19 2001-05
7-20 Blank
7-21 2002-12
7-22 Blank
7-23 2001-05
7-24 Blank
Deleted supplements : None
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TABLE OF CONTENTS
CHAPTER 0 – INTRODUCTION
CHAPTER 1 – DESCRIPTION – OPERATION
CHAPTER 2 – NORMAL OPERATION
CHAPTER 3 – LIMITATIONS
CHAPTER 4 – FORESEEABLE INCIDENTS AND EMERGENCY PROCEDURES
CHAPTER 5 – OPERATION PARTICULAR CASES
CHAPTER 6 – WEIGHT AND BALANCE
CHAPTER 7 - PERFORMANCE
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TABLE OF CONTENTS
Pages
PRESENTATION.................................................................................................................................... 2
PAGE NUMBERING ............................................................................................................................... 2
EVOLUTION........................................................................................................................................... 2
UPDATING............................................................................................................................................. 2
USE OF "NOTE", "CAUTION" AND "WARNING" MENTIONS .................................................................... 3
AIRCRAFT DOCUMENTATION............................................................................................................. 3A
LIST OF ABBREVIATIONS...................................................................................................................... 4
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INTRODUCTION
This manual includes information necessary to the operation of the EPSILON aircraft. They allow to acquire
sufficient knowledge of the aircraft and its characteristics.
1 PRESENTATION
The operating manual is divided into 8 chapters.
It is presented in 210 x 297 format and is printed on both sides. Some drawings are presented in
double format paper and no text appears at the back.
Chapters 2 to 7 described in this manual, are partially reissued in a pocket size memento having its
own part number.
2 PAGE NUMBERING
Pages of this manual are identified as follows :
UCE122 reference located in upper part of the page and centered;
page number located in lower part of the page, on outer side;
The page number consists of :
one digit, which identifies the chapter as indicated in general table of contents;
a digit group from 1 to x, which identifies page order number in the chapter;
the edition date.
Page numbering example
4
Page 13
2002-12 Update
Drawings are identified as follows :
title located at the bottom of the page and centered,
page number located at the bottom of the page on outer side.
3 EVOLUTION
Manual evolution is performed in two steps :
quick distribution of additives and modifications by means of "supplements" which supplement
temporarily the manual;
actual manual updating by including in the text information which have been previously issued by
means of supplements and additional information which were not issued by means of a
supplement.
4 UPDATING
The updating requires three operations :
insertion of new pages, replacement of modified pages and deletion of no longer valid pages;
systematic replacement of the title page and of the index of pages;
mention of the update incorporation by the user;
Two cases may occur :
addition of one or several new page(s) at the end of the chapter, this or these page(s) is(are)
normally added in numerical order;
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insertion of one or several new page(s) between two existing pages, the new page(s) bear(s) the
number of the previous page followed by a capital letter. These new pages must be inserted in
alphabetic order.
Text modifications (insertion or deletion) are marked with a black vertical line in the page left
margin, the black line may be replaced by the R letter facing each modified line (RRD200, Chapter
2, page 1).
Entirely modified pages are noted by a revision R facing the page number.
NOTE :
A TEXT MODIFICATION OR A DRAWING MODIFICATION,
WHICH IS NOT APPLICABLE TO THE WHOLE FLEET, IS
INDICATED AS FOLLOWS :
AIRCRAFT WITHOUT MODIFICATION SXXX OR NXXX;
AIRCRAFT WITH MODIFICATION SXXX OR NXXX ;
ALL AIRCRAFT.
These modifications are listed on the LIST OF MODIFICATION DECISIONS, WHICH HAVE LED
TO AN UPDATE.
5 USE OF "NOTE", "CAUTION" AND "WARNING" MENTIONS

These three mentions are used in the manual.
NOTE
PARTICULAR POINT OF A PROCEDURE OR OF AN
EXPLANATION WORTH EMPHASIZING.
CAUTION
REMINDS THAT A NOT CORRECTLY APPLIED PROCEDURE
OR METHOD MAY LEAD TO DAMAGE OF AN EQUIPMENT OR
EVEN AIRCRAFT
WARNING
REMINDS THAT A NOT CORRECTLY APPLIED PROCEDURE
OR METHOD MAY LEAD TO SERIOUS INJURY OF THE
PERSONNEL
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6 AIRCRAFT DOCUMENTATION
The aircraft operating manual is only one element of the aircraft documentation.
To obtain more details concerning the description and the operation, refer to GCE122 maintenance
manuals.
However, in some cases, limits and tolerances given in this manual are slightly different from those
given in maintenance manuals.
NOTE
THE VALUES GIVEN IN THIS MANUAL ARE THE ONLY ONES
TO BE RESPECTED.
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LIST OF ABBREVIATIONS
A Ampere
Ah Ampere/hour RMI Radio Magnetic Indicator
ATC Air Traffic Control
s second
cm centimeter STD Standard
C Consumption
C.G Centre of gravity t time
C% Balance in % T Temperature
TACAN Tactical Air Navigation
°C Celsius degree TB Interphone
D Distance tr/min RPM (Revolutions per minute)
EP Electric pump UHF Ultra High Frequency (300 to 3000 MHz)

UV Ultraviolet
FHR Fuselage Horizontal Reference
FP Full Power VA Maneuvering speed
ft feet Vc CAS (Calibrated Airspeed)
Vi IAS (Indicated Airspeed)
g Gravity acceleration VNO Maximum structural cruising speed
VNE Never Exceed Speed
h hour VFE Maximum Flap Extended Speed
H Height VFO Maximum Flap Operating Speed
Hz Hertz VLE Maximum Landing Gear Extended Speed
HF High Frequency (3 to 30 MHz) VLO Maximum Landing Gear Operating Speed
HP Horse Power Vp TAS (True Airspeed)
Vs Stalling speed
IF Intermediate frequency (300 to 3000 kHz) Vz Vertical speed
ILS Instruments Landing system VHF Very High Frequency (30 to 300 MHz)
VOR VHF Omni-directional Radiorange
kg kilogram
km kilometer W Watt
kt knot W Weight
kW kilowatt
kHz kilo Hertz XPDR Transponder
l litre Zp Pressure altitude

LF Low frequency (30 to 300 Khz)
L/G Landing gear
m metre
MaP Manifold pressure
mbar millibar
MCP Maximum Continuous Power
m/s metre per second
MHz Mega Hertz
min minute
n Load factor
NM Nautical Mile
NMR Number (also used for serial number)
OBI Omni Bearing Indicator

OBIS On-board Intercommunication System
OBS Omni Bearing Selector
(route display knob)
Q Consumption per hour

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UCE122
CHAPTER 1 – DESCRIPTION – OPERATION

UCE122
CHAPTER 1 – DESCRIPTION - OPERATION
TABLE OF CONTENTS
Pages
AIRCRAFT PRESENTATION................................................................................................................... 3
POWER PLANT AND PROPELLER....................................................................................................... 25
LUBRICATION SYSTEM ....................................................................................................................... 33
FUEL SYSTEM ..................................................................................................................................... 39
ELECTRICAL SYSTEM......................................................................................................................... 47
FLIGHT CONTROLS............................................................................................................................. 57
LANDING GEARS................................................................................................................................. 67
BRAKES............................................................................................................................................... 71
FLIGHT MANAGEMENT ....................................................................................................................... 73
COMMUNICATIONS............................................................................................................................. 81
RADIO-NAVIGATION............................................................................................................................ 89
LIGHTING .......................................................................................................................................... 103
AIR CONDITIONING ........................................................................................................................... 110
MISCELLANEOUS EQUIPMENT......................................................................................................... 114
CANOPIES......................................................................................................................................... 117
ALARMS ............................................................................................................................................ 122
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MAIN DIMENSIONS
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AIRCRAFT PRESENTATION
The EPSILON aircraft, trainer equipped with a piston engine, is designed for basic training of military pilots.
The two cockpits are arranged in tandem. The rear cockpit is raised by 2.76 in (70 mm) with regards to front
cockpit. Each cockpit includes an instrument panel, which is tilted forward (8°), and two consoles located on
both sides of the seat.
Access to the cockpits is gained without outside device, by stepping from the rear of the wing. Step areas
are designed for that purpose on both sides of the fuselage.
1 DIMENSIONAL CHARACTERISTICS (Fig. Page 1/2)
A. DIMENSIONS
Overall length ..............................................................................................24.90 ft - 7.59 m
Wing span...................................................................................................25.98 ft - 7.92 m
Height (landing gear down)............................................................................ 8.73 ft - 2.66 m
B. WINGS
Trapezoid in shape low wing with variable thickness ratio.
Reference area.............................................................................................. 96.88 ft2 - 9 m2
Aspect ratio....................................................................................................................... 6
Dihedral ...........................................................................................................................5°
Sweep at 30 % .................................................................................................................0°
C. FUSELAGE
Overall width ................................................................................................ 2.85 ft - 0.87 m
Length (without spinner) .............................................................................. 23.59 ft – 7.19 m
Maximum height ........................................................................................... 4.33 ft - 1.32 m
D. PROPELLER
Diameter ...................................................................................................... 6.50 ft - 1.98 m
Propeller ground clearance............................................................................7.87 in - 0.20 m
E. EMPENNAGE
The horizontal stabilizer is trapezoid in shape with a constant thickness ratio.
The vertical stabilizer is trapezoid in shape with a variable thickness ratio.
F. VENTRAL FIN
It consists of three elements, one of which is removable.
2 WEIGHTS
Empty weight - aircraft equipped with design specifications.................................. 2011 lbs - 912 kg
NOTE: Accurate empty weight of each aircraft is mentioned in its own documentation.
Maximum takeoff weight .................................................................................. 2866 lbs - 1300 kg
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3 GENERAL VIEW (Fig. Page 1/5)
ITEM DESIGNATION ITEM DESIGNATION
1 Air temperature sensor 19 VOR receiver
2 Transponder antenna 20 MARKER box
3 Nose landing gear doors 21 Triplexer
4 Lights 22 UHF transceiver
5 Ailerons 23 VHF transceiver
6 Spring tabs 24 VOR/TAC adapter
7 Total pressure probe 25 VOR antenna
8 Controlled tab 26 Position and anti-collision lights
9 Wing flaps 27 Normal static port
10 Main landing gear doors 28 Ground power receptacle
11 Baggage compartment door 29 Canopy opening handle
12 Ventral fin 30 Outside pyrotechnic control
13 UHF antenna 31 Fuel caps
14 TACAN antenna 32 Footstep area
15 MARKER antenna 33 Stall vane
16 400 Hz distribution box 34 Electronics compartment
17 Heading gyromagnetic compass 35 VHF antenna
18 TACAN transceiver 36 Trim edge
37 Equipotential connection (aircraft –

filling gun)
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GENERAL VIEW
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4 AIRCRAFT DESIGN
The EPSILON aircraft consists of two main parts:
- an airframe,
- a power plant.
A. AIRFRAME (Fig. Page 1/7)

The airframe is composed of:
- the wings,
- the fuselage,
- stabilizers.
Wings description
Wing structure assembly is composed of two half-wings attached on frames.
Each half-wing mainly consists of:
- 1 main spar,
- 1 rear small spar,
- 12 ribs,
- skins of upper and lower surfaces,
- 1 wing flap,
- 1 aileron.
Fuselage description
Fuselage structure assembly is composed of:
- 11 frames,
- 4 spars,
- skins.
Stabilizers description
The vertical stabilizer is composed of:
- A fin (vertical stabilizer),
- A rudder.
The horizontal stabilizers are composed of:
- Two stabilizers spliced on fuselage rear part,
- Two elevators.
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AIRFRAME
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5 AIRCRAFT CHARACTERISTICS AND ACCOMMODATION DEPENDING ON NMR
A. AIRCRAFT NMR 1 TO NMR 64 INCLUSIVE

- Equipped with a turn-and-bank indicator at front station
- Not equipped with
.Complete ILS (only localizer)
.Emergency battery supply
- Pilot station equipment are arranged on:
.A pilot facing instrument panel: figures pages 1/10, 10A, 12, 13, 14C, 16, 17, 18;
.An instrument panel strip and a central pedestal: figures pages 1/20, 21A;
.Two side consoles: figures pages 1/22, 22A, 22C, 23.
B. AIRCRAFT FROM NMR 65 INCLUSIVE
- S44
.Replacement of front station turn-and-bank indicator with a stand-by horizon
.Installation of a second power source by emergency battery, which supplies the rear
station horizon and the front station horizon 1
- S72 – Installation of marker and ILS glide receivers;
- S102 – Cut-off device of marker tone;
- S103 – Application of indicator lights dimmer (fuse);
- N20 – Increase of emergency battery capacity to allow VHF communications;
- Pilot station equipment are arranged on:
.A pilot facing instrument panel: figures pages 1/10B,11, 14A, 14B, 14C, 16, 17, 18;
.An instrument panel strip and a central pedestal: figures pages 1/21, 21B;
.Two side consoles: figures pages 1/22, 22B, 22C, 23.
C. ALL AIRCRAFT
- A stand-by compass is installed on windshield former above the instrument panel and two
rear view mirrors are mounted on both sides of front station visor.
- Pilot seats allow to wear dorsal parachutes and are height adjustable on 6 positions.
- Use of seat height locking handle:
.Lift catch, the visual indicator appears;
.Lift locking lever and choose position;
.Release lever and catch (non-locked red visual indicator must disappear).
CAUTION
IF RED VISUAL INDICATOR REMAINS VISIBLE, THE SEAT IS
NOT LOCKED
SETTING HANDLE
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FRONT STATION
UP TO NMR 64 INCLUSIVE
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REAR STATION
1
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FRONT STATION
FROM NMR 65 INCLUSIVE
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REAR STATION
1
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L.H. FRONT INSTRUMENT PANEL
1
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FRONT STATION
CENTRAL FRONT INSTRUMENT PANEL
1
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L.H. FRONT INSTRUMENT PANEL
1
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FRONT STATION
CENTRAL FRONT INSTRUMENT PANEL
R.H. FRONT INSTRUMENT PANEL
1
Page 14B-14C
2004-08 Update
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L.H. REAR INSTRUMENT PANEL
1
Page 16
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CENTRAL REAR INSTRUMENT PANEL R.H. REAR INSTRUMENT PANEL
1
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AIRCRAFT WITH MODIFICATION S44
CENTRAL REAR INSTRUMENT PANEL

R.H. REAR INSTRUMENT PANEL
1
Page 18A-18B
01-07-86
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AIRCRAFT UP TO NMR 64 INCLUSIVE
FRONT INSTRUMENT PANEL STRIP AND CENTRAL PEDESTAL
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AIRCRAFT FROM NMR 65 INCLUSIVE
FRONT INSTRUMENT PANEL STRIP AND CENTRAL PEDESTAL
1
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AIRCRAFT UP TO NMR 64 INCLUSIVE
REAR INSTRUMENT PANEL STRIP AND CENTRAL PEDESTAL
1
Page 21A
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AIRCRAFT FROM NMR 65 INCLUSIVE
REAR INSTRUMENT PANEL STRIP AND CENTRAL PEDESTAL
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FRONT STATION L.H. CONSOLE
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FRONT STATION R.H. CONSOLE
1
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FRONT STATION R.H. CONSOLE
1
Page 22B
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REAR STATION L.H. CONSOLE
1
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REAR STATION L.H. CONSOLE
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R.H. REAR CONSOLE
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R.H. REAR CONSOLE
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POWER PLANT AND PROPELLER
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1985-02 Update
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POWER PLANT AND PROPELLER
The EPSILON aircraft is equipped with an "AVCO LYCOMING" piston engine type AEI0-540 L1B5D rated at
300 HP (224 kW) at 2700 tr/min.
The "HARTZELL" metallic propeller is of pitch-regulated constant-speed type. It is a direct drive propeller and
turns clockwise (figure page 1/24).
1 ENGINE
The engine is a six-cylinder, horizontally opposed, air-cooled model.
Its characteristics are :
- Power (takeoff and max continuous)..........................................................300 HP at 2700 tr/min
(cruise at 75 %) .............................................................................225 HP at 2450 tr/min
(cruise at 60 %) .............................................................................180 HP at 2350 tr/min
- Cubic capacity .............................................................................. 540 cubic inches (8.87 litres)
- Compression ratio............................................................................................................... 8.7
A. GENERAL
Combustion is ensured by a "BENDIX" injection system (refer to COMBUSTION).
Ignition is performed by a "BENDIX" dual magneto (refer to IGNITION).
The engine is of classic design. The static-balanced crankshaft is also dynamic-balanced by
means of counterweights. This crankshaft is mounted on four plain bearings.
Distribution is ensured by:
- A camshaft;
- Hydraulic pushers;
- Rocker arms and their rods;
- V-valves (two per cylinder).
Air, which is picked up at the rear of the propeller, is directed under the cowl by baffles and
ensures cylinders and oil cooling.
B. COMBUSTION (figure page 1/29)

Combustion is ensured by the "BENDIX" injection system.
This system adjusts fuel flow depending on engine airflow.
It consists of:
- The air intake;
- Fuel metering and regulation;
- Fuel distribution.
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Air intake
Air intake is ensured by:
- A box equipped with a flap, which may close up cool air inlet to let in hot air from the engine,
in order to avoid icing risk of injection unit. This hot air is not filtered.
The flap is controlled by the "AIR SECOURS MOTEUR" lever.
CAUTION
FULLY PUSH LOCKING CENTRAL KNOB BEFORE PULLING
LEVER
- A nozzle containing the automatic mixture control (AMC) and the throttle valve.
The mixture automatic valve includes a needle controlled by an aneroid, which schedules
fuel flow according to atmospheric pressure and temperature. It is intended to set mixture
permanently depending on ambient conditions, what relieves the pilot from this adjustment.
The mixture delivered in full forward position is near the best power one (EGT peak – 70°C).
- A collector, which supplies each cylinder through a manifold.
Fuel metering - regulation
Fuel metering – regulation system allows to adjust manually mixture, when operation with a
mixture near best power one is not required in some flight cases (economical navigation).
The assembly comprises:
- A fuel inlet provided with a by-pass equipped metallic filter;
- A needle (R) controlled by the mixture control moves in front of a two-port slide valve;
NOTE
IDLE CUT-OFF POSITION OF THE MIXTURE CONTROL CUTS
OFF FUEL INLET.
- A port, which directs pressure-supplied fuel on lower face of the membrane (C).
- Another port, which directs according to mixture control position a fuel measured quantity
towards a slide valve.
- A needle (G) controlled by the throttle lever moves in front of a one-port slide valve and
directs a fuel quantity towards the membrane (C), on ball valve side.
This port corresponds to IDLE position of the throttle lever.
- A ball valve mechanically linked to the two membranes (A) and (C). Membrane (A), "Air"
membrane, takes into account the difference between total pressure and static pressure.
Membrane (C), "Fuel" membrane, receives on one face fuel measured by the throttle and on
the other face fuel scheduled by the mixture control.
These two membranes are intended to ensure REGULATION.
- A two-spring assembly that ensures correct fuel supply in idle range.
- A fuel outlet, towards the divider, controlled by the ball valve.
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Fuel distribution
A divider associated to six injectors ensures fuel distribution.
The divider located on engine upper part includes:
- A fuel inlet from the ball valve;
- A membrane-valve assembly and its spring;
- Six fuel outlets towards injectors;
- One fuel outlet towards the flowmeter.
The divider is intended to:
- Keep and distribute pressure-supplied fuel with the membrane-valve assembly;
- Ensure a definite fuel supply cut-off at engine shut-off (IDLE CUT-OFF position of mixture
control).
The injectors are of air inlet type. They are located next to inlet valves (one injector per
cylinder). Each injector is provided with a recess where ambient air mixes to fuel, so allowing a
best spraying.
C. IGNITION
Ignition is performed through a "BENDIX" dual magneto, which provides spark plugs with a
high-voltage double ignition (two spark plugs per cylinder). Ignition order is 1.4.5.2.3.6.
A selector, located only at front station on instrument panel strip R.H. side, allows magneto
operation and selection.
An indicator light, located on the alarms panel, indicates to the rear station pilot the magneto
selector position at the front station.
NOTE
THE ILLUMINATION OF "MAGNET SEULE" REAR STATION
YELLOW INDICATOR LIGHT DOES NOT INFORM THE PILOT
ABOUT OPERATIONAL MAGNETO (L.H. MAGNETO OR R.H.
MAGNETO).
D. STARTING
Engine starting is performed thanks to an electrical direct starter. The electric source may be
either the main battery or a ground power unit.
WARNING
"ALIM DEM" WARNING LIGHT – BLINKING. STARTER KNOB
PUSHED – WARNING LIGHT ILLUMINATED: STARTER RELAY
IS STUCK.
KEEP AWAY EVERYBODY FROM THE AIRCRAFT – INFORM
THE MECHANIC
E. ENGINE CONTROLS
Engine controls are gathered on L.H. console of each station. They consist of:
- The throttle lever;
- The propeller lever;
- The mixture control.
Throttle lever
The position of this control determines manifold pressure.
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Propeller lever
The position of the propeller lever determines the engine rotation speed insofar as manifold
pressure is sufficient to ensure chosen rotation speed. Lever forwards corresponds to an RPM
increase and inversely rearwards.
Mixture control
The position of the control determines fuel flow. In rear stop position, it cuts off fuel inlet to
injection system. Operation of the mixture control is independent of mixture automatic valve
operation.
NOTE
FRONT AND REAR CONTROLS OF THE THREE LEVERS ARE
INTERCONNECTED. FRICTION ADJUSTMENT OF CONTROL
MANEUVER IS PERFORMED BY MEANS OF A KNURLED
KNOB LOCATED ON FRONT CONSOLE L.H. SIDE ONLY.
F. ENGINE MONITORING CLUSTER

Monitoring instruments are arranged on R.H. instrument panel of each station.
These instruments are:
- A manifold pressure (mbar) and fuel flow (L/h) dual indicator;
- An electrical tachymeter (tr/min = RPM);
- An EGT indicator (°C);
- An oil temperature and cylinder temperature dual indicator (°C);
- An oil pressure indicator (bars).
NOTE
OIL PRESSURE INDICATOR AT REAR STATION IS A
REPEATER OF THE INDICATOR AT FRONT STATION.
Oil pressure is monitored by indicators and warning lights; fuel pressure is monitored by
warning lights.
These warning lights are located on the alarms panel (refer to LIMITATIONS chapter).
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COMBUSTION
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2 PROPELLER
The propeller is a "HARTZELL" variable pitch two-blade model, provided with counterweights. Its
speed is the result of the balance between counterweight action and governor action.
A. GOVERNOR
The "WOODWARD" governor comprises:
- A gear pump;
- A pilot valve plunger;
- Flyweights;
- A compensator spring and its control;
- An overpressure valve.
B. REGULATION PRINCIPLE (figure page 1/31)

Propeller rotation speed is dependent upon the balance between two actions:
Action of counterweights
By propeller rotation, counterweights, as a result of centrifugal force, tend to get closer to the
rotation plane.
As they drag along with them their respective blade, they tend to position the propeller in
"HIGH PITCH".
Action of the governor
The governor engine-driven pump is fed by the lubrication system and supplies hydraulic
pressure.
This pressure is delivered by a valve controlled by the flyweights, which gap changes
according to engine rotation speed.
An adjustable compensating spring allows acting against the action of flyweights.
This pressure directed through the crankshaft end acts on a piston on the spinner. This piston
tends to position the propeller to "LOW PITCH".
To change RPM, the pilot acts on governor spring using propeller control.
Flyweights movement leads to distributing valve travel, which directs oil to the piston.
When the piston strength is greater than the counterweights strength, the propeller pitch
decreases.
NOTE
IN CASE OF PROPELLER CONTROL BREAKING, AN OUTER
SPRING HOLDS CONTROL LEVER IN LOW-PITCH STOP.
In case of failure of the regulation, the pressure drop results in the automatic transition to
"HIGH PITCH" (counterweights effect).
CAUTION
DO NOT COMBINE A SUDDEN APPLICATION OF A LOAD
FACTOR WITH A RAPID ACTION ON THE THROTTLE
CONTROL LEVER
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1991-02 Update
UCE122
PRINCIPLE OF PROPELLER REGULATION
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2001-05 Update
UCE122
LUBRICATION SYSTEM
1 DESCRIPTION
The lubrication system ensures continuously oil distribution in the engine. Addition of the
"CHRISTEN" system allows lubrication during inverted flight.
Lubrication system includes:
- A gear type oil pump;
- A thermostatic valve;
- A cartridge type filtering element;
- An adjustable pressure relief valve;
- A by-pass;
- An oil pressure transmitter;
- A temperature probe;
- Two series-connected coolers;
- A ball valve ("CHRISTEN" system);
- A ball oil separator ("CHRISTEN" system).
NOTE 1
THE "CHRISTEN" SYSTEM COMPONENTS ARE INSTALLED
ON FIREWALL AND LINKED TO THE ENGINE BY HOSES.
NOTE 2
A METALLIC FILTER LOCATED IN THE HOUSING PROTECTS
THE OIL PUMP.
A door located in upper engine cowl allows access to filling port and to plug-gauge.
2 OPERATION
Lubrication is of wet carter type.
A gear pump sets under pressure oil in the system.
A thermostatic valve is inserted between the pump discharge aperture and the filtering cartridge. At
the beginning most of the oil is directed by the valve straight to the filtering cartridge and the
engine. When oil is hot, it is then directed by the valve to the coolers, which cool it, before it enters
the cartridge and the engine.
If this cartridge is clogged, oil is no more filtered and comes directly into the engine through the by-
pass.
The pressure relief valve setting allows adjusting oil pressure to a given value.
3 FUNCTION OF THE CHRISTEN SYSTEM
A. NORMAL FLIGHT (figure page 1/35)

The oil separator thanks to the position of its weighted ball, allows oil vapours from the engine
carter to escape through the breather. The ball valve thanks to the position of its balls allows
oil to circulate through the filter towards the pump and the lubrication circuits.
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UCE122
B. INVERTED FLIGHT (figure page 1/37)

The oil drops into housing upper part.
The oil separator thanks to the position of its weighted ball, prevents oil from escaping through
the breather, while oil vapours are exhausted.
The ball valve thanks to the position of its balls allows oil to circulate towards the filter and the
pump through the inverted flight circuit.
4 MONITORING INSTRUMENTS
- "PRESS HUILE" low pressure warning light rated at 1.75 bar (alarms panel)
- Oil temperature indicator at the engine inlet (R.H. instrument panel)
- Oil pressure gage (R.H. instrument panel)
5 REFERENCE VALUES
Normal operation:
- Green sector: from 4.1 to 6.2 bars.
Acceptable operation:
- Lower yellow sector: from 1.75 to 4.1 bars, if engine power is lower than 2000 tr/min.
- Upper yellow sector: from 6.2 to 6.9 bars during engine warming phase.
- Maximum drop at the time of inverted flight transition: - 3.5 bars from initial pressure with
immediate rise.
NOTE
POSSIBLE FLASHING "PRESS HUILE" WARNING LIGHT, IF
PRESSURE < 5.25 BARS DURING NORMAL FLIGHT
CAUTION
IN THE MOST UNFAVOURABLE CONDITIONS WITH A LOAD
FACTOR CLOSE TO ZERO, THE MAXIMUM DROP OF
- 3.5 BARS MUST NOT EXCEED 4 SECONDS
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OIL SYSTEM – NORMAL FLIGHT
1
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24-06-83
UCE122
INTENTIONALLY LEFT BLANK
1
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24-06-83
UCE122
OIL SYSTEM – INVERTED FLIGHT
1
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24-06-83
UCE122
INTENTIONALLY LEFT BLANK
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UCE122
FUEL SYSTEM
1 DESCRIPTION (figure page 1/43)

The fuel system includes :
- Fuel tanks;
- A selector;
- An "inverted flight" feeder tank;
- An isolating valve;
- A decanting filter;
- An electric pump;
- A 140 µ filter;
- A fuel shut-off valve;
- A mechanical pump;
- An air vent selector;
- Two rollover valves.
A. TANKS
Fuel is contained in 2 tanks located in the wings leading edge (one per half-wing) and in the
feeder tank.
Total quantity is 55 US Gal (210 litres).
The integral tanks are incorporated in wings and are located between ribs 1 and 8 (figure
page 1/7) forward of main spar (on leading edge side).
Their tightness is ensured by interposition of several sealants between mating surfaces and by
internal overlap of sheet metal mating.
Each tank comprises :
- A filling port located in tank upper part, filling being performed by gravity. This port is
equipped with a filter screen held with a snap ring. A sealed plug equipped with a small chain
blanks off filling port. The latter is equipped with a safety valve, which ensures air vent in
case of tank overpressure or negative pressure;
- An air vent circuit from tank high point to each wing lower surface by a Pitot type vent, which
also enables to increase air pressure on contained fuel. These vents are bored rearward to
allow water discharge;
- A roll-over valve at the tip of the tank limits fuel waste through the Pitot type vent during slide
slip or inverted flight;
- Two electrically transmitting gaging dipsticks, one on external side between ribs 6 and 7, the
other on internal side between ribs 1 and 2. The internal dipstick is equipped with a low level
detector. The gauge measuring total volume is 100 litres per tank;
- A drain and bleed valve at low point. It is installed at the wing lower surface between ribs 1
and 2. When pushing on valve, fuel can be discharged;
- A filter screen at system supply port.
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B. SELECTOR
The fuel selector control is only located on front station R.H. console.
A mechanic device holds it in L.H. or R.H. fixed position according to selection.
Magnetic (white) indicating lights installed on rear instrument panel inform the pilot about the
selection (R.H or L.H.).
When in the middle position, both tanks direct fuel towards feeder tank. However, this position
may lead to transfer incidents and must not be used.
CAUTION
DURING THE MANEUVER OF THE TANK SELECTOR (L.H.–
R.H. OR R.H.–L.H.), THE MAGNETIC REPEATER INDICATING
LIGHTS AND "LOW LEVEL" ALARMS GO OFF
C. "INVERTED FLIGHT" FEEDER TANK
The "inverted flight" feeder tank includes :
- An air vent common to both tanks and equipped with a float valve;
- A fuel inlet end fitting linked to tanks, on which a check valve is mounted;
- A fuel outlet end fitting, on which is mounted a weighted plunger tube;
- A drain and bleed valve at low point.
It contains 0.66 US Gal (2.5 litres).
D. ISOLATING VALVE
After the feeder tank, this valve is immobilized in position "OUVERT" (open) with a locking
wire.
E. DECANTING FILTER
The decanting filter is equipped with an all-metal filter mounted into a bowl and is installed at
the feeder tank outlet.
It is provided with a drain valve, a resetable yellow preclogging indicator and a red clogging
indicator with a by-pass.
F. ELECTRIC PUMP
The electric pump is installed after the decanting filter. It is controlled by the switch located on
front station L.H. console.
G. 140 µ FILTER
Located between the electric pump and the fuel shut-off valve, it protects the engine pump.
H. FUEL SHUT-OFF VALVE

The fuel shut-off valve located behind firewall cuts off if necessary fuel supply. The control
lever of this valve is installed on R.H. console of each station. Front station lever is sealed in
open position.
To close the valve, levers must be moved rearwards.
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I. MECHANICAL PUMP
The mechanical pump is of vane-type. It is installed on engine rear part and driven by the
latter.
This pump supplies fuel necessary to the injection system.
NOTE
FUEL HOSES IN THE ENGINE COMPARTMENT ARE
PROTECTED BY FIREPROOF TUBING.
J. AIR VENT SELECTOR

It allows venting of the selected tank.
Its control located under front station seat is mechanically linked to the tank selector.
K. ROLLOVER VALVES
A rollover valve installed in each tank is attached on top of the rib 8. It is equipped with a float
valve and limits fuel waste through the Pitot type air vent, when the aircraft is in inverted flight.
2 OPERATION
Fuel contained in tanks supplies the feeder tank by gravity.
The selector valve installed between the two tanks enables to supply this feeder tank from the L.H.
tank or from the R.H. tank.
At the feeder tank outlet, an isolating valve, secured in open-position, allows fuel to enter the
decanting filter, which protects the electric pump.
This pump is controlled from front station and sets if necessary the system under pressure. A filter
located between the electric pump and the fuel shut-off valve protect the system downstream,
especially the mechanical pump.
The mechanical pump supplies fuel to "BENDIX" injection system through a filter (see figure
page 1/29).
- INVERTED FLIGHT CASE
During inverted flight, the feeder tank is no more supplied. Only its content ensures supplying of
the engine through the weighted plunger tube.
A check valve prevents fuel reversal from feeder tank to tanks. This feeder tank will fill up again
during return to normal flight.
- OPERATIONAL INCIDENT (figure page 1/43)
If the selected tank air vent is obstructed, the pressure balance is ensured in the tank and the
feeder tank by the opening of the filling port emergency air vent valve, thus allowing a normal fuel
supply.
So, whatever the selected tank is, when icing conditions are temporarily encountered, fuel supply
is ensured.
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3 INDICATING AND MONITORING

Each cockpit consists of (figure page 1/45) :
- A dual fuel gage indicator (L.H. and R.H.) installed on R.H. instrument panel;
- A fuel flowmeter enables to monitor engine instantaneous consumption. It is located on R.H.
instrument panel;
- A "PRESS CARB" red warning light comes on, when the fuel pressure is lower than 0.84 bar at
the mechanical pump outlet;
- A "POMPE CARB" yellow indicator light comes on, when the fuel pressure is greater than 1.7 bar
upstream the mechanical pump (electric pump operation);
- A "BAS NIVEAU" red warning light located on the alarms panel comes on, when the selected
tank contains only 10 litres;
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1986-07 Update
UCE122
POST-MODIFICATION No. 6
FUEL SYSTEM
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11-1998 Update
UCE122
FUEL INDICATING AND CONTROLS
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07-02-85
UCE122
ELECTRICAL SYSTEM
1 DESCRIPTION
A. GENERAL (figure page 1/47)

The direct-current electrical power can be supplied by :
- a cadmium-nickel battery (24 V/16 Ah);
- an engine-driven alternator. This alternator supplies a 28V D.C. voltage, nominal rating 70 A,
after rectification;
- a ground power receptacle, which enables on ground, the supply of aircraft mains from an
28V direct-current external source;
- an emergency battery (24 V) for AIRCRAFT WITH MODIFICATION N20, which supplies the
front station horizon No. 1, the rear station horizon, the VHF/UHF control units, the
interphone and the VHF transceiver in case of electrical loss;
The alternating electrical power is supplied by a static inverter, which generates a 115V
voltage and a 26V voltage under a fixed frequency of 400 Hz.
B. SUPPLY
Direct current supply is performed:
- By four bus bars (BUS 1 to 4) in the front cockpit, each bar is protected by a manual "pull-off"
type circuit breaker (PCB);
- By two bus bars (BUS 5 and 6) in the front cockpit, each bar is protected by a manual
"pull-off" type circuit breaker (PCB);
Alternating current is supplied from the static converter.
ELECTRICAL SYSTEM
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2 DC GENERATION
AIRCRAFT WITHOUT MODIFICATION S44 (up to NMR 64 inclusive) (figure page 1/49)
AIRCRAFT WITH MODIFICATION N20 (from NMR 65 inclusive) (figure page 1/49A)
ALL AIRCRAFT
A. BATTERIES
The battery is installed on front table. It supplies the six bus bars through the "PARC" and
"BATTERIE" relays.
The battery will be connected, if following conditions are met:
- No external power supply excites the "PARC" relay;
- The front station "CONTACT-GENERAL" key switch and the rear station "COUPURE-
CONTACT GENERAL" switch are on the operating position;
- The battery voltage is greater than or equal to 16 V;
- The battery circuit breaker is closed.
The battery will be disconnected, if one of the following conditions occurs:
- An external power source supplies mains;
- The front station "CONTACT-GENERAL" key switch and/or the rear station "COUPURE-
CONTACT GENERAL" switch is/are set to OFF;
- The battery voltage is lower than 14 V;
- The battery circuit breaker is open;
- The battery temperature is greater than 71°C ± 3°C.
AIRCRAFT WITH MODIFICATION N20 (from NMR 65 inclusive)
The emergency battery (from aircraft NMR 65) is installed on L.H. rear console. It is intended
to supply, in case of normal electrical generation failure, the front station horizon No. 1, the
rear station horizon, the VHF/UHF control units, the interphone and the VHF transceiver. It has
a 30-minute charge, five minutes of which for VHF transmission.
The battery operation and cut-off are only performed through the front "HORIZ 1" switch
(dual-function switch).
The emergency battery is equipped with a relay, which distributes to aircraft mains the current
supplied by normal DC generation. In case of failure of this generation, the relay switches
automatically to the emergency battery, which then supplies the front station horizon No. 1, the
rear station horizon, the VHF/UHF control units, the interphone and the VHF transceiver
(illumination of the "BATT SEC" yellow indicator lights at both stations).
On front station alarms panel, a "TEST" push-button switches on the "BATT SEC TEST" green
indicator light, what means that the battery is correctly loaded (through aircraft normal
generation in a few minutes).
NOTE
AFTER HAVING CUT OFF MAIN SWITCH, MAKE SURE THAT
THE FRONT STATION "HORIZ 1" SWITCH IS OFF IN ORDER
TO AVOID AUTOMATIC OUTPUT OF THE BATTERY.
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AIRCRAFT WITHOUT MODIFICATION S44
BLOCK DIAGRAM OF DC GENERATION

1
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2002-12 Update
UCE122
AIRCRAFT WITH MODIFICATION N20
BLOCK DIAGRAM OF DC GENERATION

1
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2004-08 Update
UCE122
AC GENERATION
1
Page 50
1983-06
UCE122
WARNING
IN CASE OF CRASH, CUT OFF MAIN SWITCH AND FRONT
STATION HORIZON No. 1
B. BATTERY RELAY
The battery relay is installed forward of the firewall. It connects battery or ground power unit to
bus bars. The relay is put into service by the operating points of the "CONTACT GENERAL"
key switch and the "COUPURE-CONTACT GENERAL" switch.
C. "CONTACT GENERAL" KEY SWITCH

This key switch installed on front station R.H. console enables when locked:
- The battery relay excitation;
- The bus bar power supply.
NOTE
EACH AIRCRAFT HAS A KEY SWITCH, THE LOCK HEAD OF
WHICH HAS ITS OWN KEY.
CAUTION
FRONT STATION HORIZON No. 1 AND REAR STATION
HORIZON POWER SUPPLY IS INDEPENDENT FROM THE
"CONTACT GENERAL" KEY SWITCH
D. "COUPURE-CONTACT GENERAL" SWITCH
This switch has priority for cut-off on the "CONTACT GENERAL" key switch. It is located on
rear station R.H. console. It is locked in position "MARCHE" under a red cover.
NOTE
WHEN THE SWITCH IS SET TO OFF POSITION (RAISED
COVER), THE AIRCRAFT NORMAL ELETRICAL GENERATION
IS CUT OFF. THIS SWITCH DOES NOT OPERATE THE
EMERGENCY BATTERY, WHICH IS INSTALLED ON AIRCRAFT
WITH MODIFICATION N20.
E. ALTERNATOR
The alternator is installed on the engine and driven by it.
It is started by the "EXCITATION" switch from an engine RPM of about 1200. It supplies an
alternating voltage, which, after internal rectification by an integrated electronic system and
regulation, becomes a 28 V direct current applied to the distribution.
It is protected by a circuit breaker labelled "ALTERNATEUR" at the front station. An
overvoltage relay, which is integrated to the regulator, cuts off the alternator excitation, if the
tension becomes greater than 32 V.
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F. "EXCITATION" SWITCH
The "EXCITATION" switch is located on front station R.H. console and locked in ON position
under a red cover.
On ground, for an engine RPM lower than 1200, the cover is raised and the switch set to OFF
position.
When the switch is set to ON position, the voltage coming from the alternator is applied:
- On bus bars distribution circuit;
- On circuit, which maintains battery load.
NOTE
FOR STARTING, FIRST HANDLE THE SWITCH, THEN THE
COVER TO AVOID DAMAGING IT
G. GROUND POWER RECEPTACLE

The ground power receptacle is located on fuselage L.H. side under the door labelled "PRISE
DE PARC".
It is intended to connect a direct current external source to supply power to the mains through
the "PARC" and "BATTERIE" relays.
H. GROUND RELAY
When external power is operating, the relay is excited, which leads to:
- The battery cut-off;
- Power supply by external generation of the mains via the battery relay.
3 ALTERNATING GENERATION (figure page 1/50)

It is started by the "GYRO" switch.
A. STATIC INVERTER
The static inverter is installed under rear station L.H. console. It converts the direct current
from BUS 2 bar into 115 V or 26 V 400Hz alternating current.
The static inverter is installed on the floor in the rear control pedestal.
B. PROTECTION AND DISTRIBUTION UNIT

The unit is installed in the electronics compartment located at rear station. Inside the unit,
fuses protect the distribution to miscellaneous radionavigation equipment requiring alternating
voltage.
4 DISTRIBUTION CIRCUIT
A. FRONT STATION
AIRCRAFT WITHOUT MODIFICATIONS S44, S103, N20 (figures pages 1/53, 54) (up to NMR
64 inclusive)
AIRCRAFT WITH MODIFICATIONS S44, S103, N20 (figures pages 1/53A, 54A) (from NMR
65 inclusive)
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2004-08 Update
UCE122
AIRCRAFT WITHOUT MODIFICATIONS S103, N20
FRONT STATION DISTRIBUTION (FUSES)

1
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2004-08 Update
UCE122
AIRCRAFT WITH MODIFICATIONS S103, N20
FRONT STATION DISTRIBUTION (FUSES)

1
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2004-08 Update
UCE122
AIRCRAFT WITHOUT MODIFICATIONS S44, N20
FRONT STATION DISTRIBUTION (CIRCUIT BREAKERS)
1
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2004-08 Update
UCE122
AIRCRAFT WITH MODIFICATIONS S44, N20
FRONT STATION DISTRIBUTION (CIRCUIT BREAKERS)
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2004-08 Update
UCE122
REAR STATION DISTRIBUTION (CIRCUIT BREAKERS AND FUSES)

1
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2004-08 Update
UCE122
REAR STATION DISTRIBUTION (CIRCUIT BREAKERS AND FUSES)

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UCE122
FLIGHT CONTROLS
The flight controls at each station consist of:

- A roll control;
- A pitch control;
- A yaw control;
- A flap control;
- Roll trim and pitch trim tabs controls;
- A rudder trim control.
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UCE122
CONTROL LINKAGE OF ROLL CONTROL
1 ROLL CONTROL (figure page 1/58)

The roll control is composed of:
- A stick handgrip;
- Bellcranks, connecting rods, bearings;
- Ailerons and their tabs.
Side movement of the stick handgrip through the control linkage of roll control ensures a deflection
of the ailerons by:
- 13°30 downwards,
- 18°00 upwards.
A. AILERONS
Of all-metal design (light alloy), the ailerons are statically overbalanced (110 %) by integrated
balance weights. They are hinged on three bearings attached to the small spar rear face of
each half-wing.
The aileron is controlled from the central bearing through an elastic linkage device called
"spring tab".
B. SPRING TAB (figure page 1/59)

The elastic linkage located between the bellcrank and the control surface is performed through
the torsion bar; on the other hand linkage of both bellcranks (aileron/tab) is rigid.
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UCE122
FUNCTIONAL DIAGRAM OF SPRING TAB
Operation
On ground, the aileron/tab assembly operates as a single control surface.
When speed increases, air resistance increases on control surface. The pilot action distorts
the torsion bar, which causes tab deflection in the direction opposite to the one wanted for the
control surface. The aerodynamic force, which is then exerted on tab, deflects the control
surface in the desired direction.
The pilot force is then practically independent from the aircraft speed thanks to the tab
aerodynamic assistance.
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UCE122
CONTROL LINKAGE OF PITCH CONTROL
2 PITCH CONTROL (figure page 1/60)

The pitch control assembly is composed of:
- A stick;
- Bellcranks, rods, bearings;
- Spring bearing (return to neutral position);
- An elevator (two parts).
Longitudinal movement of the stick ensures a deflection of the elevator by:
Nose-up - 20°
Nose-down + 10°
A. ELEVATOR
Each half-control surface attached by two bearings to horizontal stabilizer is made of a light
alloy structure with polyester skin.
Their static balance (100 %) is performed with weights located in the horn of each tip and in
the leading edge.
B. RETURN TO NEUTRAL POSITION

It is performed thanks to a spring bellcrank installed at frame 8.
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UCE122
CONTROL LINKAGE OF YAW CONTROL
3 YAW CONTROL (figure page 1/61)

The yaw control assembly is composed of:
- A rudder pedal;
- A torsion tube, bellcranks, rods, a threshold cylinder;
- A rudder.
Movement of the rudder pedals ensures a deflection of the rudder by:
25° to the left,
25° to the right.
A. RUDDER
The design of this control surface is the same as that of the elevator.
It is hinged on two bearings, which are interdependent with the fin spar. The rudder control is
performed at the level of the lower bearing.
The static balance (100 %) is performed with compensating scissors located in the upper part
and with weights located in the leading edge.
A threshold double-acting cylinder, which is interdependent with the rudder control, ensures a
return to neutral position of the rudder.
The aerodynamic neutral position is ensured by a trim edge installed on the trailing edge lower
part.
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UCE122
4 COMPENSATION
The three control wheels, as well as the three pointers and their graduated ranges are arranged on
L.H. console of each station, rearwards of engine controls.
A. ROLL TRIM TAB

A control wheel drives the controlled tab of the L.H. aileron through a flexible control, a screw
jack, a bellcrank and rods.
B. PITCH TRIM TAB

A control wheel drives simultaneously the tab of each half-elevator through cables, a screw
jack, a bellcrank and rods.
C. RUDDER TRIM TAB

A control wheel enables to move the rudder by shifting the zero of the threshold cylinder
through a screw jack controlled by cables.
CAUTION
ON GROUND, REMOVE FEET FROM THE RUDDER PEDALS
BEFORE MANEUVERING THE RUDDER TRIM TAB
5 WING FLAPS
The lift augmenting assembly is composed of:
- A flap control selector with return to neutral position and a position indicator;
- An electrical motor, which drives ball flexible controls through a screw jack (figure page 1/63);
- Two wing flaps.
A. FLAP CONTROL SELECTOR

The selector (vane) located on L.H. console controls the flap electrical motor.
A forward impulse on the vane: the flaps retract.
A rearward impulse on the vane: the flaps extend.
As soon as the impulse stops, the flaps keep the position they have at this moment.
NOTE 1
AT THE END OF TRAVEL (RETRACTION OR EXTENSION),
MICROSWITCHES CUT OFF POWER SUPPLY.
NOTE 2
THE REAR STATION SELECTOR HAS PRIORITY ON THE
FRONT STATION ONE.
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B. POSITION INDICATOR
The flap position indicator is integrated in the flaps/landing gears indicator located on the L.H.
instrument panel.
The dial includes three marks: 0°, 15° and 25°.
SCREW JACK-MOTOR ASSEMBLY
C. SCREW JACK-MOTOR ASSEMBLY

This assembly is located under the floor between wheel arches. The screw jack controlled by
the electrical motor moves inside sliders and drives simultaneously both ball flexible controls,
which ensure the flaps deflection.
D. WING FLAPS
The flaps are of single slot type.
Each flap is carried by arc shaped sliders (two per flap), which ensure a deflection and return
effect.
The maximum deflection is 25°.
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6 STICKS (figure page 1/65)

The sticks are mechanically connected and ensure pitch and roll controls.
They are composed of:
- The stick handgrip;
- The roll control bellcrank;
- The stick body;
- The stick feet.
The stick handgrip includes the push-to-talk switch. It is hinged on the stick body and acts on the
roll control linkage.
The stick body lower part ends in two feet, which hinge on two bearings interdependent with the
structure. The R.H. foot activates the pitch control linkage.
7 RUDDER PEDALS
Each rudder pedal is provided with a mechanism, which ensures the pedals interconnection and
enables to adjust them with the control wheel located on the central pedestal.
The rudder control is actuated through a pressure on L.H. or R.H. pedal.
Braking is ensured through a pressure on upper part of the pedals.
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STICK
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LANDING GEARS
1 DESCRIPTION (figure page 1/69)

The retractable tricycle landing gear consists of a nose gear and two main gears. Each landing
gear is of shock-compensating rocker-beam type and is equipped with an oil/air shock absorber
and a single wheel provided with a low-pressure tire.
The landing gear wells are partially closed by doors the travel of which is mechanically linked to the
landing gear maneuver. The landing gear is activated by the hydraulic pressure provided by a
dual-direction gear electric pump and its tank.
The nose landing gear retracts rearwards, the main landing gears retract inwards. A
gas-compensating device for the nose landing gear and a spring-compensating device for the main
landing gears help for extension and downlock in normal and emergency operations.
A. MAIN LANDING GEARS

Each main gear is composed of:
- A landing gear leg;
- A shock-compensating rocker beam;
- An oil/air shock absorber;
- An actuating cylinder;
- A hinged strut, which ensures the downlock;
- An uplock box, which ensures the uplock;
- A hinged main leg fairing under wings, which is mechanically-linked to the landing gear leg;
- Safety and indicating microswitches.
B. NOSE LANDING GEAR

The nose landing gear is composed of:
- A landing gear leg;
- An hydromechanical device, which ensures antishimmy and wheel centering functions;
- A rotating assembly;
- An oil/air shock absorber;
- An actuating cylinder;
- A hinged strut, which ensures the downlock;
- An uplock box, which ensures the uplock;
- Two hinged doors under the engine cowling fixed section, which are mechanically-linked to
the nose landing gear;
- Safety and indicating microswitches.
2 LANDING GEAR CONTROLS

The landing gear control lever is located on the L.H. side of the instrument panel strip at each pilot
station. It controls the landing gear normal operation and has two positions: R (retraction) and S
(extension).
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The interconnection between front and rear stations is ensured by flexible controls. When the
aircraft is on ground, the control lever is locked down by an electromagnetic lock. This lock allows
control lever to be pushed up again only if:
- The landing gear shock absorbers are extended;
- The nose landing gear wheel is in the centerline.
NOTE
ON GROUND, A SAFETY PIN PREVENTS THE CONTROL
LEVER MANEUVER.
A. LANDING GEAR EMERGENCY HANDLE

The landing gear emergency handle is located above normal control lever at the front station
only.
When pulled, it is released from its position after manual unlocking of a safety device.
The handle is linked to "TRAIN HAUT" locking catches through flexible controls (cable +
sheath).
3 LANDING GEAR INDICATOR LIGHTS

The landing gear normal or emergency operation is indicated on the configuration panel located on
the L.H. side of the instrument panel at each station.
This panel includes:
- A red warning light, which indicates either the landing gears maneuver or the non-locking of one
of the landing gears or of all landing gears;
- Three green arrows for landing gear downlock;
- A push-knob for indicator lights test;
- A BIP push-knob;
- A flap deflection indicator.
4 AURAL CHECK OF LANDING GEAR DOWNLOCK

When "BIP" push-knob is pressed, a radio signal is delivered, if the landing gears are locked down.
5 INDICATING OF NON-EXTENDED LANDING GEAR

The flashing of a red warning light indicates that the landing gears are not extended, the throttle
lever being in idle position.
An aural warning informs the pilot that the landing gear is not locked down, if the flaps are
extended to more than 20°.
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LANDING GEARS
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BRAKE SYSTEM
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BRAKES
The brakes are of single-disc type. Pads activated by the brake units pistons rub on this disc.
The brakes are of differential type and can be equally activated from the front station or the rear station
(figure page 1/70).
1 SYSTEM
The system is composed of:
- A tank;
- Four master cylinders (two per station);
- A parking brake valve;
- Two single-disc brake units (one per wheel).
2 BRAKING
It can be performed from one or the other station.
The pressure necessary for braking is provided by the master cylinder located above each pedal.
This pressure is delivered in proportion to the strength which is exerted on the pedal.
The brake system is provided with an automatic correction of the play, which is caused by the pads
wear.
WARNING
THE BRAKE SYSTEM IS NOT PROVIDED WITH A WHEEL
ANTILOCK DEVICE AND THE BRAKES ARE VERY EFFICIENT.
THEY MUST THEREFORE BE USED CAUTIOUSLY
3 UTILIZATION OF PARKING BRAKE

The parking brake control is located at the front station. This control activates a double hydraulic
valve, which keeps the pressures on the brakes, once the pedals have been depressed.
To release the parking brake, just fully turn the knob in the opposite direction (residual pressure).
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FLIGHT MANAGEMENT
The flight management requires the use of monitoring and control instruments.
These instruments are electrically and/or pneumatically-supplied.
They are as follows:

- The airspeed indicating instruments;
- The gyro instruments;
- The accelerometers;
- The air temperature indicators.
Moreover there are the independent instruments:

- The watches;
- The stand-by magnetic compass.
1 AIRSPEED INDICATING SYSTEM (figure page 1/75)

The airspeed indicating system comprises:
- Two external normal static ports (S1 and S2);
- One alternate static port (S3) in the fuselage;
- A pitot total pressure port (P1);
- A switch for the pitot heating system;
- An alternate static source valve.
A. NORMAL STATIC SOURCE
The normal static pressure coming from the S1 and S2 ports is applied :
- By the alternate static source valve to front station instruments through the supply fitting ;
- Directly to rear station instruments through the supply fitting.
B. ALTERNATE STATIC SOURCE
The alternate static source coming from the S3 port can be applied instead of normal static
source to the front station instruments by maneuvering the "STATIQUE SECOURS" valve
through the forward supply fitting.
C. PITOT TOTAL PRESSURE

The total pressure coming from the P1 pitot is applied to the airspeed indicator at each station.
NOTE
A DRAIN ALLOWS AT LOW POINT OF EACH PRESSURE
SYSTEM ELIMINATION OF CONDENSATION WATER, WHICH
MAY HAVE ACCUMULATED IN THE HOSES.
D. PITOT SWITCH
The "PITOT" switch located on the front station R.H. console enables starting of the total
pressure port heating.
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E. ALTERNATE STATIC SOURCE VALVE

The alternate static source valve is installed on the front station control pedestal.
In normal position (pushed), the normal system static pressure is applied to the front and rear
stations instruments.
In "TIRER" (PULL) position, the alternate system static pressure is only applied to the front
station instruments.
2 AIRSPEED INDICATING INSTRUMENTS
A. AIRSPEED INDICATING
The airspeed indicators on forward and rearward instrument panels are identical and
independent. They use the dynamic system and the static system.
Their front face includes:
- A dial graduated from 40 to 320 kt (black dial, white figure);
- A speed indicating pointer (the end is white-painted);
- A white point indicates the pointer position at rest.
The figures, the graduations and the pointer end are in fluorescent white color, which becomes
orangey yellow under UV lighting.
B. ENCODING ALTIMETER
The encoding altimeter is installed at front station; it works out altitude according to the static
pressure.
It visualizes an altitude information and provides the transponder with a coded information
about the flight level.
It is equipped with a vibrator, which improves its sensitiveness and its accuracy.
The front face includes:
- A fixed dial graduated in hundreds of feet;
- A pointer performing a dial revolution for 1000 feet;
- An altitude counter with three drums:
.The central drum indicates the thousands of feet,
.The R.H. drum indicates the hundreds of feet,
.The L.H. drum indicates tens of thousands of feet.
NOTE
THE L.H. DRUM ZERO IS REPLACED BY A BLACK AND WHITE
HATCHED AREA, WHILE THE NINE IS REPLACED BY A FIRE
ORANGE HATCHED AREA. NEAR THE R.H. DRUM, TWO FIXED
ZEROS ARE PRINTED ON THE DIAL.
- A knob to display pressure;
- A pressure display window;
- A VIB indicator light, which informs about a vibrator or power supply failure.
C. ALTIMETER
The dial of the rear station altimeter is the same as that of the encoding altimeter. Its operation
is the same, but it is not provided with an altitude coding system.
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AIRSPEED INDICATING SYSTEM
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GYRO INSTRUMENTS
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FLIGHT INSTRUMENTS
FRONT STATION
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AIRCRAFT WITH MODIFICATION S44
FLIGHT INSTRUMENTS
FRONT STATION
1
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01-07-86
UCE122
FLIGHT INSTRUMENTS
REAR STATION
1
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01-07-86
UCE122
FLIGHT INSTRUMENTS
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D. VERTICAL SPEED INDICATOR (Figure Page 1/76)

The vertical speed indicators on rear and front instrument panels are identical.
Their face includes:
- A fixed dial graduated in hundreds of feet/minute and divided in two scales:
.The "UP" upper scale graduated from 0 to 30,
.The "DOWN" lower scale graduated from 0 to 30;
- A pointer indicating the vertical speed.
3 FLIGHT INSTRUMENTS
A. ARTIFICIAL HORIZON
AIRCRAFT WITHOUT MODIFICATION S44 (Figures pages 1/77, 77B)
An electrically-powered artificial horizon is installed on each instrument panel. Both horizons
are identical and independent.
AIRCRAFT WITH MODIFICATION S44 (Figures pages 1/77A, 77B)
Three electrically-powered artificial horizons are installed at pilot's stations. That is to say:
- Horizon 1 and horizon 2 at front station;
- One horizon at rear station.
In case of power supply failure, the front station horizon 1 and the rear station horizon are
supplied by the emergency battery.
ALL AIRCRAFT
Their front face presents:
- An indicating cylinder, which axis is held horizontal. It is provided with several (horizontal)
generatrices drawn every 10°. Indications are displayed from 80° in nose-up attitude to 80°
in nose-down attitude and given in tens of degrees (1,2, … , 8). An horizon line separates
nose-up and nose-down areas. The upper half part is bright, the lower half part is dark;
- An adjustable reference index represents two aircraft wings and the central point. It moves
from the top downwards;
- An adjusting knob of the aircraft reference index with a pointer scrolling in front of a circular
scale, which is graduated in degrees from 5° nose-down to 5° nose-up. This very same knob
ensures the gyro quick reset by traction;
- A roll marker moving in front of a scale graduated from 0° to 90° with marks every 10° up to
60° on the left side and on the right side;
- A failure warning flag, which is red and black striped, indicates a supply failure and/or a gyro
insufficient speed.
The artificial horizon is started by the "HORIZON" switch (ON/OFF) located on the R.H.
console of each station (Fig. Pages 1/22A, 22B, 23).
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B. TURN-AND-BANK INDICATOR
AIRCRAFT WITHOUT MODIFICATION S44 (Fig. Pages 1/77, 77B)
A turn-and-bank indicator is located on each instrument panel. Both instruments are identical
and independent.
- An indicating pointer controlled by the gyro movements;
- Three fluorescent pointers.
A displacement equal to a pointer width corresponds to the rate 1 (360° turn in 2 minutes).
- An alarm flag, which appears, if the instrument is not supplied or if there is a failure;
- A ball in a glass tube (lateral level), which indicates if the flight is symmetrical (two
fluorescent lines define the "O" position of the ball).
The turn-and-bank indicator is started by the "BILLE" switch located on the R.H. console of
each station.
AIRCRAFT WITH MODIFICATION S44 (Fig. Pages 1/77A, 77B)
Only one turn-and-bank indicator is installed at rear station.
The turn-and-bank indicator is started by the "BILLE" switch located on the rear station R.H.
console. The turn-and-bank indicator alarm may need time to disappear after starting.
C. LATERAL LEVEL
None (presence of the turn-and-bank indicator)
AIRCRAFT WITH MODIFICATION S44 (Fig. Page 1/77A)
A lateral level is located on the forward instrument panel.
Its face presents:

- A ball in a glass tube (lateral level), which indicates if the flight is symmetrical;
- Two fluorescent lines, which define the "O" position of the ball.
D. STAND-BY COMPASS (Fig. Pages 1/77, 77A)
The stand-by compass is located on the R.H. post of the front cockpit windshield.
Magnetic heading is read on a compass card running in front of a lubber line.
The instrument includes a compensation mechanism and its lighting is adjustable from the
front station lighting panel by the "RADIO" rheostat.
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E. ACCELEROMETERS (Figure Page 1/78)

An accelerometer is installed on each instrument panel.
These indicators are identical and independent.
- A "g"-graduated dial, which allows a measurement from – 5 to + 10;
- A main pointer, which is driven by a movable weight, giving the acceleration instantaneous
value and its sign;
- Two pointers remaining on negative and positive maximum acceleration values reached
since the last reset to neutral position;
- A "RAPPEL" knob to reset pointers to the neutral position;
- A red mark stuck at 5 G reminds the load factor not to be exceeded.
NOTE
IN CASE OF DIFFERENCE BETWEEN FRONT AND REAR
STATIONS, TAKE THE GREATEST VALUE INTO ACCOUNT.
F. WATCHES (Figure Page 1/78)

A watch is installed on each instrument panel. Both instruments are identical and independent;
they work with an ordinary clock mechanism.
G. AIR TEMPERATURE INDICATOR (Figure Page 1/78)

An air temperature indicator is installed on each instrument panel.
These indicators are identical and supplied by the same temperature sensor.
- A dial graduated from – 40° to + 50° centigrades;
- A pointer giving the temperature value.
The air temperature sensor is installed under R.H. wing.
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UCE122
COMMUNICATIONS
The communication installation includes:

- An UHF transceiver linked to an antenna and started from a control unit;
- An VHF transceiver linked to an antenna and started from a control unit;
- An on-board intercommunication system allowing:
• The AIR/GROUND and AIR/AIR transmissions on VHF and/or UHF units,
• The communication between front and rear stations,
• The reception of radio-navigation codes,
• The alarm broadcasting;
- A BIP circuit, which confirms as required the extension and locking of the landing gear through
transmissions (VHF-UHF).
COMMUNICATIONS
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1 UHF ASSEMBLY (Figure page 1/83)
A. UHF TRANSCEIVER
The UHF transceiver installed in the electronics compartment has a nominal rating of 4 W and
works in the range of frequencies from 225 to 399.97 MHz with a channel separation of
25 KHz (7000 channels). It is controlled from the UHF and OBIS (On-board
Intercommunication System) control units.
When the transmission function is activated, data reception is impossible and vice versa.
A 1000 Hz signal is delivered by acting on the "BIP" push-button, when the landing gear is
down and locked. An integrated test system, which is started from the control unit, allows
check of the assembly correct operation.
B. UHF/VHF CONTROL UNITS

The R.H. side of the UHF/VHF control unit installed at each station includes all controls
relating to the UHF assembly.
Its front face presents:
- On the L.H. side, a two-knob selector:
.The outer knob has six positions and enables the following actions:
"A" : the transceiver stops,
"M" : starting of the transceiver with squelch,
"SIL" : starting of the transceiver without squelch,
"A", "B", "C" : selection of three preset frequencies (internal).
NOTE
THE SIL POSITION IS OPERATIONAL ONLY FROM THE FRONT
STATION.
.The inner knob enables to display the hundreds of MHz.

- In the middle,a two-knob selector:
.The outer knob enables to display the tens of MHz,
.The inner knob enables to display the units of MHz.
- On the R.H. side, a two-knob selector:
.The outer knob enables to display the tenths of MHz,
.The inner knob enables to display the hundredths of MHz.
- Above the selectors, a window allows visualizing the selected frequency by digital displays;
- Above the display window, a test indicator light (green);
- A "TEST" push-button allows when it is pushed:
.The lighting of the green test indicator light,
.The reception of a 1000 Hz signal in the headset.
NOTE
THE "TEST" BUTTON IS OPERATIONAL ONLY FROM THE
FRONT STATION, BUT THE INDICATOR LIGHTS ILLUMINATE
AT BOTH STATIONS.
- A transfer control allows switching from the front station to the rear station.
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UHF ASSEMBLY
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VHF ASSEMBLY
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NOTE
ONLY ONE UHF CONTROL UNIT IS OPERATIONAL AT ONCE.
IT IS ACTIVATED BY PUSHING ON THE "TRANSFERT" PUSH-
BUTTON OF THE APPROPRIATE STATION, WHAT CAUSES
THE ILLUMINATION OF THE CORRESPONDING GREEN
INDICATOR LIGHT. THE CONTROL LOSS WILL BE SIGNALED
BY THE EXTINGUISHING OF THIS INDICATOR LIGHT.
At the energization, the operational control box is still the one of the front station.
C. UHF ANTENNA
The blade antenna is installed at the rear under the fuselage. It operates in the UHF band (225
to 400 MHz) for transmission and reception.
2 VHF ASSEMBLY (Figure Page 1/84)
A. VHF TRANSCEIVER
The transceiver is installed in the electronics compartment.
It has a nominal rating of 4 W and works in the range of frequencies from 118 to 143.97 MHz
with a channel separation of 25 KHz (1040 channels). It is controlled from the VHF and OBIS
control units.
When the transmission function is activated, data reception is impossible and vice versa.
An integrated test system, which is started from the control unit, allows check of the assembly
correct operation.
A 1000 Hz signal is delivered by acting on the "BIP" push-button, when the landing gear is
down and locked.
B. CONTROL UNITS
The L.H. side of the UHF/VHF control unit installed at each station includes all controls relating
to the VHF assembly.
Its front face presents :
- On the L.H. side, a two-knob selector:
.The outer knob has six positions and enables the following actions:
"A" : the transceiver stops,
"M" : starting of the transceiver with squelch,
"SIL" : starting of the transceiver without squelch,
"A", "B", "C" : selection of three preset frequencies (internal).
NOTE
THE SIL POSITION IS OPERATIONAL ONLY FROM THE FRONT
STATION.
.The inner knob is a dimmer for the numerical displays, the VHF and UHF segments and
the digit test (display of all 8 at the end of the track).
- In the middle,a two-knob selector:
.The outer knob enables to display the tens of MHz,
.The inner knob enables to display the units of MHz.
- On the R.H. side, a two-knob selector :
.The outer knob enables to display the tenths of MHz,
.The inner knob enables to display the hundredths of MHz.
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UCE122
- Above the selectors, a window allows visualizing the selected frequency by digital displays ;
- Above the display window, a test indicator light (green);
- A "TEST" push-button allows when it is pushed:
.The lighting of the green test indicator light,
.The reception of a 1000 Hz signal in the headset (UHF origin).
NOTE
THE "TEST" BUTTON IS OPERATIONAL ONLY FROM THE
FRONT STATION, BUT THE INDICATOR LIGHTS ILLUMINATE
AT BOTH STATIONS.
- A transfer control allows switching from the front station to the rear station.
NOTE
ONLY ONE VHF CONTROL UNIT IS OPERATIONAL AT ONCE.
(REFER TO THE NOTE IN THE UHF TRANSFER CONTROL
PARAGRAPH).
C. VHF ANTENNA
The whip antenna is installed at the rear on top of the fuselage.
It operates in the VHF band (100 to 156 MHz) for transmission and reception.
3 ON-BOARD INTERCOMMUNICATION SYSTEM (figure page 1/87)
A. SELECTION UNITS
Two selection units are installed on the aircraft, one at each station.
These units ensure the different on-board intercommunications (modulation, reception,
interphone).
Their front face presents :
- A 3-position transmission selector:
."V" : selection of only the VHF transmitter,
."U" : selection of only the UHF transmitter,
."V" + "U" : simultaneous selection of the UHF and VHF transmitters;
- Five potentiometers ("VHF", "VOR", "UHF", "TAC", "TB") enable listening-in level adjustment
for each reception.
- A selector enables to use the interphone or the radio in normal or emergency operation.
B. JUNCTION UNIT
The junction unit is installed in the rear station on top of the central pedestal.
It enables the interconnections between the different elements which constitute the whole
system.
C. RADIO PUSH-TO-TALK SWITCHES

A push-to-talk switch is installed on each pilot's stick.
When the radio push-to-talk switch of a station is continuously pressed, it enables the UHF
and/or VHF transmitter modulation according to the switching performed on the selection unit
of this station.
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ON-BOARD INTERCOMMUNICATION SYSTEM
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NOTE 1
THE PRIORITY IS GIVEN TO THE REAR STATION IN CASE OF
SIMULTANEOUS USE OF THE PUSH-TO-TALK SWITCHES.
NOTE 2
THE PUSH-TO-TALK SWITCH ACTION INHIBITS THE
RECEPTION FUNCTION OF THE UHF AND/OR VHF
ASSEMBLIES. AS SOON AS THE PUSH-TO-TALK SWITCH IS
RELEASED, THE RECEPTION FUNCTION IS OPERATIVE AND
THE TRANSMISSION FUNCTION IS DEACTIVATED.
D. HEADSETS
The headset is connected to a flexible jack located on the L.H. console of front and rear
stations.
- The microphone enables the modulation of the VHF, UHF assemblies or of the interphone.
- The headset enables the reception of the radiocommunication channels (UHF, VHF),
interphone, radionavigation (VOR, TACAN) and aural warnings.
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RADIO-NAVIGATION
The radio-navigation instruments enable to know the aircraft position with regard to ground installations
(figures pages 1/89-92).
They are:
- The RMI, which gives:
• The aircraft magnetic heading,
• The VOR and TACAN QDM.
- The OBI course indicator, which gives:
• On one hand, in VOR or TACAN function, the variation between the displayed QDM and the measured
VOR or TACAN QDM, on the other hand the advance direction with regard to these ground stations,
• In ILS function, the correction to be performed concerning area and azimuth.
This indication is directional.
- The DME, which gives:
• The distance from the TACAN station;
- The marker panel, which gives:
• The vertical transition by illuminating indicator lights and by aural reception of the signals transmitted by
the "MARKER" beacons.
The required data come from the following systems:
- Heading gyromagnetic compass, which provides with the stabilized reference of the magnetic North;
- VOR/ILS receiver, which provides with the measurement of the radio-electric waves transmitted by the
VOR or ILS ground aids;
- TACAN transceiver, which asks the automatic-answer ground stations for azimuth and TACAN distance;
- Marker receivers, which provide with the measurement of the radio-electric waves transmitted by the
marker beacons.
A Mode 3/A and C transponder supplements the installation.
RADIO-NAVIGATION SYSTEM
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1 MULTI-FUNCTION INDICATORS (Figure page 1/91)
A. RADIO MAGNETIC INDICATORS (RMI)

An RMI is installed on each instrument panel of the front and rear stations.
The indicator front face presents:
- A compass card graduated from 5° to 5° with a mark every 30°, the four cardinal points
being marked by letters as N, E, S, W.
This card gives permanently the gyromagnetic heading coming from the heading
gyromagnetic compass in front of a fixed mark, which represents the aircraft lubber line:
.A single pointer, which indicates the bearing of the VOR station,
.A large pointer, which indicates the bearing of the TACAN station,
.An alarm flag, which indicates a bad supply of the heading gyromagnetic compass or an
internal defect of the instrument.
B. COURSE INDICATOR (OBI or TURN-AND-BANK INDICATOR)
An OBI is installed on the front and rear instrument panels.
This indicator is switchable either on VOR-ILS assembly or on TACAN assembly via the
VOR/ILS/TACAN switching unit.
Its front face presents:
- A compass card graduated from 5° to 5° with a mark every 30°, the four cardinal points
being marked by letters as N, E, S, W.
This card is controlled by a knob located at the bottom of the instrument on the R.H. side.
The card upper part gives the selected course in front of a fixed mark.
- A moving vertical pointer (deviation bar) controlled through the VOR or TACAN bearing data
indicates the deviation between the displayed and noted courses (external square max.
deviation = 10°).
If the station bearing corresponds to the displayed course, the pointer is in the middle, in the
opposite case it will be on the left or on the right and will give then the direction of the
correction to be performed:
- Two marked windows, the one "TO" and the other "FROM", indicate the aircraft position with
regard to the station.
The displayed route is a QDM, when "TO" appears, and a radial in the opposite case.
In ILS function, the vertical pointer indicates the direction of the correction to be performed in
order to stay on the localizer beam (external square max. deviation = 2.5°); the horizontal
pointer indicates the correction to be performed to stay in the descent beam (glide-path); both
indications are directional.
- Two "OFF" alarm flags indicate a bad operation of the instrument or of the ground
transmitter.
C. TEST
When the test function is activated (VOR/ILS/TACAN control unit, displayed VOR and TACAN
frequencies):
- On the RMI, VOR and TACAN pointers position themselves to the North QDM;
- On the OBI – 360 displayed, the vertical pointer is centered, the alarm flag has disappeared,
the "TO" indicator is visible;
.010 displayed: the vertical pointer is in the left square,
.090 displayed: the vertical pointer is on left stop, transition to "FROM",
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UCE122
.170 displayed: the vertical pointer is in the left square,

.180 displayed: the vertical pointer is centered,
.190 displayed: the vertical pointer is in the right square,
.270 displayed: the vertical pointer is on right stop, transition to "TO",
.350 displayed: the vertical pointer is in the right square.
- When the test function is activated (displayed ILS frequency).
.On the OBI:
in upper position: the localizer pointer is on left stop, the glide-path pointer is on upper
stop, the alarm flags have disappeared,
in lower position: the localizer pointer is on right stop, the glide-path pointer is on lower
stop, the alarm flags have disappeared,
in neutral position: the pointers are centered, the alarm flags are visible.
NOTE
FOR THE AIRCRAFT UP TO NMR 65 INCLUSIVE, ONLY THE
LOCALIZER INDICATION IS OPERATIVE.
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MULTI-FUNCTION INDICATORS
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HEADING GYROMAGNETIC COMPASS ASSEMBLY
2 HEADING GYROMAGNETIC COMPASS SYSTEM (figure page 1/92)
A. DESCRIPTION
This assembly is composed of:
- A gyromagnetic compass,
- A flux valve,
- A synchronization galvanometer,
- A quick reset knob,
- A "GYRO" switch.
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Gyromagnetic compass
It elaborates a stabilized heading reference, called "directional" or "gyromagnetic".
The gyromagnetic compass is installed in the electronics compartment.
It consists of a single box divided in three parts, which are:
- A gyroscopic part including a gyro rotor installed in an horizontal-axis site gimbal and a
vertical-axis azimuth gimbal.
The site gimbal is held in horizontal position through gyroscopic precession by a torque
motor controlled by an optoelectronic slaving.
The azimuth gimbal is reset on magnetic North by a similar slaving controlled by the flux
valve.
- An electronics part,
- A machine-synchro part.
It distributes the elaborated heading through two separate outlets:
- To the RMI (FWD) and TACAN system;
- To the RMI (RWD) and VOR/ILS system.
Flux valve
The flux valve is installed inside the L.H. wing.
This instrument detects the horizontal component of the earth's magnetic field and transmits it
to the gyromagnetic compass.
Synchronization galvanometer
The synchronization indicator is located on the front station instrument panel.
It indicates the variation between the gyromagnetic heading data and that of the flux valve.
Quick reset knob
The knob is installed on the front station instrument panel.
A press on the push-knob enables the quick reset.
The alarm flag appears then on the RMI.
"GYRO" switch
The "GYRO" switch is located on the front station R.H. console (refer to ALTERNATING
GENERATION).
B. OPERATION
The gyromagnetic compass is supplied with alternating current of 115 and 26 V/400 Hz by the
static converter.
At energization, the gyro has no precise position. The elaborated heading is not synchronized
with the magnetic heading.
The site gimbal positions itself in the horizontal plane and the azimuth slaving is slow
(3°/minute).
Fifteen minutes after the starting and as long as the synchronization deviation is greater than
5°, the azimuth slaving is supplied in quick reset (85°/minute).
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When the deviation becomes lower than or equal to 4°, the quick slaving changes into slow
slaving.
When the gyromagnetic compass is tuned, the alarm flag disappears on RMIs.
The tuning lasts about 1 minute.
3 VOR/ILS SYSTEM (Figure Page 1/95)
A. VOR/ILS RECEIVER
The VOR/ILS receiver is installed in the electronics compartment.
It works in the range of frequencies from 108 to 117.95 MHz with a channel separation of
50 KHz (200 channels).
The VOR/ILS distinction is made with regard to the frequency.
The receiver detects the azimuth and site signal (ILS function) of the ground station.
In output, the signal is applied to:
- The RMIs (VOR function);
- On interphone assembly, which relays at 1000 Hz the position call sign;
- On course deviation (OBI);
- On TO-FROM indicator (OBI) (VOR function).
NOTE
THE INFORMATION LOSS OR THE RECEPTION FAILURE IS
INDICATED BY THE OBI ALARM FLAGS.
B. CONTROL UNITS
A VOR/TACAN control unit is installed on the instrument panel of each pilot station. The
control unit L.H. part includes controls relating to the VOR/ILS assembly:
- A concentric knob enables with the first crown to start the receiver, and with the second
crown the lighting and the digit test
- Two concentric control knobs display the frequencies in tens, unit, tenth and hundredth of
MHz;
- A window shows the selected frequency;
- A test control enables a VOR/ILS operation simulation (call sign, course to the left and to the
right, and so on);
- A blue indicator light located on central instrument panels and supplied at front and rear
stations comes on after the ILS frequency has been displayed. The localizer is then
operating whatever the position of the VOR/TAC selector may be.
NOTE 1
THE "TEST" FUNCTION CAN BE ACTIVATED ONLY FROM THE
FRONT COCKPIT.
NOTE 2
ONLY ONE VOR CONTROL UNIT OPERATES AT ONCE. ITS
STARTING IS OBTAINED BY PRESSING ON THE
"TRANSFERT" PUSH-KNOB OF THE CONCERNED COCKPIT,
WHAT CAUSES ILLUMINATION OF THE CORRESPONDING
GREEN INDICATOR LIGHT. THE CONTROL LOSS WILL BE
INDICATED BY THE EXTINGUISHING OF THIS INDICATOR
LIGHT.
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VOR/ILS ASSEMBLY
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TACAN ASSEMBLY
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C. VOR/TACAN PROCESSING AND SWITCHING UNIT

The VOR/TACAN processing and switching unit is installed in the electronics compartment.
It selects information coming from the VOR receiver or the TACAN transceiver to be displayed
on the OBIs.
D. VOR/TACAN SELECTOR
A VOR/TACAN selector is installed on the instrument panel of each pilot station.
It enables to display VOR or TACAN information on the corresponding OBI.
NOTE
THE ILS FREQUENCY DISPLAY LEADS TO A LOC
INFORMATION, WHICH HAS PRIORITY ON THE OBI,
WHATEVER THE SELECTOR POSITION MAY BE.
E. VOR/ILS ANTENNA
The VOR/ILS antenna consists of two elements attached on both sides of the fin. It supplies
via a phase coupler the RF signal to the VOR/ILS receiver.
4 TACAN SYSTEM (figure page 1/96)
A. TRANSCEIVER
The TACAN transceiver is installed in the electronics compartment.
The assembly has 126 X channels and 126 Y channels to which UHF frequencies are
allocated and defined in the range of 962 MHz to 1213 MHz for questions and answers.
The TACAN information is distributed to:
- The RMIs;
- The interphone assembly, which relays the station call sign (1350 Hz);
- The DMEs;
- The VOR/TACAN switching unit.
To avoid interferences between TACAN and transponder, when one of these systems
transmits, a cancelling pulse inhibits the second one.
The transceiver is provided with an integrated test, which is started from the control unit.
B. CONTROL UNIT
A VOR/TACAN control unit is installed on the instrument panel of each pilot station.
The unit R.H. part includes controls relating to the TACAN assembly:
- A selector with two concentric crowns:
.The 3-position external crown allows according the position:
"A" : stopping of the transceiver,
"REC" : operation only in reception (radial),
"TR" : operation in transmission-reception (radial and DME).
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.The internal crown allows display of the hundredth digit of the channel;
- A knob with two concentric crowns, which allows display of the unit and tens digit of the
channel;
- A "Mode" knob, which allows display of "X" or "Y" channels;
- A window indicating the selected channel;
- A test control, which allows:
.A reading of 888.8 NM on the distance indicator,
.A 0° bearing on the RMIs and OBIs.
NOTE
THE "TEST" FUNCTION IS ONLY ACTIVATED FROM THE
FRONT PILOT STATION.
- A transfer control, which allows switching from the front or rear station.
NOTE
ONLY ONE CONTROL UNIT IS OPERATING AT ONCE (REFER
TO PARAGRAPH 3B NOTE 2).
C. SWITCHING UNIT AND VOR/TACAN SELECTOR

(Refer to paragraph 3)
D. DISTANCE INDICATOR (DME)

A distance indicator is installed on the instrument panel of front and rear stations.
On the front face, the indicator presents:
- A window with four digits, which indicate the aircraft distance from the ground station;
In case the received information is erroneous, four dashes are displayed.
- A "DIM" control knob, which makes the segment luminosity vary.
E. TACAN ANTENNA
The antenna is installed under the fuselage. It works in the L band (frequency from 950 to
1260 MHz) during transmission and during reception.
5 MARKER BEACONS ASSEMBLY
A. MARKER PANELS
The MARKER panels are installed at each station on the central instrument panels and
include the blue (outer marker) and amber (middle marker) indicator lights.
A "TEST" push-knob allows listening successively the 400 Hz (blue indicator light illumination),
1300 Hz (amber indicator light illumination) and 3000 Hz signals, if the aircraft is equipped with
the MARKER receiver.
The adjustment of the reception sensitivity and the reception level cannot be managed by the
pilot. On the aircraft WITH MODIFICATION S102 (NMR 65 and following ones) a switch
located at front station allows cut-off of markers reception. The latter is only operating if the
switch is set to ON position (upper position).
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B. MARKER RECEIVER
If the aircraft is equipped with a MARKER receiver, the latter is installed in the electronics
compartment. It receives the MARKER beacons transmissions and relays them visually to the
MARKER panels and through aural indications to the headsets without having the possibility to
adjust the reception level. It works in the VHF frequency range.
C. MARKER ANTENNA
The MARKER antenna is located under the fuselage and shifted to the left.
It transmits to the MARKER receiver the signals received from the ground beacons.
6 TRANSPONDER ASSEMBLY (figure page 1/101)
A. TRANSPONDER
The transponder is installed on the front station instrument panel strip.
This equipment is not connected to a control unit, as its front face serves the function.
The assembly operates in connection with the encoding altimeter (front station) and the
TACAN (converse desensitization).
The number of answer codes is 4096 in "A" mode + 1 identification code.
The transponder receives inquiries from the ground identification system ("A" or "C" mode),
decodes them and answers them.
The coded answers are as follows:
- "A" mode (to ON position);
- "A" and "C" modes by switching the "ALT" function;
- "A" mode set to "IDENT"
Particular circuits ensure:
- The cancellation of incorrect impulses and inquiries,
- The limitation of the number of the answers for a too high inquiry number.
- The correct operation test in self-test.
To avoid converse interferences, a desensitization impulse (pulse cancellation) is directed to
the TACAN transceiver during the transponder transmission or received by the transponder,
when the TACAN transmits.
The transponder front face presents:
- A starting and mode selection knob:
."OFF" : Stop
."SBY" : This is a stand-by position (the transponder is energized, but not operating)
."ON" : Position selected after display of the required identification code
."ALT" : Position switched on ground control request. This position enables to
transmit the identification code and the aircraft altitude.
- Four knobs to display the code;
- A display window for the code;
- A switch with return device to middle position:
."TEST" : check of power supplies
."IDENT" : use only on ground control request
- "TEST" indicator light, which comes on when the transponder is operating in "NORM" or
"IDENT".
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B. ANTENNA
The antenna is installed under the fuselage. It works in the L band (frequency from 950 to
1260 MHz) and is usable for transmission, as well as for reception.
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TRANSPONDER ASSEMBLY
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LIGHTING
The aircraft lighting is composed of an external lighting and an internal lighting.

The external lighting includes:
- Two lights (one landing, the other taxi);
- Three flashing anti-collision lights;
- Three navigation lights.
The internal lighting includes at each station:
- The instrument panel lighting through a ramp (UV and red);
- The consoles lighting;
- The radio control units lighting;
- A map reader.
1 EXTERNAL LIGHTING (figure page 1/105)
A. LANDING AND TAXI LIGHTS

Both lights are installed forward of the aircraft in the lower engine cowling and protected by a
glass pane. They are attached on the same support, but they are not aligned vertically. The
upper light is the taxi light, the lower light is the landing light.
B. "PHARE" SWITCH
The "PHARE" switch is installed at the front station at the top of the L.H. console; it enables :
- in upper position, the starting of the landing light,
- in intermediate position, the starting of the taxi light,
- in lower position, the extinguishing of both lights.
C. ANTI-COLLISION LIGHTS
The three anti-collision lights are installed:
- At the forward tip of the R.H. wing,
- At the forward tip of the L.H. wing,
- At the fuselage tail.
To avoid the crew dazzle, a small metallic lug is installed on each wing at the level of the anti-
collision light.
D. FLASHING UNIT
The flashing unit is installed at the rear of the front station R.H. console.
During operation, it supplies to the anti-collision lights short duration impulses allowing them to
flash simultaneously.
E. "ANTI COLL" SWITCH

The "ANTI COLL" switch is installed on the front station lighting control panel.
In ON position, it supplies the flashing unit.
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F. NAVIGATION LIGHTS
The navigation lights are installed on the same support as that of the anti-collision lights:
- At the forward tip of the R.H. wing for the green light,
- At the forward tip of the L.H. wing for the red light,
- At the fuselage tail for the white light.
G. "FEUX NAV" SWITCH
The "FEUX NAV" switch is installed on the front station lighting control panel.
In ON position, it supplies the lights.
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EXTERNAL LIGHTING
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INTERNAL LIGHTING
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2 INTERNAL LIGHTING (figure page 1/106)
A. LIGHTING CONTROL PANEL

A lighting control panel is installed on the R.H. console of each station.
It includes:
- Four "ECLAIRAGE UV", "ROUGE", "RADIOS" and "BANQUETTES" rheostat-switches;
- A "VOYANTS JOUR/NUIT" selector.
B. INSTRUMENT PANEL LIGHTING

Lighting is ensured from a ramp installed under the visor of each instrument panel.
C. LIGHTING RAMP
Each lighting ramp consists of two fluorescent tubes, one red, the other UV.
D. CONVERTER
Two converters are installed in the aircraft:
- One behind the front station instrument panel supplies the forward ramp;
- One behind the rear station central pedestal supplies the rearward ramp.
Each converter includes two identical power supplies allowing supply for the first one of the
UV tube and for the other one of the red tube.
Each power supply is controlled by the setting rheostat located on the lighting control panels
(FWD and RWD).
E. CONSOLE LIGHTING
Two fixed spotlights light up in red the R.H. console and a single one lights up the front station
L.H. console.
At the rear station, two spotlights light up in red, one the R.H. console, the other the L.H.
console.
F. SETTING BOXES OF CONSOLE LIGHTING VOLTAGE

Both boxes are installed in the rear station R.H. console under the alarm unit.
Each box supplies the spotlights of one station and is controlled by the setting rheostat located
on the lighting control panels (FWD and RWD).
G. "RADIOS" ECLAIRAGE
The lighting of the radio-navigation control units is of integrated type.
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H. SETTING BOXES OF RADIO LIGHTING VOLTAGE

Two boxes are installed in the same place as that of the console lighting boxes.
The box for the front station supplies:
- The stand-by magnetic compass;
- The VHF-UHF control unit;
- The VOR/ILS/TACAN control unit;
- The ATC transponder.
The box for the rear station supplies:
- The VHF-UHF control unit;
- The VOR/ILS/TACAN control unit.
Each box is controlled by the setting rheostat located on the lighting control panels (FWD and
RWD).
NOTE
THE TACAN DISTANCE MEASURING EQUIPMENT (DME), THE
RADIO AND RADIO-NAVIGATION DEVICE CONTROL UNITS
ARE PROVIDED WITH THEIR OWN POTENTIOMETERS
ALLOWING HARMONIZATION OF THE LUMINOUS DISPLAYS
LIGHTING WITH THAT OF THE CABIN.
I. MAP READER
A map reader is installed on the L.H. post of the forward windshield and on the rear visor.
Its starting and its luminous intensity adjustment are controlled by a potentiometer-switch
located below.
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AIR CONDITIONING
The air conditioning is obtained by mixing cold air and hot air.
The conditioned air is directed on one hand to the windshield demisting ramp, and on the other hand to both
stations.
1 VENTILATION (figure page 1/111)

Cold air is picked through NACA openings located on both sides of the fuselage. This air is then
routed up to each instrument panel.
A ball joint air vent diffuses air.
2 AIR CONDITIONING (figure page 1/111)

The conditioned air is picked on the L.H. side of the lower engine cowling. Hot air comes from an
exchanger located around the L.H. exhaust pipe.
A mixer ensures the cold air/hot air correct proportioning.
A guillotine enables to check the flow and serves as a fire cut-off.
The spreader ensures the distribution of the conditioned air from the mixer to the pilot stations
and/or to the windshield.
Ducts route the cold air/hot air correct proportioning.
3 AIR CONDITIONING CONTROL (figure page 1/112)

The air conditioning control is located on the forward central pedestal.
It is composed of three levers:
- Temperature;
- Flow;
- Distribution.
4 CANOPY STAY SYSTEM

A canopy stay system is located on the R.H. side at front station. It allows interlocking of the
canopy assembly with the aircraft structure. It must be imperatively used to hold the canopy ajar
when the engine is running.
Utilization conditions:
- Prohibited during flight;
- Authorized during all ground operations, except during engine starting and shut-off, when the
canopy must be closed and locked.
- The front and rear canopies must be interlocked with the safety pins in place.
- Wind lower than 25 kt.
5 VENTILATION – AIR CONDITIONING AT REAR STATION

A second air vent, which flow is controlled by the front station ventilation/air conditioning control, is
installed at rear station on the instrument panel L.H. side.
It enables an additional cold or hot air inlet in the rear station.
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POST-MODIFICATION S127
AIR CONDITIONING
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AIR CONDITIONING CONTROL
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JUN 83
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CANOPY STAY SYSTEM
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MISCELLANEOUS EQUIPMENT
1 BLIND FLIGHT TOP (figure page 1/115)

The blind flight top goes on the rear station.
It folds back rearwards of the cockpit and is then maintained by a latch. In open position, it comes
against the rear visor. Eyelet fittings ensure its support.
It is drawn tight thanks to a bungee cord.
The top is maneuvrable on ground and in flight by acting on the latch located on the R.H. side.
2 CARGO COMPARTMENT (figure page 1/115)

The cargo compartment is located in the fuselage rearwards of the cabin.
It is accessible through a quick-opening door located on the L.H. side.
The maximum authorized load is 20 kg.
In case of utilization, the aircraft, balance must be checked (Section 6).
3 AIRCRAFT TOOL KIT (figure page 1/115)

The aircraft tool kit, which is installed behind the cargo compartment door, includes:
- Wing hoist fittings and fitting for towing out of the mud,
- Pitot antennas caps,
- Static ports caps,
- Control lock device.
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MISCELLANEOUS EQUIPMENT
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CANOPIES
The canopy assembly breaks down in three parts:

- The windshield;
- The front canopy;
- The rear canopy.
1 WINDSHIELD
The windshield is constituted of a metallic structure and a plexiglass.
The assembly is articulated on the left with a hinge, locked on the right by a mechanism, which is
attached under the fuselage upper spar and controlled from the front pilot station.
A door protects the control. A canopy stay system is attached on the R.H. lower part.
2 CANOPIES
The front and rear canopies are constituted of plexiglass convex panels mounted in a metallic
frame, which is equipped with a cut-away pyrotechnic system.
The assembly moves on two rails thanks to four rollers for the front canopy and six rollers for the
rear canopy.
Two internal handles are installed on the forward former of each canopy. Two additional handles
are installed on the central former of the rear canopy. An attachment fitting for the locking of the
canopy stay system is located at the bottom on the right side of the front canopy.
The front canopy locking against the windshield is performed by two side catches in which enter
the windshield locking pins. The rear canopy locking against the front canopy is identical.
A dual visualization system consists in the "CABINE" indicator lights located on the warning light
panels and in the alignment of the locking white marks located on the canopies and on the frame. It
warrants the correct locking and the canopies locked position.
NOTE
THE LOCKING IS CONTROLLED INSIDE BY A HANDLE
LOCATED ON THE RIGHT SIDE OF EACH CANOPY ON THE
FRONT FORMER, AND FROM OUTSIDE BY A RETRACTABLE
HANDLE LOCATED ON THE LEFT SIDE OF THE CANOPIES.
WARNING
EACH PILOT STATION IS PROVIDED WITH A JETTISONING
INDIVIDUAL HANDLE LOCATED ON THE LEFT. THIS HANDLE
ACTIVATES THE PYROTECHNIC CUT-AWAY OF THE
CORRESPONDING CANOPY
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The safety of the pyrotechnic system on ground is ensured by two safety pins, which lock the
internal control handles, and by a protecting plexiglass to be broken for the external rings. For
maintenance operation, two additional safety pins secure directly the striking pins. They are located
outside the aircraft, on the left side (figure page 1/119).
Check of the catching and the locking of the front and rear canopies:
- Lock imperatively in order the front, then the rear canopy.
- Check that the "CABINE" indicator light is OFF.
- Check the alignment of the closing white marks on the left and on the right side at front and rear
seats.
CAUTION
EXCEPT ENGINE STARTING AND SHUT-OFF PHASES, WHICH
ARE PERFORMED WITH CLOSED AND LOCKED CANOPIES,
THE UTILIZATION OF THE CANOPY STAY SYSTEM IS
AUTHORIZED ON GROUND, IF THE FRONT AND REAR
CANOPIES ARE ATTACHED TOGETHER, THE SAFETY PINS
ARE IN PLACE, THE WIND IS LOWER THAN 25 KT
3 CUT-AWAY INTERNAL CONTROLS (figure page 1/119)

The mechanism of internal striking control is the same on the front and rear canopies.
WARNING
THE SAFETY PIN BEING REMOVED, THE SYSTEM IS PRIMED
ONLY AFTER THE LUG HAS BEEN GIVEN A QUARTER TURN,
WHAT MAKES THE CONTROL LEVER PROTRUDE BY ABOUT
10 MM FROM ITS RECESS. THEN TO CUT AWAY THE
CANOPY, FULLY PUSH THE LEVER FORWARDS
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CONTROLS OF THE PYROTECHNIC CUT-AWAY
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4 CUT-AWAY EXTERNAL CONTROLS

Access to the external control rings is only possible, after having broken the protecting plexiglass
located in the rearward former of the front canopy.
R.H. and L.H. rings are linked to the mechanism by remote maneuver cables (about 2 m).
These rings activate the simultaneous pyrotechnic cut-away of both canopies on condition that they
are hitched up.
NOTE
ONLY THE FRONT CANOPY IS CUT, WHEN THE CANOPIES
ARE NOT HITCHED UP.
CUT-AWAY EXTERNAL CONTROLS
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ALARMS
Visual or audio alarms signal the operation faults.

The installation includes:
- Stall and landing gear warnings;
- A warning lights panel;
- A "PANNE" warning light.
1 STALL AND LANDING GEAR WARNINGS

This system mainly consists of:
- An alarm box;
- A stall sensor;
- A "TRAIN" warning light;
- A "TEST" push-knob.
A. STALL AND LANDING GEAR ALARM BOX
This box is installed in the rear pilot station on R.H. console.
This box delivers:
- An aural signal (900 Hz), when the landing gear is not locked down, while the flaps are
extended to a position greater than or equal to 20°;
- An aural signal (600 Hz), when the aircraft is nearly stalling;
- A 2-Hz flash of the "TRAIN" red warning light, when the landing gear is not locked down and
the throttle lever in idle position.
A test system enables to simulate these conditions.
B. STALL SENSOR
A vane located on the R.H. leading edge responds to the air flow. When the aircraft is nearly
stalling, the vane acts on a microswitch which activates the alarm in the box.
NOTE
IF THE VANE IS ACTUATED ON GROUND, THE 600-HZ AURAL
SIGNAL IS HEARD IN THE PILOT HEADSET.
C. "TRAIN" WARNING LIGHT

A "TRAIN" red warning light is installed at each pilot station above the landing gear control
lever.
It flashes at the 2-Hz frequency when the landing gear is not locked down and the throttle
lever in idle position.
D. "TEST" PUSH-KNOB
A "TEST" push-knob located on each pilot station flaps and landing gears configuration unit
enables to check the landing gear indicator lights and the alarms:
- The "TRAIN" red warning lights flash at the 2-Hz frequency;
- If the flaps are extended to a position greater than 20°, the 900-Hz aural signal is heard in
the headset;
- The landing gear indicator lights come on.
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2 WARNING LIGHTS PANEL

A warning lights panel is installed at each pilot station on the right side.
AIRCRAFT WITHOUT MODIFICATION N20 (up to NMR 64 inclusive) (figure page 1/125)
It includes at front station:
- Red warning lights
"PRESS CARB", "ALTERNAT", "BAS NIVEAU",
"TEMP BATT", "PRESS HUILE", "CABINE", "ALIM. DEM";
- yellow indicator lights
"POMPE CARB".
It includes at rear station:
"PRESS CARB", "ALTERNAT", "BAS NIVEAU",
"TEMP BATT", "PRESS HUILE", "CABINE", "ALIM. DEM";
- Yellow and blue indicator lights
"POMPE CARB", "MAGNET SEULE", "MAGNET COUPEE".
A "TEST" push-knob located on each panel enables to check the correct operation of the warning
lights and "MARKER" lamps.
AIRCRAFT WITH MODIFICATION N20 (from NMR 65 inclusive) (figure page 1/127)
It includes at front station:
"PRESS CARB", "ALTERNAT", "CABINE",
"BAS NIVEAU", "TEMP BATT", "PRESS HUILE", "ALIM. DEM";
- yellow indicator lights
"POMPE CARB", "BATT SEC".
It includes at rear station:
"PRESS CARB", "ALTERNAT", "CABINE",
"BAS NIVEAU", "TEMP BATT", "PRESS HUILE", "ALIM. DEM";
- Yellow and blue indicator lights
"POMPE CARB", "MAGNET SEULE", "MAGNET COUPEE", "BATT SEC".
A "TEST VOYANTS" push-knob located on each panel enables to check the correct operation of
the warning lights and "MARKER" lamps.
NOTE
A "TEST" PUSH-KNOB ON FRONT STATION PANEL ENABLES
TO CHECK THE EMERGENCY BATTERY GOOD CONDITION
(ILLUMINATION OF "BATT SEC TEST" GREEN INDICATOR
LIGHT).
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ALL AIRCRAFT
NOTE 1
EACH WARNING LIGHT IS REPEATED BY THE "PANNE" RED
WARNING LIGHT LOCATED ON TOP OF EACH INSTRUMENT
PANEL. THE INDICATOR LIGHTS ARE NOT CONNECTED TO
THE "PANNE" RED WARNING LIGHT.
NOTE 2
THE WARNING LIGHTS ARE ALSO PUSH-KNOBS, WHAT
ALLOWS CANCELLATION AND RESET OF THE "PANNE"
WARNING LIGHT.
NOTE 3
THE BRIGHTNESS OF ALL LIGHTS CAN BE DIMMED USING
THE PILOT STATION "JOUR/NUIT" SELECTOR (REFER TO
PARAGRAPH "LIGHTING").
NOTE 4
THE "ALIM DEM" WARNING LIGHT IS NOT REPEATED BY THE
"PANNE" WARNING LIGHT. IT CAN BE TESTED, MAIN SWITCH
OFF, BY ACTUATING THE "TEST" PUSH-KNOB.
NOTE 5
EACH DAMAGE SIGNALED BY A WARNING LIGHT OF A
STATION IS REPEATED ON THE WARNING LIGHT OF THE
OTHER STATION.
A. WARNING LIGHTS
"TEMP BATT" warning light
Red colour warning light (refer to paragraph "ELECTRICAL SYSTEM"): comes on when the
temperature is greater than 71°C.
"ALTERNAT" warning light
Red colour warning light (refer to paragraph "ELECTRICAL SYSTEM"): comes on when the
"BUS 1 AND 2" voltage is lower than 26 V.
"PRESS CARB" warning light
Red colour warning light (refer to paragraph "FUEL SYSTEM"): comes on when the fuel
pressure is lower than 0.84 bar.
"BAS NIVEAU" warning light
Red colour warning light (refer to paragraph "FUEL SYSTEM"): comes on when the in-service
tank contains only 10 litres.
"PRESS HUILE" warning light
Red colour warning light (refer to paragraph "POWER PLANT AND PROPELLER"): comes on
when the oil pressure is lower than 1.75 bar.
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UCE122
"CABINE" warning light

Red colour warning light (refer to paragraph "CANOPIES"): comes on when one canopy is not
closed or not correctly locked.
"ALIM DEM" warning light
Red colour warning light (refer to paragraph "POWER PLANT AND PROPELLER"): flashes
when the starting knob is pushed, comes on when the starter relay remains stuck.
B. INDICATOR LIGHTS
These lights indicate the starting of the systems to which they are connected.
"POMPE CARB" indicator light
Yellow colour and repetitive indicator light at both stations (refer to paragraph "FUEL
SYSTEM"): comes on when the fuel pressure (supplied by the electric pump) is greater than
1.7 bar.
"MAGNET SEULE" indicator light
Yellow colour indicator light (refer to paragraph " POWER PLANT AND PROPELLER"): comes
on when only one magneto is operating.
"MAGNET COUPEE" indicator light
Blue colour indicator light (refer to paragraph " POWER PLANT AND PROPELLER"): comes
on when both magnetos are OFF.
NOTE
THE "MAGNET SEULE" AND "MAGNET COUPEE" INDICATOR
LIGHTS ARE INSTALLED AT REAR STATION ONLY.
"BATT SEC" indicator light at front and rear stations
Yellow colour indicator light (refer to paragraph "ELECTRICAL SYSTEM"): comes on when
the emergency battery is delivering power towards the front station horizon 1, the rear station
horizon, the VHF/UHF control units, the interphone and the VHF transceiver.
"BATT SEC TEST" indicator light at front station
Green colour indicator light (refer to paragraph "ELECTRICAL SYSTEM"): comes on when the
"TEST" knob is used to check the condition of the emergency battery.
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UCE122
AIRCRAFT WITHOUT MODIFICATIONS N20, S103
WARNING AND INDICATING SYSTEM

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UCE122
AIRCRAFT WITH MODIFICATIONS N20, S103
WARNING AND INDICATING SYSTEM

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UCE122

UCE122

TABLE OF CONTENTS
Pages
PREPARATION FOR FLIGHT ................................................................................................................. 3
BEFORE OUTSIDE INSPECTION ........................................................................................................... 3
OUTSIDE INSPECTION.......................................................................................................................... 4
INSIDE INSPECTIONS ........................................................................................................................... 7
STARTING ............................................................................................................................................. 9
AFTER STARTING ............................................................................................................................... 10
TAXI..................................................................................................................................................... 10
ENGINE RUN UP.................................................................................................................................. 12
BEFORE ALIGNMENT .......................................................................................................................... 13
TAKEOFF............................................................................................................................................. 13
CLIMB.................................................................................................................................................. 14
CRUISE ............................................................................................................................................... 14
DESCENT ............................................................................................................................................ 14
HOLDING FLIGHT ................................................................................................................................ 15
REAR WIND ......................................................................................................................................... 15
FINAL TURN......................................................................................................................................... 16
GO-AROUND ....................................................................................................................................... 16
LANDING ............................................................................................................................................. 16
AFTER LANDING ................................................................................................................................. 17
ENGINE SHUT-DOWN AT PARKING .................................................................................................... 17
RECONDITIONING............................................................................................................................... 19
REFUELING ......................................................................................................................................... 19
AIRCRAFT PARKING ........................................................................................................................... 20
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2001-05 Update
UCE122
NORMAL OPERATION
PREPARATION FOR FLIGHT

Refer to chapter 5 « OPERATION PARTICULAR CASES » of this manual to define aircraft
limitations.
Refer to chapter 7 « PERFORMANCE » to calculate the elements necessary to the mission
preparation.
BEFORE OUTSIDE INSPECTION
- Blocks in place
- Cargo door open – acceleration recorder ...................................................................... Checked
Cabin
- Exterior canopy safeties (two) .....................................................................................Removed
- Canopies......................................................................................................................... Open
- Main switch • rear station................................................................................... Guard closed
• front station.................................................................................... « 0 » (OFF)
- R.H. console switches ....................................................................................................... OFF
- Magneto selector ...........................................................................................................Cut-off
- « ALIM DEM » warning light................................................................................. OFF, checked
- Main switch........................................................................................................... « MA » (ON)
- Voltage (if < 25 volts, provide external power) ............................................................... Checked
- Gages ........................................................................................................100 L L.H. and R.H.
- Main switch............................................................................................................ « 0 » (OFF)
- Tabs to 0.................................................................................................................... Checked
WARNING
« ALIM DEM » WARNING LIGHT ILLUMINATED: KEEP
EVERYBODY AWAY FROM THE AIRCRAFT: INFORM THE
MECHANIC
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UCE122
OUTSIDE INSPECTION
L.H. wing
CAUTION
DO NOT MOVE AILERONS USING TRIMS
- Condition and plays, flap, tab, aileron........................................................................... Checked

- Roll controlled trim............................................................................................ Neutral position
- Condition of lights, wing tip................................................................................. Good condition
- Ground connector disconnection.................................................................................. Checked
- Pitot condition...............................................................................................Clean, not clogged
- Air vent ........................................................................................................................... Clean
- Tank cap............................................................................................Locked, markings aligned
- Drain............................................................................................................................ No leak
- Inspection doors ......................................................................................................... Screwed
L.H. main landing gear

- Tire condition.................................................................................................... Sliding checked
- Shock-absorber height (75 mm - 2.95 in)...................................................................... Checked
- Door condition....................................................................................................... Well cleared
Fuselage L.H. forward section

- Canopy cut-away cover condition................................................................................. Checked
- Transponder antenna attachment ................................................................................ Checked
- Condition and attachments of engine cowlings.............................................................. Checked
- Condition of lights ............................................................................................... Good condtion
- Propeller condition (cracks, impacts)............................................................................ Checked
- Play and condition of propeller spinner......................................................................... Checked
Nose landing gear

- Tire condition.................................................................................................... Sliding checked
- Shock-absorber height (38 mm – 1.50 in) ..................................................................... Checked
- Doors condition ..................................................................................................... Well cleared
Fuselage R.H. forward section

- Condition and attachments of engine cowlings.............................................................. Checked
- Canopy cut-away cover condition................................................................................. Checked
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2001-05 Update
UCE122
R.H. main landing gear

- Tire condition....................................................................................................Sliding checked
- Shock-absorber height (75 mm - 2.95 in) ...................................................................... Checked
- Door condition........................................................................................................Well cleared
R.H. wing
- Drain............................................................................................................................No leak
- Tank cap ........................................................................................... Locked, markings aligned
- Inspection doors.......................................................................................................... Screwed
- Stall warning................................................................................................ Deflection checked
- Temperature probe condition ..............................................................................Good condition
- Air vent........................................................................................................................... Clean
- Condition of lights, wing tip .................................................................................Good condition
- Condition and plays, flap, tab, aileron ........................................................................... Checked
R.H. fuselage rear section

- Static.............................................................................................................................. Clean
- Condition of antennas.........................................................................................Good condition
Empennages
- Condition of elevators................................................................................... Deflection checked
- Rudder at neutral position............................................................................................ Checked
- VOR antenna condition.......................................................................................Good condition
- Ventral fin................................................................................................................... Checked
- Light condition....................................................................................................Good condition
CAUTION
DO NOT MOVE THE RUDDER USING TRIM EDGE
CAUTION
DO NOT RELEASE SUDDENLY THE RUDDER FROM A
MAXIMUM DEFLECTION
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2001-05 Update
UCE122
L.H. fuselage rear section

- Static .............................................................................................................................. Clean
- Condition of antennas ........................................................................................ Good condition
- Cargo and ground power receptacle doors......................................................................Locked
Rear station check for single flight

- Aerators........................................................................................................................ Closed
- Master cut-off switch.............................................................................................Guard closed
- Horizon, turn-and-bank indicator .........................................................................................OFF
- Map box........................................................................................................................ Closed
- Map reader, lighting rheostats ............................................................................................OFF
- VHF, UHF, VOR, TACAN OFF
Potentiometers at mid-travel
- Interphone key ............................................................................................................ Set to N
- Seat locked ................................................................................................. Indicator not visible
- Harness ...................................................................................................... Tightened, blocked
WARNING
BEFORE INSTALLATION, LOCK IN ORDER THE FRONT THEN
THE REAR CANOPY.
CHECK THE CORRECT LOCK-ON OF THE REAR CANOPY ON
THE FRONT CANOPY.
CHECK THE ALIGNMENT OF THE REAR STATION LOCKING
MARKS.
OPEN THE FRONT CANOPY.
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2002-12 Update
UCE122
INSIDE INSPECTIONS
Front and rear station

- Seat adjusted, locked ...................................................................................Indicator not visible
- Rudder pedals ............................................................................................................ Adjusted
- Harnesses fastened .................................................................................................... Checked
- Parachute halyard.........................................................................................................Hooked
- Radio cable ............................................................................................................. Connected
Front station
- Main switch........................................................................................................... « MA » (ON)
- Interphone .................................................................................................................. Adjusted
- If U < 25 volts .............................................................................. Ground power unit connected
- Flight controls deflection.............................................................................................. Checked
- All circuit breakers of R.H. console ....................................................................................... ON
- Day/Night selector................................................................................................... As required
- Gyroscopic instruments, anti-coll........................................................................................ OFF
- Navigation lights, Pitot ....................................................................................................... OFF
- Lighting rheostats.................................................................................................... As required
- Tank selector .................................................................................................. Fix selected tank
- Windshield aperture cover ............................................................................................ In place
- Fuel shut-off valve................................................................................................ Open, sealed
- “EXCITATION” switch........................................................................................................ OFF
- Warning lights panel............................................................... Warning light push-knob released
Test
- Engine instruments ..................................................................................................... Checked
- Fuel gage ................................................................................................................... Checked
- Magnetos ......................................................................................................................... OFF
- Transponder ................................................................................................................... “OFF”
- Alternate static source ...................................................................................................Pushed
- Engine emergency air lever ...........................................................................................Pushed
- Parking brake ..................................................................................................................... Set
- Air conditioning levers ....................................................................................... Central position
- Flight instruments........................................................................................................ Checked
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2001-05 Update
UCE122
- MARKER cut-off (if installed) ..................................................................................... Switch UP

Test
- Accelerometer ............................................................................................................ Checked
- Stopwatch................................................................................................................... Set right
Stopwatch started
- L/G configuration panel .................................................................................................. Tested
- VHF, UHF, VOR, TACAN...................................................................................................OFF
- Emergency L/G handle ................................................................................................. Pushed
Locked
- L/G lever ......................................................................................................................... Down
Safety removed
- Lights................................................................................................................................OFF
- Fuel pump.........................................................................................................................OFF
- Throttle ...................................................................................................................... Reduced
- Propeller ................................................................................................................ Full forward
- Mixture................................................................................................................. Full rearward
Idle cut-off
- Elevator and aileron trims................................................................................. Travel controlled
and index to 0
- Rudder trim ..................................................................................................... Travel controlled
and index to 1D
- Canopy ........................................................................................................ Closed and locked
“CABINE” warning light OFF
Closing marks aligned
Rear station
- Interphone...................................................................................................................Adjusted
- All circuit breakers of R.H. console............................................................................... CLOSED
- Day/Night selector ...................................................................................................As required
- Horizon, turn-and-bank indicator .........................................................................................OFF
- Main switch ..........................................................................................................Guard closed
- Warning lights panel ............................................................Warning lights push-knobs released
Test
- Engine instruments..................................................................................................... Checked
- Fuel : (gage, index)..................................................................................................... Checked
- Flight instruments ....................................................................................................... Checked
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UCE122
- Accelerometer ............................................................................................................ Checked

- Stopwatch ...................................................................................................................Set right
- L/G configuration panel...................................................................................................Tested
- VHF, UHF, VOR, TACAN................................................................................................... OFF
- Canopy.........................................................................................................Closed and locked
Front canopy in place
“CABINE” warning light OFF
STARTING
- Surroundings cleared, mechanic with extinguisher in place.

- Mechanic’s authorization.
- At night, navigation lights..................................................................................................... ON
Cold starting (cylinder temperature ≤ 50 °C)

- Fuel pump: ON (yellow indicator light illuminated).
- Throttle: FULL THROTTLE.
- Mixture: FULL FORWARD.
- Fuel flow: 30 l, MIXTURE IDLE CUT-OFF, FULL REARWARD.
- Fuel pump: OFF.
- Throttle: 1 cm forward.
- Magnetos: L.H. + R.H.
- Starter: ACTUATED (30” max).
After starting: Mixture FULL FORWARD.
- “ALIM DEM” warning light: OFF.
- Warm up to 1200 tr/mn.
- Stopwatch noted down.
- “PRESS HUILE” warning light: OFF (30” max).
- Oil pressure indication: YELLOW OR GREEN SECTOR.
- At night, taxi light: ON.
CAUTION
SHUT DOWN THE ENGINE IF THE OIL PRESSURE WARNING
LIGHT IS NOT OFF AFTER 30 SECONDS
WARNING
SHUT DOWN THE ENGINE IF THE “ALIM DEM” WARNING
LIGHT REMAINS ON. INFORM THE MECHANIC.
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2002-12 Update
UCE122
Warm starting (cylinder temperature > 50 °C)

- Fuel pump: ON (yellow indicator light illuminated).
- Throttle: FULL THROTTLE.
- Mixture: FULL FORWARD (during 2”).
- Mixture: IDLE CUT-OFF FULL REARWARD.
- Throttle: position 1/2.
- Magnetos: L.H. + R.H.
- Starter: ACTUATED (30” max).
After starting: Throttle reduced
Mixture FULL FORWARD.
- “ALIM DEM” warning light: OFF.
- Warm up to 1200 tr/mn.
- Stopwatch noted down.
- “PRESS HUILE” warning light: OFF (30” max).
- Oil pressure indicator: YELLOW OR GREEN SECTOR
- Fuel pump: OFF
- At night, taxi light: ON.
NOTE
IF SPEED IS NOT STEADY: CONNECT THE FUEL PUMP
AGAIN.
At run-up, cut off the electric fuel pump to check the mechanic pump correct operation.
CAUTION
WHEN STARTING WITH HOT ENGINE, IMMEDIATELY REDUCE
THROTTLE TO 1200 tr/mn TO PREVENT ENGINE
OVERSPEED.
Flooded engine
Wait for 30” after the last starting attempt.
Carry out a hot engine starting with throttle control: full throttle.
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2002-12 Update
UCE122
AFTER STARTING
Canopy safeties: In place.

As required: rear and front canopies attached together. Front canopy open. Stay system secured.
Front station
- Speed ......................................................................................................................1200 tr/mn
- Ground power receptacle (if connected) ................................................................ Disconnected
- “EXCITATION” switch...........................................................................................................ON
Voltage checked
Green sector
- Gyroscopic instruments, anti-coll, navigation lights, pitot ........................................................ON
- Tank selector ..................................................................................................Fix selected tank
- Warning lights panel ................................................................................................ Lights OFF
- Transponder....................................................................................... “STAND-BY” and “TEST”
- VHF, UHF, VOR, TACAN.....................................................................................................ON
Brightness adjusted
Test
- Flaps ........................................................................................................ Extended. Aural test
Retracted
- Lights............................................................................................................................ Tested
Rear station (for a two-seat flight)
- Turn-and-bank indicator, horizon ..........................................................................................ON
- Tank selector ............................................................................................................. Checked
Tank selected
- Warning lights panel ................................................................................................ Lights OFF
- VHF, UHF, VOR, TACAN.....................................................................................................ON
TAXI
- Oil pressure................................................................................................. 1.75 ≤ P ≤ 6.2 bars

- Oil temperature............................................................................................................. ≥ 40 °C
- Throttle ...................................................................................................................... Reduced
- Blocks....................................................................................................................... Removed
- Speed.....................................................................................................................As required
- Taxi lights................................................................................................................As required
- Parking brake............................................................................................................ Released
- Brakes ..................................................................................................Tested (used smoothly)
- Taxi using rudder with possible use of brakes
- Gyro instruments ........................................................................................................ Checked
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Page 10
2002-12 Update
UCE122
TURN CAPACITY
(without shifting)
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Page 11
1986-07 Update
UCE122
ENGINE RUN UP
- Parking brake..................................................................................................................... Set

- Taxi light ......................................................................................................OFF (if connected)
- Oil temperature............................................................................................................. > 50 °C
- Cylinder temperature .................................................................................................. > 100 °C
- Fuel pump....................................................................................................OFF (if connected)
- Engine speed ...........................................................................................................2000 tr/mn
- Oil pressure.............................................................................................................. ≥ 4.1 bars
Green sector
- Regulation (2000 tr/mn)
• 2 maneuvers high pitch, low pitch (one slow, one fast)............................................................
• position full high pitch, mini drop 300 tr/mn..................................................... Do not let speed
drop more than
500 tr/mn
- Magneto selection (2000 tr/mn)
• L.H. magneto, then R.H. magneto .......................................................... Maxi drop : 175 tr/mn
Between L.H. and R.H. : 50 tr/mn
- Idle test.............................................................................................................. 700 tr/mn mini
- Magneto cut-off test (at idle speed) ............................................................................ Performed
- Engine speed ...........................................................................................................1200 tr/mn
- Tank selector ..................................................................................................Fix selected tank
- Warning lights panel ......................................................................... Warning lights push-knobs
released
- Emergency battery load (if installed) ............................................................................ Checked
- Voltage .................................................................................................Checked (green sector)
- Magnetos................................................................................................................ L.H. + R.H.
- Gages........................................................................................................................ Checked
- Oil and cylinder temperature................................................................................ Green sectors
- Oil pressure................................................................................................ Lower yellow sector
or green sector
- Flight instruments ....................................................................................................... Checked
- Altimeter set to 0 ........................................................................................ Note down the error
- Propeller and mixture levers .................................................................................... Full forward
- Lever tightening.......................................................................................... Adjusted (forwards)
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Page 12
2001-05 Update
UCE122
- Flaps.................................................................................................................................. 15°
- Trims.......................................................................................................................... Adjusted
- Controls............................................................................................................................ Free
BEFORE ALIGNMENT
- Canopies........................................................................................................ Closed – Locked

Cabin warning light OFF
Safeties removed
- Harnesses .................................................................................................Tightened – Blocked
- Parachute halyard.........................................................................................................Hooked
- Visor .......................................................................................................................... Lowered
- Fuel pump .......................................................................................................................... ON
Yellow warning light illuminated
Speed remains steady :
1200 tr/mn (+ 100 ; – 50)
- Takeoff lights ...................................................................................................................... ON
- Parking brake ............................................................................................................ Released
TAKEOFF
- According to runway axis 1200 tr/mn without braking......................................HEADING checked

Horizon set
- Full throttle, brakes applied, CHECK MaP................................................... 999 mbar maxi
Flow................................................ 95 l/h (+ 5 ; - 15)
Parameters ...........................................Green sector
- Activate the stopwatch. Release brakes ≈ 10 s ............................................................ IAS 60 kt
IAS 75 kt rotation
- After takeoff, vertical speed indicator > 0, altimeter pointer moves .................... Brakes – L/G up –
Warning lights OFF
- Z > 100 ft and IAS ≥ 90 kt ...................................................................................Flaps retracted
- Z > 300 ft • Fuel pump..................................................................... OFF, warning light OFF
• Lights ....................................................................................................... OFF
CAUTION
DURING L/G RETRACTION, DO NOT EXCEED IAS 110 kt and
1.4 g.
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Page 13
2004-08 Update
UCE122
CLIMB (Optimum Climb Speed)
- IAS ................................................................................................................................ 110 kt

- Mixture................................................................................................................... Full forward
- Propeller ..................................................................................................................2700 tr/mn
- Throttle ................................................................................................................... Full throttle
- At 10000 ft – IAS ............................................................................................................ 100 kt
TRAINING UTILIZATION

- Throttle ........................................................................................................... MaP as required
850 mbar maxi
(Display 2700 tr/mn to
use MaP > 850 mbar)
- Propeller ..................................................................................................................2500 tr/mn
BEST POWER CRUISE (75 % W)
- Throttle ............................................................................ MaP display in compliance with curve

- Propeller ............................................................................................. 2450 tr/mn or 2700 tr/mn
(in accordance with curve)
- Mixture (if required)......................................................................Adjusted to EGT peak – 70 °C
BEST ECONOMY (60 % W)
- Throttle ............................................................................ MaP display in compliance with curve

- Propeller ..................................................................................................................2350 tr/mn
(in accordance with curve)
- Mixture (if required)..................................................................................Adjusted to EGT peak
CHECK DURING CRUISE (every 10’ flight)
- Warning lights panel ..........................................................................................................OFF

- Engine parameters ..................................................................................................... Checked
- Fuel : Flow, remaining quantity, tank in service ............................................................. Checked
- Voltage ...................................................................................................................... Checked
DESCENT
- Gyroscopic instruments............................................................................................... Checked

- Throttle ........................................................................................................... MaP as required
- Propeller .................................................................................................................As required
- IAS .........................................................................................................................As required
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Page 14
2004-08 Update
UCE122
CONTINUED DESCENT
- Mixture .................................................................................................................. Full forward

- Throttle.............................................................................................................. MaP 500 mbar
- Propeller.................................................................................................................. 2500 tr/mn
- IAS.................................................................................................................................200 kt
CAUTION
MONITOR CYLINDER TEMPERATURE DURING DESCENT. IF
IT APPROACHES 100 °C, INCREASE THE MANIFOLD
PRESSURE (MaP)
IF CYLINDER TEMPERATURE < 100 °C, MANIFOLD
PRESSURE (MaP) 600 mbar MAX.
MAXIMUM RANGE, HOLDING FLIGHT
- L/G .....................................................................................................................................Up
- Flaps........................................................................................................................ Retracted
- Throttle.............................................................................................................. MaP 550 mbar
- Propeller.................................................................................................................. 2500 tr/mn
- IAS.............................................................................................................................. ≈ 130 kt
REAR WIND
- Harnesses .................................................................................................Tightened – Blocked

- Fuel pump .......................................................................................................................... ON
Yellow warning light illuminated
- Lights ....................................................................................................................Set to “ATT”
- Propeller................................................................................................................ Full forward
At IAS ≤ 110 kt (100 kt mini)

- Throttle........................................................................................................... MaP ≈ 550 mbar
- L/G down................................................................................................Red and L/G not down
warning lights OFF – 3 green
- Flaps.................................................................................................................................. 25°
- Throttle........................................................................................................... MaP ≈ 650 mbar
- Rudder trim index............................................................................................................1 right
- Brakes........................................................................................................................ Checked
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Page 15
2004-08 Update
UCE122
FINAL TURN
- 3 green indicator lights......................................................................................................“BIP”

- Throttle ...........................................................................................................MaP ≈ 400 mbar
- IAS ......................................................................................................................... 100 kt mini
GO-AROUND
- Throttle ................................................................................................................... Full throttle

- Positive vertical speed indicator...................................................................................... L/G up
Warning lights OFF
- Z > 100 ft and IAS ≥ 90 kt .................................................................................. Flaps retracted
- Z > 300 ft • Fuel pump .....................................................................OFF, warning light OFF
• Lights........................................................................................................OFF
LANDING
Final
- IAS ................................................................................................................. 90 kt (80 kt mini)
- Throttle ....................................................................................... Manifold pressure as required
On ground
- Throttle ................................................................................................................Fully reduced
- Aerodynamic braking
- IAS < 60 kt ............................................................................................. Nose wheel on ground
- IAS < 50 kt ................................................................................................................... Braking
NOTE
AQUAPLANING IAS IS ≈ 40 kt.
NOTE
WHEN CROSSWIND IS HIGHER THAN 20 kt, APPLY
FLAPS: 15° AND IAS: 100 kt CONFIGURATION AT FINAL.
WARNING
TIRE RUN SPEED 104 kt MAXI
CAUTION
USE BRAKES CAREFULLY
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Page 16
2004-08 Update
UCE122
AFTER LANDING
- Runway cleared
- Taxi light................................................................................................................. As required
- Fuel pump ........................................................................................................................ OFF
- Flaps....................................................................................................................................0°
- Trims....................................................................................................................................0°
- Parachute halyard..................................................................................................... Unhooked
(front and rear seat)
- Front and rear canopy safeties...................................................................................... In place
- As required .................................................................................................. Front canopy open
Front and rear canopies attached together
Stay system secured
NOTE
IF SPEED IS NOT STEADY: CONNECT THE FUEL PUMP
AGAIN.
ENGINE SHUT-DOWN AT PARKING
- Canopies........................................................................................................ Closed – Locked

- Engine speed........................................................................................................... 1200 tr/mn
- Front station: gyroscopic instruments – anti-col. – Navigation lights -
pitot – night lightings – transponder – VHF – UHF –
VOR – TACAN OFF
- Rear station: gyroscopic instruments – night lightings
VHF – UHF – VOR – TACAN OFF
- Excitation.......................................................................................................................... OFF
- Reduced throttle: Magneto cut-off test, then L.H. + R.H.
- Engine speed........................................................................................................... 1200 tr/mn
- Fuel pump ........................................................................................................... OFF checked
- Mixture ............................................................................................... Full rearward, idle cut-off
- Propeller...................................................................................................................... Blocked
- Magnetos ......................................................................................................................... OFF
- L/G safety.................................................................................................................... In place
- Main switch ....................................................................................................................... OFF
NOTE
BEFORE BRAKE RELEASE, BE SURE BLOCKS ARE IN
PLACE, IF NOT, SET THE PARKING BRAKE.
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Page 17
2004-08 Update
UCE122
ACCESS TO FUEL AND ENGINE OIL SYSTEM
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Page 18
2001-05 Update
UCE122
RECONDITIONING
In case of landing on a civilian field, the pilot must carry out the reconditioning operations and make
sure they are correctly performed.
The operations concern the refueling and engine oil level check, form 11 and acceleration recorder
filling.
REFUELING
WARNING
OBEY THE SAFETY PRECAUTIONS RELATIVE TO
REFUELING
- Make sure that a fire extinguisher is available.

- Carry out aircraft/distribution device electrostatic connections (aircraft/tanker and fuel gun).
- “Close the filling cap and take care the marking is aligned with the wing one”.
INGREDIENTS DESCRIPTION NATO SPECIFICATIONS
GASOLINE AIR 3401 – 100/130

FUEL OR F 18
AVGAS 100LL
TOTAL AERO DM
ENGINE OIL O - 162
15W50
BRAKES
HYDRAULIC FLUID AIR 3520 H 515
L/G
CAUTION
BEFORE SPENDING A NIGHT ON A CIVILIAN FIELD,
MANDATORILY REFUEL.
ON NEXT DAY, BLEED THE FUEL SYSTEM
OIL: Wait for at least 10 mn after engine shut-down.

- Open the access door located on engine cowling.
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Page 19
2002-12 Update
UCE122
- Unscrew the gage cap, read and determine the oil quantity to be added to reach 10 litres.
- Add the determined quantity.
- Check the level using the gage.
- Screw and manually tighten the gage cap.
- Close the access door.
NOTE
A PARTIAL FILLING UP TO 8 L IS AUTHORIZED IF AIRCRAFT
DOES NOT DO ACROBATICS
- Gaging is performed with fully-screwed gage.
AIRCRAFT PARKING
- Aircraft must be tied-down into the wind (control surface blocking and mooring) if the wind
exceeds 25 kt.
- If it is impossible, shelter it.
- The aircraft must be sheltered if the gusts reach 70 kt head-on (or 50 kt crosswind).
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Page 20
2001-05 Update
UCE122
UCE122
TABLE OF CONTENTS
Pages
BASIC REGULATIONS ........................................................................................................................... 3

AIRCRAFT LIMITATIONS........................................................................................................................ 3
Speeds................................................................................................................................................... 3
Load factor ............................................................................................................................................. 3
Maximum weight ..................................................................................................................................... 3
Ceiling.................................................................................................................................................... 3
Centering limit......................................................................................................................................... 3
Cargo compartment loading..................................................................................................................... 3
Maximum wind........................................................................................................................................ 4
Canopies................................................................................................................................................ 4
ACROBATICS LIMITATIONS................................................................................................................... 4
FLIGHT INTO ICING CONDITIONS ......................................................................................................... 5
ENGINE LIMITATIONS ........................................................................................................................... 5
Mixture ................................................................................................................................................... 5
Engine limitations.................................................................................................................................... 5
EQUIPMENT LIMITATIONS .................................................................................................................... 6
Battery ................................................................................................................................................... 6
Starter.................................................................................................................................................... 6
Emergency battery.................................................................................................................................. 6
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UCE122
LIMITATIONS
BASIC REGULATION
The aircraft complies with FAR23 regulation, amendments 1 to 19 inclusive, dated july 18th, 1977,
in U and A categories.
This aircraft must be used by observing limitations defined by the UCE122.
AIRCRAFT LIMITATIONS
SPEEDS
- Never exceed speed........................................................................... VNE 281 kt
- Maximum structural cruising speed...................................................... VNO 250 kt
- Maneuvering speed (control surface fully steered)................................ VA 190 kt
- Maximum flap or L/G extended speed ................................................. VFE, VLE 130 kt
- Maximum flap or L/G operating speed ................................................. VFO, VLO 110 kt
- Recommended speed in turbulent air .................................................. 150 kt
- Tire run maximum speed .................................................................... 104 kt
- Maximum vertical speed during landing ............................................... 590 ft/mn
- Best rate of climb ............................................................................... Flaps retracted 110 kt
Flaps 15° 100 kt
Flaps 25° 90 kt
LOAD FACTOR
- Aircraft operating limitation.................................................................. + 5.5 G - 2.75 G
- With flaps extended............................................................................ + 2 G -0G
- Training limitation............................................................................... + 5 G - 2.5 G
MAXIMUM WEIGHT
- At takeoff and landing......................................................................... 1300 kg
CEILING
- Altitude not to be exceeded................................................................. 12 000 ft
CENTERING LIMIT
- Forward............................................................................................. 18 %
- Aft..................................................................................................... 34 %
(36 % without acrobatics)
CARGO COMPARTMENT LOADING

- Authorized (without acrobatics) up to................................................... 20 kg
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UCE122
MAXIMUM WIND
- Crosswind landing .......................................................................................... Dry runway 25 kt

(Cat D)
Wet runway 22 kt
(Cat C)
- Taxi ................................................................................................................................. 35 kt
CANOPIES
- Close and lock in order the front canopy then the rear canopy.
- On ground, possibility to use the canopy stay system if :
• front and rear safeties in place,
• rear canopy locked on front canopy.
CAUTION
DURING ENGINE START AND SHUT-DOWN, CANOPIES MUST
MANDATORILY BE CLOSED AND LOCKED
ACROBATICS LIMITATIONS
- Inverted flight duration.........................................................................................≤ 1 mn 30 sec.
- Voluntary inverted spin.......................................................................................... FORBIDDEN
- Spin with extended L/G or flaps ............................................................................. FORBIDDEN
- Snap acrobatics.................................................................................................... FORBIDDEN
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UCE122
FLIGHT INTO ICING CONDITIONS

The flight into known icing conditions is forbidden. Particularly avoid flights when temperature is
equal or lower than zero degrees celsius in clouds or out clouds with wet aircraft.
Aircraft may climb or descend quickly through slight or moderate icing areas when conditions are
the following:
- The icing area is inside a cloudy layer which thickness is less than 8000 ft;
- ENGINE EMERGENCY AIR SUPPLY lever is fully pulled,
- In case of quick and intensive icing, descend, if it is possible, to reach a positive temperature
area.
CAUTION
PULL THE “ENGINE EMERGENCY AIR SUPPLY” LEVER
UNDER IMC (OR UNDER VMC WITH WET AIRCRAFT) AS
SOON AS OUTSIDE AIR TEMPERATURE ≤ + 5 °C; PUSH IT
UNDER THE OTHER CONDITIONS
ENGINE LIMITATIONS
MIXTURE
- Full forward if W > 75 %.

- Setting authorized if:
• W ≤ 75 % in stabilized cruise (constant manifold pressure, N, Z).
- Note the EGT initial value.
- Weaken slowly mixture until EGT MAX (best economy cruise to EGT peak)
- Enrich to get exactly EGT peak – 70 °C (best power cruise).
NOTE
THE EGT DIFFERENCE BETWEEN BEGINNING OF SETTING
AND PEAK IS ABOUT 70°C TO 110°C. AT EGT PEAK – 70°C
THE POWER LEVER IS CLOSE TO FULL FORWARD POSITION
(BEST POWER AUTOMATIC SETTING).
A DIFFERENCE LOWER THAN 70°C MAY BE THE SIGN OF A
MIXTURE AUTOMATIC CORRECTION BAD OPERATION OR A
BAD ENGINE SETTING.
ENGINE LIMITATIONS
- Takeoff maximum engine speed................................................................ 2700 tr/mn (+ 0, - 50)

- Flight continuous maximum engine speed.................................................. 2700 tr/mn (+ 0, - 50)
- Authorized overspeed............................................................................................... 2970 tr/mn
during 3” maxi
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- Maximum manifold pressure....................................................................................... 999 mbar

- Cylinder temperature ............................................................................................. maxi 260 °C
mini 66 °C
CAUTION
CYLINDER TEMPERATURE < 100 °C, DO NOT DISPLAY A
MANIFOLD PRESSURE > 600 mbar.
- Takeoff flow ....................................................................................................95 l/h (+ 5 ; - 15)

- Oil temperature...................................................................................................... maxi 118 °C
mini 60 °C
- Oil pressure......................................................................... Flight 6.2 bars
maxi
{ Starting,
engine warm up 6.9 bars
N ≥ 2000 tr/mn
mini
{ N < 2000 tr/mn
4.1 bars
1.75 bar
- “PRESS HUILE” warning light illumination..................................................................... 1.75 bar
- Inverted flight transition maximum drop ................................................................- 3.5 bars from
initial pressure
(maxi 4 s)
NOTE
IN ACROBATICS AND SPIN, MORE OR LESS IMPORTANT
FLUCTUATIONS IN OIL PRESSURE MAY BE OBSERVED
DEPENDING ON ACROBATICS.
- Minimum fuel pressure................................................................................................. 0.84 bar

(“PRESS CARB” red warning light illumination)
CAUTION
A THROTTLE LEVER RAPID MOVEMENT EITHER REARWARD
OR FORWARD MAY SERIOUSLY DAMAGE THE ENGINE.
EQUIPMENT LIMITATIONS
BATTERY
No flight if voltage < 24 volts.
No self starting:
- If voltage................................................................................................................... < 25 volts

- Or if outside air temperature ........................................................................................ < - 15 °C
Endurance limited to 30 minutes.
STARTER
- Continuous utilization limited to 30 seconds.

After a starting attempt, wait for 1 minute.
EMERGENCY BATTERY (if installed)
- Front station horizon 1, rear station horizon, VHF and interphone supply.
(yellow warning light illumination) during 30 minutes 5 minutes of which for VHF transmission.
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CHAPTER 4 – FORESEEABLE INCIDENTS
AND EMERGENCY PROCEDURES
UCE122
CHAPTER 4 – FORESEEABLE INCIDENTS

AND EMERGENCY PROCEDURES
TABLE OF CONTENTS
Pages
EMERGENCY PROCEDURES ON GROUND .......................................................................................... 3

"ALIM DEM" warning light ........................................................................................................................ 3
Emergency escape on ground.................................................................................................................. 3
Engine misfirings on ground..................................................................................................................... 3
EMERGENCY PROCEDURES DURING TAKEOFF.................................................................................. 4
Engine failure during takeoff .................................................................................................................... 4
Blowout of a tire during takeoff................................................................................................................. 4
Nose wheel vibrations during takeoff ........................................................................................................ 4
Exit from the runway................................................................................................................................ 4
Landing gear fails to retract ..................................................................................................................... 5
Flaps fail to retract .................................................................................................................................. 5
EMERGENCY PROCEDURES DURING FLIGHT ..................................................................................... 6
Involuntary spin....................................................................................................................................... 6
Engine failure during flight ....................................................................................................................... 6
Engine vibrations................................................................................................................................... 6A
Propeller governor failure....................................................................................................................... 6A
Throttle lever failure............................................................................................................................... 6A
Mixture lever failure................................................................................................................................. 7
Engine fire .............................................................................................................................................. 7
Electrical fire........................................................................................................................................... 8
Smokes in cabin...................................................................................................................................... 9
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Escape in flight ........................................................................................................................................9

Not controlled aircraft.............................................................................................................................11
Fuel persisting strong smells ..................................................................................................................11
Icing......................................................................................................................................................12
"PRESS HUILE" warning light ................................................................................................................12
"PRESS CARB" warning light .................................................................................................................12
"BAS NIVEAU" warning light...................................................................................................................12
"ALTERNAT" warning light .....................................................................................................................13
"TEMP BATT" warning light....................................................................................................................13
"CABINE" warning light ..........................................................................................................................13
Total electrical failure .............................................................................................................................14
Tripped circuit breaker ...........................................................................................................................14
Radio failures ........................................................................................................................................14
VHF or UHF failure ................................................................................................................................14
Horizon failure .......................................................................................................................................15
RMI failure ............................................................................................................................................15
Altimeter vibrator failure .........................................................................................................................15
Airspeed indication failure ....................................................................................................................15A
EMERGENCY PROCEDURES DURING LANDING APPROACH .............................................................16
Forced landing (engine running) .............................................................................................................16
Forced landing (shut-down engine) .........................................................................................................16
Ditching.................................................................................................................................................17
Landing with damaged aircraft................................................................................................................17
Landing with propeller governor failure....................................................................................................17
Flaps fail to extend.................................................................................................................................17
Flap dissymetrical extension...................................................................................................................18
Landing circuit without flaps....................................................................................................................18
Conditions for landing gear down locked .................................................................................................18
Landing gear emergency extension.........................................................................................................18
Landing gear fails to extend....................................................................................................................18
Landing circuit without airspeed indicator ................................................................................................19
Landing with a blown-out tire..................................................................................................................19
Figure : Forced landing circuit on runway ................................................................................................20
Figure : Landing circuit without flaps .......................................................................................................21
Figure : Landing circuit without airspeed indicator ....................................................................................22
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EMERGENCY PROCEDURES ON GROUND
"ALIM DEM" WARNING LIGHT (without "PANNE" warning light repetition)

Before outside inspection:
- Keep away everybody from the aircraft.
- Inform the mechanic.
After starting:
- Main switch OFF.
- Starter circuit breaker open.
- Mixture lever on idle cut-off full rearward.
- Magnetos cut off.
- Inform the mechanic.
EMERGENCY ESCAPE ON GROUND

- Throttle................................................................................................................ Fully reduced
- Fuel shut-off valve..........................................................................................................Closed
- Main switch....................................................................................................................... OFF
- Emergency battery (if aircraft equipped with)............................................... HORIZ 1 switch OFF
- Magnetos ......................................................................................................................... OFF
- Parachute halyard..................................................................................................... Unhooked
- Headset visors.................................................................................................................Down
As soon as the aircraft stops:
- Harnesses ................................................................................................................. Released
- Canopies......................................................................................... Open (cutting if necessary)
- Evacuate using the parachute.
NOTE
THE HEADSET RADIO CABLE MUST IMPERATIVELY BE
POSITIONED UNDER THE AIRCRAFT AND PARACHUTE
HARNESSES. THE CLIP UNDER THE AIRCRAFT HARNESS IS
ATTACHED TO THE PARACHUTE ABOVE HANDLE.
WARNING
IF ESCAPE FOLLOWING A LEAK OR FUEL VERY STRONG
SMELLS IN THE CABIN: FUEL SHUT-OFF VALVE OFF.
EVACUATE BY OPENING THE CANOPIES WITHOUT
MANEUVERING ANY ELECTRICAL SWITCH
ENGINE MISFIRINGS ON GROUND

After starting, during taxi or after landing, with a high outside temperature, the engine, if hot, may
have misfirings or tachometer pointer huntings due to the vapour lock phenomenon. As soon as
faults appear:
- Fuel pump .......................................................................................................................... ON
If symptoms persist at the maneuvering point, perform a ventilation:
- Display 2000 tr/min
- Fuel pump ........................................................................................................................ OFF
- Keep this power about twenty seconds.
- Display 1200 tr/min (a second ventilation may be necessary).
- If the phenomenon persists: return to parking.
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UCE122
EMERGENCY PROCEDURES DURING TAKEOFF
ENGINE FAILURE DURING TAKEOFF

(Power loss - tr/min drop)
Before takeoff:
- Stop takeoff.
After takeoff:
- Insufficient power (vertical speed indicator negative)............... Land approximately into center line
After touch-down:
- Emergency escape procedure on ground.
WARNING
NO ATTEMPT SHOULD BE MADE TO MANEUVER LANDING
GEAR
BLOWOUT OF A TIRE DURING TAKEOFF

- Stop takeoff.
- Brake on the side opposite to the blown-out tire.
NOSE WHEEL VIBRATIONS DURING TAKEOFF

- Relieve the strain on the nose wheel.
- Stop takeoff.
EXIT FROM THE RUNWAY

- Brake.
- "EMERGENCY ESCAPE ON GROUND" procedure.
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LANDING GEAR FAILS TO RETRACT

Landing gear control lever jammed on extension position
- Keep IAS ≤ 110 kt
- "TRAIN" and "BUS 2" circuit breakers........................................................................... Checked
- If circuit breakers open
- 3 green lights illuminated and red light extinguished ...................................................... Checked
- Fly back to land
Interruption of the retraction sequence (control lever on retraction position and 1 indicator light not
extinguished)
- IAS ≤ 110 kt, n = 1 g
- "TRAIN" circuit breaker..................................................................................................... Open
- "BUS 2" circuit breaker ..................................................................................... Checked closed
- Apply "LANDING GEAR EMERGENCY EXTENSION" procedure and land
FLAPS FAIL TO RETRACT

- Flap position (visual check).......................................................................................... Checked
- "VOLETS" and "BUS 1" circuit breakers ..........................................................................Closed
- If failure confirmed.......................................................................................... Fly back and land
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UCE122
EMERGENCY PROCEDURES DURING FLIGHT

INVOLUNTARY SPIN
- As soon as aircraft control is lost
• Rudder control........................................................................................................... Against
• Roll control and pitch control........................................................................... Neutral position
• Throttle .............................................................................................................Fully reduced
• Flaps................................................................................................................................. 0°
- If spin does not stop after 2 turns:
• Flight controls.......................................................................................................... Given up
- Spin stopped:
• Smooth pull-out
• Landing gears.......................................................Retracted if IAS was not greater than 130 kt
NOTE
AT 160 KT, THE AIRCRAFT IS NO LONGER INTO SPIN.
CAUTION
IF SPIN HAPPENED WITH EXTENDED LANDING GEAR OR
FLAPS AND IF IAS WAS GREATER THAN 130 KT, DO NOT
ATTEMPT TO RETRACT LANDING GEAR OR FLAPS
WARNING
IF AIRCRAFT CONTROL CANNOT BE RECOVERED, ESCAPE
MUST BE DECIDED AT 5000 FT FROM GROUND
ENGINE FAILURE DURING FLIGHT (ENGINE STOP OR MISFIRINGS WITH WINDMILLING
PROPELLER WITH EGT DECREASE)
Whatever the cause of the failure may be:
At very low altitude, pull up immediately, take IAS .......................................................... 90-100 kt
- Fly if possible to a minimum height of 3000 ft (safeguard height = 800 ft; Vz ≥ 0)
• Tank ....................................................................................................................... Switched
• Fuel pump ........................................................................................................................ON
• Mixture lever........................................................................................................ Full forward
• Magnetos ................................................................................................L.H. + R.H. checked
• Fuel shut-off valve............................................................................................ Checked open
• Warning lights.......................................................................................................... Checked
• Fuel gages .............................................................................................................. Checked
CAUTION
A PROPELLER LOCKING INVOLVES AN ENGINE SEIZURE:
TAKE IAS 90/100 KT AND PERFORM A "FORCED LANDING"
OR "ESCAPE IN FLIGHT" PROCEDURE
NOTE
WITH THE ENGINE SHUT-OFF:
- NO PROPELLER SETTING UNTIL 60 KT.
- NO WARNING LIGHT ILLUMINATION (THE ALTERNATOR CONTINUES
TO OPERATE).
- ALL PARAMETERS REMAIN CONSISTENT EXCEPT THE EGT WHICH
SHOULD DROP.
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If the engine does not start again, decide according to circumstances to apply "FORCED
LANDING" or "ESCAPE IN FLIGHT" procedure (LANDING IN COUNTRY PROHIBITED BY
NIGHT).
CAUTION
IF THE ENGINE DOES NOT START AGAIN WHEN IN ICING
CONDITIONS, SWITCH TANKS AND CHECK THAT ENGINE
EMERGENCY AIR PULL-KNOB IS FULLY PULLED. IN CASE
OF PERSISTING ENGINE MISFIRINGS, FULLY REDUCE GAS
UNTIL THEY DISAPPEAR
ENGINE VIBRATIONS
- Fly to a minimum height of 3000 ft and simultaneously
- Mixture lever .......................................................................................................... Full forward
No improvement:
- Adjust power (MaP and/or propeller) to obtain a minimum of vibrations.
- Land as soon as possible: "FORCED LANDING" procedure.
Very strong vibrations:
- Decide according to conditions: "FORCED LANDING" or "ESCAPE IN FLIGHT" procedure
PROPELLER GOVERNOR FAILURE

(Tr/min drop and inoperative lever)
- Landing gear – Flaps............................................................................................. UP, checked
- Return to a minimum height of 3000 ft.
- Monitor oil temperature and pressure.
- Act on power if necessary to stabilize parameters favouring the engine cooling.
- Land as soon as possible ......................................................... "FORCED LANDING" procedure
THROTTLE LEVER FAILURE

(Lever jamming or inoperative)
- Mixture lever .......................................................................................................... Full forward
- Apply necessary power by acting on propeller control lever.
- Landing ................................................................................... "FORCED LANDING" procedure
• Sufficient available power ................................................................................. Return to field
• Insufficient available power ................................................................ "FORCED LANDING" or
"ESCAPE IN FLIGHT" procedure
NOTE
IF POWER REMAINS EXCESSIVE AND RUNWAY IS ASSURED,
STOP THE ENGINE AND PULL MIXTURE LEVER FULLY
REARWARD. IF REQUIRED, THE RESTART MAY BE
PERFORMED BY AN ACTION: MIXTURE LEVER FULLY
PUSHED FORWARD.
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UCE122
MIXTURE LEVER FAILURE
(Lever jamming or inoperative)

- Return to field
- If mixture lever is not pushed fully forward, avoid to display powers > 75 %
- Landing ................................................................................... "FORCED LANDING" procedure
Engine shut-off at parking:
ENGINE FIRE
- Visual detection of smokes and flames
- Fuel pump ........................................................................................................................ OFF
- Air conditioning levers ....................................................................................... Central position
- Air vents ........................................................................................................................Closed
- "EXCITATION" switch........................................................................................................ OFF
- Throttle....................................................................................................................Full throttle
- Propeller control..................................................................................................... Full forward
After the engine has stopped
- Magnetos ......................................................................................................................... OFF
- If fire persists: "ESCAPE IN FLIGHT" procedure
WARNING
NEVER ATTEMPT TO RESTART ENGINE AFTER A FIRE
BEGINNING
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UCE122
ELECTRICAL FIRE
If the equipment is identified
- Control set to OFF
If the equipment is not identified
- Main switch .......................................................................................................................OFF
- "EXCITATION" switch........................................................................................................OFF
- BUS bars circuit breakers................................................................................................. Open
Restart of circuits
- Main switch .........................................................................................................................ON
- "EXCITATION" switch..........................................................................................................ON
- BUS bars circuit breakers............................................................................Successively closed
After each restart, wait a moment. If fire recurs, cut off again.
- Land as soon as possible.
CAUTION
BUS NOT SUPPLIED MAIN CIRCUITS OUT OF ORDER
BUS 1 FLAP CONTROL
BUS 2 LANDING GEAR NORMAL CONTROL, AURAL

SIGNALS
BUS 1 AND BUS 2 LANDING GEAR INDICATING, WARNING

LIGHTS PANEL
NOTE
ON AIRCRAFT EQUIPPED WITH THE EMERGENCY BATTERY
(FROM NMR 65 INCLUSIVE), IF NECESSARY SET FRONT
STATION HORIZ 1 SWITCH TO OFF POSITION.
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UCE122
SMOKES IN CABIN
- Ventilation...............................................................................................................Flow cut off
- Air vents .......................................................................................................................... Open
If smoke comes from the engine:
- Air vents ........................................................................................................................Closed
- If fire confirmed ................................................................................ "ENGINE FIRE" procedure
If smoke does not come from the engine:
- Search in cabin
- If fire confirmed ........................................................................."ELECTRICAL FIRE" procedure
If smoke bothers piloting:
- IAS.................................................................................................................................110 kt
- Visors..............................................................................................................................Down
- Rear canopy (Front canopy if single-pilot flight) ............................................................ Cut away
ESCAPE IN FLIGHT: TRAINEE, then INSTRUCTOR

Controlled aircraft: escape IN BELLY FLIGHT mandatory
- Optimal height................................................................................... Between 3000 and 5000 ft
- Safeguard height to begin escape ................................................................. 800 ft (with Vz = 0)
- Take IAS .......................................................................................................................≤ 90 kt
- Pitch trim tab......................................................................... Adjusted (rearwards if emergency)
- Canopies cut-away.......................................................................................... FWD, then RWD
- Radio cable ......................................................................................................... Disconnected
- Harness................................................................................................................... Unbuckled
- "Escape in order, trainee then instructor, by falling over the aircraft L.H. side giving a strong
impulse towards the wing trailing edge for the front station pilot and towards the mark painted at
the bottom of the karman for the rear station pilot. A quick prehension of the trailing edge or of
the bottom of the karman improves the escape path."
Escape if IAS > 90 kt
Only when the speed cannot be decreased to less than 90 kt, escape the aircraft according to
following procedure:
- Take IAS ....................................................................................................≤ 130 kt if two pilots
≤ 170 kt if one pilot
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UCE122
- Pull up to 30°, then inverted position transition.
- Pitch control........................................................................................................... Full forward
- Harness unbuckled before passing horizon
WARNING
THE RESPECT OF THE LIMIT SPEEDS IS VITAL IN ORDER TO
AVOID THE HORIZONTAL STABILIZER
NOT CONTROLLED AIRCRAFT

- Minimum height to decide escape..................................................................................5000 ft
- Harness................................................................................................................... Unbuckled
- Escape above fuselage side (external side with regard to rotation) by giving oneself a maximum
impulse to go away as low as possible from the wing trailing edge for front station or from the
bottom of the karman for rear station.
FUEL PERSISTING STRONG SMELLS

- Ventilation...........................................................................................................Maximum flow
- Air vents .......................................................................................................................... Open
- Land as soon as possible ........................................... Without maneuvering any electrical switch
- On ground ................................................... "EMERGENCY ESCAPE ON GROUND" procedure
ICING
(Outside temperature ≤ + 5°C or power loss)
- Engine emergency air pull-knob .......................................................................................Pulled
- Air conditioning levers Flow ............................................................................"DEBIT MAX"
Mixture .............................................................................. "CHAUD"
Distribution............................................................................"HAUT"
- Pitot heating.......................................................................................................... Checked ON
- Leave as quickly as possible the icing area.
In case of engine stop:
- Apply "ENGINE FAILURE DURING FLIGHT" procedure. In case of persisting engine misfirings,
fully reduce throttle until they disappear.
CAUTION
FAILURE BEFORE ROTATION SPEED: "PANNE" RED
WARNING LIGHT ILLUMINATION TAKEOFF
INTERRUPTION
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"PRESS HUILE" WARNING LIGHT PANNE

- Fly to a minimum height of 3000 ft
- "PANNE" warning light .......................................................................................................OFF
- Monitor oil temperature and pressure.
- Act on power if necessary to stabilize parameters favouring the engine cooling.
- Land as soon as possible......................................................... "FORCED LANDING" procedure
NOTE
WITHOUT ILLUMINATION OF THE WARNING LIGHT, IF
PRESSURE < 4.1 BARS AND N ≥ 2000 TR/MIN: APPLY THE
SAME PROCEDURE.
"PRESS CARB" WARNING LIGHT PANNE

- Fuel pump...........................................................................................................................ON
- Mixture lever ................................................................................................................ Full rich
- Tank selector ................................................................................................Opposite fuel tank
- Fuel shut-off valve ............................................................................................Open (checked)
- Fuel gages ................................................................................................................. Checked
- Land as soon as possible avoiding high MaPs ........................... "FORCED LANDING" procedure
NOTE
BY NIGHT, SET "JOUR/NUIT" SELECTOR TO "JOUR" TO
CONFIRM FAILURE AS FUEL PUMP IS ON.
"BAS NIVEAU" WARNING LIGHT PANNE

- Tank selector ................................................................................................Opposite fuel tank
- Avoid to switch again on the tank with alarm
- Land as soon as possible, if consumption appears abnormal...... "FORCED LANDING" procedure
NOTE
BY NEGATIVE LOAD FACTOR OR DURING SPIN, THE
ILLUMINATION OF THE "BAS NIVEAU" WARNING LIGHT IS
QUITE NORMAL. IT MUST GO OFF IN LESS THAN 20
SECONDS AFTER RETURN TO NORMAL FLIGHT.
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"ALTERNAT" WARNING LIGHT PANNE

- "PANNE" warning light....................................................................................................... OFF
- "EXCITATION" switch.......................................................................................... ON (checked)
- "ALTERNATEUR" circuit breaker ................................................................................. Checked
- "EXCIT" circuit breaker ................................................................................................ Checked
- Voltage > 26 V
• Monitor voltage
- Voltage ≤ 26 V
• "EXCITATION" switch........................................................................................ OFF then ON
• Voltage > 26 V ................................................................................................. Return to field
• Voltage ≤ 26 V:
."EXCITATION" switch.................................................................................................. OFF
."ALTERNATEUR" circuit breaker................................................................................. Open
.Shed............................................................................................ Navigation lights, Anti-coll
Internal lighting,
UHF, VOR, TACAN
According to flight conditions
- Land as soon as possible
• Landing gear............................................................................................Down in emergency
• Flaps .................................................................................................. Extended (in final only)
NOTE
BATTERY AUTONOMY LIMITED TO 30 MIN.
CAUTION
WARNING LIGHT PUSHED FOR N < 1600 ± 200 TR/MIN
CAUTION
"ALTERNAT" WARNING LIGHT MEANS CIRCUIT VOLTAGE
≤ 26 V
"TEMP BATT" WARNING LIGHT : "Land as soon as possible" PANNE

- "BATTERIE" circuit breaker .............................................................................................. Open
- Land as soon as possible.
NOTE
THE OPENING DOES NOT CANCEL THE RISK OF
PROLONGED OVERLOAD.
"CABINE" WARNING LIGHT PANNE

- Canopies handles ........................................................................................... Checked, closed
- Return to field without exceeding 130 kt and avoid acrobatics.
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TOTAL ELECTRICAL FAILURE

- Main switch ......................................................................................................... ON (checked)
- "EXCITATION" switch.......................................................................................... ON (checked)
- All circuit breakers ..........................................................................................Closed (checked)
- If failure remains: leave IMC conditions as quickly as possible.
NOTE
OPERATION OF MAIN FOLLOWING INSTRUMENTS IS MAINTAINED:
- MaP, FLOW, VERTICAL SPEED INDICATOR, STAND-BY COMPASS,
STOPWATCH;
- AIRSPEED INDICATOR WITHOUT PITOT HEATING, ALTIMETER WITH
VIBRATOR FAILURE;
- TANK SELECTION INDICATING OF REAR STATION REMAINS
INOPERATIVE
For the aircraft which are equipped with the emergency battery, the latter automatically supplies
front station horizon 1, rear station horizon, VHF and interphone (illumination of yellow indicator
lights) during about 30 minutes, five minutes of which for VHF transmission.
CAUTION
LANDING GEAR EMERGENCY EXTENSION, LANDING
WITHOUT FLAPS
TRIPPED CIRCUIT BREAKER

- Close again.
- If the circuit breaker trips again................................................................... Do not close it again
- Return to field.
RADIO FAILURES
- Transfer of front and rear stations ................................................................................ Checked
- Headset cable connection ........................................................................................... Checked
- VHF, UHF, VOR, TACAN circuit breakers ........................................................Closed (checked)
- Reception volume..................................................................................................... Controlled
VHF OR UHF FAILURE (selection unit)

Select emergency/radio (S/R).
If transmission selector set to V:
- Transceiver on VHF only.
- Modulation control.
- No interphone.
- No VOR and TACAN reception.
If transmission selector set to U:
- Ditto, but transceiver on UHF only.
If transmission selector set to V + U:
- Ditto, but transceiver simultaneously on VHF and UHF.
NOTE
FOR THE AIRCRAFT WHICH ARE EQUIPPED WITH
EMERGENCY BATTERY, VHF/UHF CONTROL UNITS AND VHF
TRANSCEIVER ARE SUPPLIED BY IT (ILLUMINATION OF
YELLOW INDICATOR LIGHTS) IN CASE OF ELECTRICAL
GENERATION FAILURE DURING ABOUT 30 MINUTES, FIVE
MINUTES OF WHICH FOR VHF TRANSMISSION.
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Interphone failure
Select interphone emergency (S/TB).
In this case:
- No VHF or UHF radio transmission;
- All receptions available, but proportioned by the controls of the other station.
NOTE 1
CHECK THAT THE KEY OF THE OTHER STATION IS
POSITIONED ON N (NORMAL) (IF NOT, LOSS OF CONTACT
BETWEEN BOTH STATIONS).
NOTE 2
EMERGENCY BATTERY, THE INTERPHONE IS SUPPLIED BY
IT (ILLUMINATION OF YELLOW INDICATOR LIGHTS) IN CASE
OF ELECTRICAL GENERATION FAILURE DURING ABOUT 30
MINUTES, FIVE MINUTES OF WHICH FOR VHF
TRANSMISSION.
HORIZON FAILURE (failure flag visible)
- Horizon............................................................................................................... ON (checked)
- "HORIZON" and "BUS 1" circuit breakers ........................................................ Closed (checked)
If failure remains:
- Leave as quickly as possible IMC conditions.
NOTE 1
IN CASE OF POWER SUPPLY FAILURE, THE HORIZON
INDICATIONS REMAIN VALID DURING ABOUT 9 MIN WITHOUT
ACCELERATION.
NOTE 2
EMERGENCY BATTERY, FRONT STATION HORIZON 1 AND
REAR STATION HORIZON ARE SUPPLIED BY IT
(ILLUMINATION OF YELLOW INDICATOR LIGHTS) IN CASE OF
ELECTRICAL GENERATION FAILURE DURING ABOUT 30
MINUTES, FIVE MINUTES OF WHICH FOR VHF
TRANSMISSION.
RMI FAILURE (failure flag visible)
- "GYRO" selector ................................................................................................. ON (checked)
- "GYRO" and "BUS 2" circuit breakers.............................................................. Closed (checked)
If failure remains:
- Use stand-by compass;
- All RMI data are unusable;
- A VOR or TACAN bearing may be obtained on OBI.
NOTE
APPEARANCE OF THE ALARM FLAG IS NORMAL, WHEN THE
INSTRUMENT IS RESET.
ALTIMETER VIBRATOR FAILURE (visible "VIB" indication on altimeter)
Under 3000 ft:
- During level flight, max error .............................................................................................. 70 ft
- Max indication delay........................................................................................................ 300 ft
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AIRSPEED INDICATION FAILURE

- Pitot heating ........................................................................................................ ON (checked)
- "PITOT" circuit breaker ...................................................................................Closed (checked)
- Alternate static source..................................................................................................... Pulled
Refer to the table giving altitude and IAS errors (L.H. post of the cabin).
If failure remains:
Formation landing or "LANDING CIRCUIT WITHOUT AIRSPEED INDICATOR" procedure.
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1998-11 Update
UCE122
EMERGENCY PROCEDURES DURING LANDING APPROACH

(see circuit page 4/20)
WARNING
FORCED LANDING IN COUNTRY AND DITCHING MUST BE
PERFORMED WITH RETRACTED LANDING GEAR. THEY ARE
PROHIBITED BY NIGHT
NOTE
BEST RATE OF CLIMB: FLAPS 0° 110 kt WITH REDUCED THROTTLE, ABOUT

1 NM/1000 FT IS COVERED; ENGINE
FLAPS 15° 100 kt
SHUT-DOWN AND/OR LANDING
FLAPS 25° 90 kt GEAR EXTENSION LEAD(S) TO
DEGRADATION OF THE
PERFORMANCE
FORCED LANDING
Engine running
- IAS.................................................................................................................................110 kt
- Harnesses ................................................................................................. Tightened – blocked
- Visors..............................................................................................................................Down
Assured field:
- Landing gear....................................................................... UP (extension if landing on runway)
- Flaps.................................................................................................................................. 15°
- IAS.................................................................................................................................100 kt
Final (if possible, side wind < 20 kt):
- Flaps.................................................................................................................................. 25°
- IAS..................................................................................................................... 90 kt (mini 80)
After touch-down:
- "EMERGENCY ESCAPE ON GROUND" procedure
Shut-down engine
NOTE
ENGINE VOLUNTARY SHUT-DOWN DURING FLIGHT CAN
ONLY BE CONSECUTIVE TO AN ENGINE FIRE.
- Fuel pump .......................................................................................................... OFF, checked

- Magnetos ......................................................................................................................... OFF
Then ditto as "Engine running" procedure.
CAUTION
ON DRY HARD OR GRASS RUNWAY, PERFORM LANDING
WITH LANDING GEAR DOWN. IN CASE OF DOUBT
CONCERNING RUNWAY PAVEMENT CONDITION OR
LANDING GEAR EXTENSION AND IF THE AIRCRAFT IS
DAMAGED, THE PRECAUTIONARY LANDING IS PERFORMED
WITH LANDING GEAR UP
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DITCHING
Ditto as "FORCED LANDING" paragraph, except:
- Heading ........................................................................................................... Parallel to swell
- IAS in final........................................................................................................................ 80 kt
Before touch-down:
- Canopies .............................................................................Cut away in order – Front then rear
- Fuel shut-off valve ......................................................................................................... Closed
- Main switch .......................................................................................................................OFF
After touch-down:
- Harnesses (seat and parachute) ................................................................................Unbuckeld
Evacuate aircraft as quickly as possible.
LANDING WITH DAMAGED AIRCRAFT

If possible .................................................................................Fly to a height higher than 5000 ft
Ask control tower or another aircraft to visually check your aircraft
Runway vertical............................................................................................. Maneuvrability tests

Determine configuration and landing speed
Increase IAS by 10 %
LANDING WITH PROPELLER GOVERNOR FAILURE

(Refer to "PROPELLER GOVERNOR FAILURE" paragraph) page 6A
Failure during go-around:
- If possible, land in the runway axis.
- If not or runway not assured:
- Power ..................................................................................................................... Full throttle
- Landing gear ....................................................................................................................... UP
- Flaps .............................................................................................................. Retracted to 15°
- IAS .......................................................................................................... 100 kt ≤ IAS ≤ 110 kt
At 300 ft:
- Flaps ........................................................................................................................ Retracted
- IAS ............................................................................................................................. ≥ 110 kt
At 500 ft:
- Fly to "FORCED LANDING" circuit on runway as quickly as possible.
WARNING
GO-AROUND WITH LANDING GEAR DOWN IS IMPOSSIBLE
FLAPS FAIL TO EXTEND

- Visual check of flap position.
- "BUS 1" and "VOLETS" circuit breakers ...........................................................Closed (checked)
If failure confirmed:
- Apply the "LANDING WITHOUT FLAPS" procedure.
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UCE122
FLAPS DISSYMMETRICAL EXTENSION

Retract immediately flaps.
WARNING
DO NOT ATTEMPT A NEW MANEUVER
Apply the "LANDING WITHOUT FLAPS" procedure.
LANDING CIRCUIT WITHOUT FLAPS

(Refer to figure page 4/21)
CONDITIONS FOR LANDING GEAR DOWN LOCKED

Landing gear down locked if:
- 3 green lights illuminated and red light OFF;
or
- "TRAIN" warning light illuminated during test and OFF with fully reduced throttle;
or
- effective BIP.
NOTE
IF A GREEN LIGHT IS OFF AND THE L/G CONTROL LEVER ON
EXTENSION ("S") POSITION, TEST LANDING GEAR
INDICATING.
LANDING GEAR EMERGENCY EXTENSION

30 seconds later:
- IAS...................................................................................................................................90 kt
- Flaps............................................................................................. Extended to 15° (if possible)
- L/G control lever.....................................................................................................Low position
- Landing gear emergency handle ......................................................Unlocked, pulled up to stop,
then released
- Check conditions for landing gear down locked.
LANDING GEAR FAILS TO EXTEND

Inadvertent extension of a landing gear element:
- Reduce IAS ............................................................................................................... To 110 kt
- Perform a "LANDING GEAR EMERGENCY EXTENSION".
- Keep landing gear down until landing.
Other indicating than red light OFF and 3 green lights illuminated:
- "TRAIN" and "BUS 2" circuit breakers..............................................................Closed - Checked
- Conditions for landing gear down locked....................................................................... Checked
If not:
- Perform a "LANDING GEAR EMERGENCY EXTENSION".
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UCE122
If failure persists:
- L/G control lever in lower position ................................................................................ Checked
- "TRAIN" circuit breaker .................................................................................................. Closed
- If conditions for landing gear down locked correct ...........................................................Landing
If fault remains:
- Apply yawing and load factor;
- Ask control tower or another aircraft to visually check landing gear position.
Element not locked
- Use fuel until there remains 15 l in L.H. tank and 15 l in R.H. tank.
Nose gear not locked:
- Land normally without brakes.
- Keep nose up as long as possible.
- Fuel shut-off valve ......................................................................................................... Closed
- Main switch .......................................................................................................................OFF
- As soon as nose touches ground ......................................................................Vigorous braking
A main gear not locked:
- If possible, retract landing gear.
- Land with landing gear up on grass.
- Otherwise "EMERGENCY ESCAPE IN FLIGHT" procedure.
LANDING CIRCUIT WITHOUT AIRSPEED INDICATOR

(Refer to figure page 4/22)
LANDING WITH A BLOWN-OUT TIRE

- Use fuel until there remains 15 l in L.H. tank and 15 l in R.H. tank.
- Harnesses................................................................................................... Tightened, blocked
- Land on the side opposite to blown-out tire.
- Brake to maintain axis (side opposite to blown-out tire).
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UCE122
FORCED LANDING CIRCUIT ON RUNWAY
4
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2001-05 Update
UCE122
LANDING CIRCUIT WITHOUT FLAPS
4
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UCE122
LANDING CIRCUIT WITHOUT AIRSPEED INDICATOR
4
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UCE122

UCE122

TABLE OF CONTENTS
Pages
STALLS.................................................................................................................................................. 3
VOLUNTARY SPINS............................................................................................................................ 3-4
ACROBATICS ........................................................................................................................................ 4
FORMATION FLIGHT ............................................................................................................................. 4
BLIND FLIGHT ....................................................................................................................................... 4
NIGHT FLIGHT....................................................................................................................................... 4
OPERATION IN THE RAIN...................................................................................................................... 4
TURBULENCE FLIGHT........................................................................................................................... 5
OPERATION IN VERY COLD WEATHER ................................................................................................ 5
UTILIZATION ON MAKESHIFT FIELD ..................................................................................................... 5
5
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STALLS
During deceleration before stall, the aircraft stays perfectly correct whatever the configuration.
There is no natural warning sign.
Only the aural warning rings, 7 kt ± 2 kt above stall speed.
The longitudinal roll-off is clean and accompanied more often than not by a lateral roll-off. Their
amplitude increases with engine power and lift augmenting.
The recovery is immediate by control return.
The altitude loss during stall is slight.
NOTE
ROLL-OFFS UP TO 90° LATERAL BANK MAY OCCUR
PARTICULARLY FROM A MOTORIZED TURN STALL WITH
FLAPS TO 25°.
VOLUNTARY SPINS
Only spins in clean configuration with reduced engine are authorized.
Preparation to spin :
- Bags and map boxes closed.
- No floating objects in cabin.
- Minimum height (4 turns max) .........................................................................................8000 ft
- Safety turn............................................................................................................... Performed
- Throttle lever.......................................................................................................................Idle
- L/G – flaps................................................................................................................ Retracted
- Trims..................................................................................................Adjusted for IAS = 100 kt
- Deceleration.
Spinning (in the direction of safety turn)
At IAS = 75 kt, fully move simultaneously rudder in the direction of the spin, elevator to nose up
stop and keep roll control to neutral position.
Spin :
- Spin oscillates on the three axis.
- The nose down attitude increases quickly to reach about 50°.
- The turn lasts between 2 and 3 seconds with two pilots and less with one pilot onboard.
- The altitude loss is about 350 ft every turn.
- IAS changes from about 110 to 140 kt in accordance with spin particularities.
NOTE 1
SPINS ARE LIMITED TO 4 TURNS MAXIMUM BECAUSE THE OIL PRESSURE
DROPS QUICKLY PARTICULARLY DURING RIGHT SPIN. THE “BAS NIVEAU”
WARNING LIGHT ILLUMINATION IS NORMAL DURING SPIN.
NOTE 2
IF SPEED AND ENGINE RPM INCREASE RAPIDLY, THE AIRCRAFT IS NOT IN SPIN
BUT IN SPIRAL. CONTROL SPIN RECOVERY BEFORE 160 kt.
Spin recovery
- Rudder .................................................................................. Fully opposite direction of rotation
- Elevator........................................................................................................................ Neutral
- Aileron.......................................................................................................................... Neutral
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The spin recovery takes a maximum of one turn and a half and usually follows a roll acceleration.
The attitude is then high nose down. The slowest the spin is, the longest the recovery.
As soon as spinning stops, move rudder to neutral position and ease out of the ensuing dive (500
to 1500 ft according to action on elevator).
CAUTION
IF THERE IS ANY DOUBT ABOUT THE SPIN (VENTRAL,
INVERTED, ROTATION DIRECTION), CLEARLY RELEASE
CONTROLS AND FULLY REDUCE THROTTLE, THE AIRCRAFT
WILL RECOVER ALONE IN ABOUT TWO OR FOUR TURNS.
WARNING
AIRCRAFT UNCONTROLLED AT 5000 ft FROM GROUND,
ESCAPE IN FLIGHT.
ACROBATICS
Speeds and load factors indicated hereafter are initial values recommended to execute acrobatic
figures at an altitude between 4000 and 6000 ft, with full throttle engine, engine speed at
2500 tr/mn and full forward mixture.
- Loop : IAS = 200 kt, n = 4 g
- Split S : IAS = 180 kt, n = 3 g
- Cuban Eight : IAS = 200 kt, n = 4 g
- Stall turn : IAS = 200 kt, n = 4 g
- Slow roll : IAS = 170 kt
- Snap figures : FORBIDDEN
FORMATION FLIGHT
Formation flight with EPSILON presents no particular difficulty.
The engine responds quickly. Flight controls are precise and, considering the great efficiency of
rudder control, great amplitude deflections must be avoided to control side-slip. Do not connect the
anti-collision lights.
Display 2700 tr/mn to use power higher than 75 %.
BLIND FLIGHT
On ground, pay particular attention to checks concerning flight and navigation control instruments.
In flight, often check the consistency of attitude indicators, voltmeter and outside air temperature
indicator (icing).
Anti-collision lights may be troublesome in clouds.
NIGHT FLIGHT
It is recommended not to illuminate anti-collision lights during taxi.
OPERATION IN THE RAIN

On ground, on soaked taxi paths and runways, use brakes carefully.
In flight, monitor icing possibility.
During landing, aquaplaning speed is about 40 kt; wait, if possible, a lower speed to brake
carefully.
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UCE122
TURBULENCE FLIGHT
Max. IAS in severe turbulence: 150 kt.
If entering a very strong turbulence area cannot be avoided, take the following precautions:
- Reduce speed to 150 kt;
- Check harnesses are tightened and blocked;
- Check pitot heating is set to “marche”;
- Pilot smoothly by favouring attitude rather than flight parameters.
OPERATION IN VERY COLD WEATHER

The following precautions must be taken:
- Open canopies carefully because the seal may be stuck;
- To spare battery, the use of a ground power unit is recommended to start the engine. This
recommendation becomes mandatory when outside air temperature is below – 15 °C;
- Position the heating/ventilation selector to full warm, full flow directed to windshield;
- Before taxi, make sure instruments have been heated enough to operate correctly;
- During taxi, maneuver twice or three times flight controls and flaps;
- Use engine emergency air.
UTILIZATION ON MAKESHIFT FIELD

- The frequent utilization of grass runway is not advisable.
- Only an occasional utilization on grass runway is allowed, if runway is in good condition, dry,
without stones and is 800 m minimum long.
- The utilization on a wet grass runway is forbidden except in case of emergency landing.
- Under all circumstances, taxi at moderate speed.
CAUTION
ON GRASS RUNWAY, TAKEOFF DISTANCE IS INCREASED
(REFER TO CHAPTER 7)
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UCE122
TABLE OF CONTENTS
Pages
DETERMINING WEIGHT AND BALANCE ................................................................................................ 2

LOADING AND BALANCE GRAPHS - FERRY CONFIGURATION ............................................................ 3
LOADING AND BALANCE GRAPHS - ACROBATIC CONFIGURATION .................................................... 5
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UCE122
WEIGHT AND BALANCE
DETERMINING WEIGHT AND BALANCE

This chapter gives the pilot a simple means to determine weight and balance of his aircraft
depending on empty characteristics and loading.
The empty weight to be considered is the one indicated on Individual Inspection Report, eventually
amended depending on modifications applied on the aircraft.
To determine the aircraft weight W, only add loading (pilots, fuel, cargo compartment loading) to
the empty weight.
To determine the balance :
- calculate the moments of the various loads with regard to leading edge of reference chord, using
the diagrams on pages 6/3, 6/5 ;
- add these various moments to empty aircraft moment. The result is called Mt ;
- calculate the balance with the formula :
Mt 100
C% = x
W 1,25
The weight and balance values calcutated this way and noted on diagram page 6/5 (acrobatic
mission) or diagram page 6/3 (ferry mission) must give a point inside the area delimited by a thick
line.
6
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UCE122
LOADING AND BALANCE GRAPHS

FERRY CONFIGURATION
6
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2001-05 Update
UCE122
LOADING AND BALANCE GRAPHS

ACROBATIC CONFIGURATION
6
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UCE122
CHAPTER 7 – PERFORMANCE
UCE122
CHAPTER 7 – PERFORMANCE
TABLE OF CONTENTS
Pages
PERFORMANCE PRESENTATION ......................................................................................................... 3

AERODYNAMIC SPEED CALCULATION................................................................................................. 3
AIR DATA CORRECTIONS ..................................................................................................................... 3
STALL SPEEDS ..................................................................................................................................... 3
TAKEOFF PERFORMANCE.................................................................................................................... 3
CLIMB PERFORMANCE ......................................................................................................................... 4
CRUISE PERFORMANCE....................................................................................................................... 4
MAXIMUM RANGE AND HOLDING FLIGHT PERFORMANCE ................................................................. 6
LANDING PERFORMANCE .................................................................................................................... 6
7
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UCE122
PERFORMANCE
PERFORMANCE PRESENTATION
Generally all performance are given in standard atmosphere.

However, when it is necessary, corrections to be brought for non-standard temperatures are
indicated on illustrations.
Each graph includes an operation example.
This chapter contains nominal performance of EPSILON aircraft equipped with AEI0-540-L1B5D
engine and HARTZELL HC-C2YR-4 CF-FC 8475-6 propeller. Performance values given do not
take into account factors such as pilot’s technique and aircraft ageing.
AERODYNAMIC SPEED CALCULATION
The illustration on page 7/7 allows, from the calibrated airspeed CAS, static temperature θs and
pressure altitude Zp, determination of the aerodynamic speed V (true airspeed).
AIR DATA CORRECTIONS
Air data corrections relative to EPSILON are practically nil (illustration on page 7/9).
STALL SPEEDS
The stall speeds indicated on illustration of page 7/11 are statutory stall speeds (Vs) determined
with reduced power, with forward C.G. limit and deceleration rate of 1 kt/s. They are given
depending on weight, aircraft configuration and pitch attitude.
TAKEOFF PERFORMANCE
Takeoff is performed full throttle, full low pitch, full rich, in flaps configuration 15°.
The initial parameters to establish performance are:
- Outside conditions: QFE and air temperature;
- Aircraft weight;
- Wind speed on runway centerline;
- Runway average slope.
The illustration on page 7/13 gives:
- Ground roll length;
- Takeoff distance to 50 ft obstacle clearance;
- Rotation calibrated airspeed, takeoff and obstacle clearance speed.
The used procedure is the following:
- Full throttle, brakes applied;
- Rotation and obstacle clearance to speeds indicated on graph shown on the same figure,
depending on weights;
- Starting of L/G retraction as soon as the vertical speed indicator gives a clearly positive value;
- L/G retraction duration: 9 seconds
NOTE
ACCELERATION/STOP DISTANCE IS 600 m.
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Page 3
2001-05 Update
UCE122
CLIMB PERFORMANCE
Climbs are performed full throttle, full low pitch, full rich, with nil slope and side-slip, for a
CAS = 110 kt and in clean configuration.
The initial parameters are:
- Aircraft weight;
- Beginning of climb pressure altitude;
- End of climb pressure altitude.
- Time, distance and consumption in standard atmosphere;
- The possibility to correct these results depending on deviation from standard air temperature.
CRUISE PERFORMANCE
Cruise performance (speed, consumption, distance, time) are given for two associated settings:
power (MaP, N) and mixture.
Performance curves: 75 % normal cruise (illustration on page 7/17)
Power: 75 % (2450 tr/mn, adapted MaP).
Mixture: best power (EGT peak – 70 °C);
The setting given by the automatic mixture control is close to this EGT value.
The curve is calculated for an accurate setting. In order to observe the calculated consumption, a
slight setting of the mixture lever may be necessary.
Performance curves: 60 % economic cruise (illustration on page 7/19)
Power: 60 % (2350 tr/mn, adapted MaP);
Mixture: manually set to EGT peak.
CAUTION
MIXTURE SETTING BEYOND EGT PEAK IS FORBIDDEN.
Mixture setting
In cruise, the pilot may set the mixture to improve his aircraft distance/consumption if the following
conditions are met:
- Displayed power ≤ 75 %.
- Cruise stabilized and constant Z.
NOTE
FOR A GIVEN SETTING (N, MaP), A MIXTURE DECREASE
COMPARED WITH THE BEST POWER ONE (EGT PEAK – 70 °C,
CLOSE TO AUTOMATIC SETTING) DECREASES THE POWER
ACTUALLY DELIVERED BY THE ENGINE.
7
Page 4
2001-05 Update
UCE122
PRINCIPLE
With constant N and MaP, at constant Z the pilot weakens the mixture with mixture lever.
The EGT indicator gives an exhaust gas temperature directly bound with the inlet mixture.
The mixture lever controls fuel supply.
The EGT is taken at exhaust gas outlet.
There is a great inertia between the lever movement and the EGT temperature modification.
PRACTICES
With constant N, MaP and Z:
- Displayed power ≤ 75 %.
- Note the EGT initial value with the indicator.
- Slowly weaken, by steps to EGT maximum value.
- Note this stabilized value with the indicator.
- Re-enrich to get the desired flow value.
Example: re-enrich to get a flow which exactly gives EGT peak – 70°C to fly depending on curve
parameters (illustration on page 7/17).
NOTE
THE EGT DIFFERENCE BETWEEN BEGINNING OF SETTING
AND PEAK IS ABOUT 70°C TO 110°C. IT DEPENDS AMONG
OTHER THINGS ON ENGINE MECHANICAL SETTING AND
MIXTURE AUTOMATIC CORRECTION.
AT EGT PEAK – 70°C THE POWER LEVER IS SET TO FULL
FORWARD POSITION.
An EGT difference lower than 70°C, with mixture lever set to full forward position, may be the sign
of a mixture automatic correction bad operation or a bad engine setting.
CAUTION
PRIOR TO ANY CHANGE IN FLIGHT PARAMETERS N, MaP, Z ,
SET THE MIXTURE LEVER TO FULL FORWARD POSITION.
ADVICE
Avoid the utilization of maximum lean setting (EGT peak) in normal flight.
7
Page 5
2001-05 Update
UCE122
MAXIMUM RANGE AND HOLDING FLIGHT PERFORMANCE
The holding flight is performed with engine constant parameters.

The engine parameters are the following:
- Engine speed: 2500 tr/mn;
- MaP: 550 mbar;
- Mixture: full rich.
The initial parameters are:
- Aircraft weight;
- Pressure altitude.
- Speed;
- Hourly consumption.
LANDING PERFORMANCE
The engine parameters, to establish these performance, are the following:

- Outside conditions: QFE and air temperature;
- Aircraft weight;
- Wind speed on runway centerline;
- Runway average slope.
- Ground roll length;
- Landing distance from 50 ft obstacle clearance to aircraft stop.
These performance are established on dry, hard surface runway, with approach and touch-down
impact speeds, depending on aircraft weight, given by the graph on this same figure.
7
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2002-12 Update
UCE122
AERODYNAMIC SPEED CALCULATION

(true airspeed)
7
Page 7
2001-05 Update
UCE122
AIR DATA CORRECTIONS
7
Page 9
2001-05 Update
UCE122
STALL SPEEDS
7
Page 11
2001-05 Update
UCE122
TAKEOFF PERFORMANCE
7
Page 13
2001-05 Update
UCE122
CLIMB PERFORMANCE
7
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2001-05 Update
UCE122
75 % NORMAL CRUISE PERFORMANCE
“These curves are calculated for a mixture corresponding to EGT peak – 70°C”
7
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2001-05 Update
UCE122
60 % ECONOMIC CRUISE PERFORMANCE
“These curves are calculated for a mixture corresponding to EGT peak ”
7
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2001-05 Update
UCE122
MAXIMUM RANGE AND HOLDING FLIGHT PERFORMANCE
7
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UCE122
LANDING PERFORMANCE
7
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2004 Flight Manual TB30 Epsilon UCE - 122 - GB

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2004 Flight Manual TB30 Epsilon UCE - 122 - GB

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STRUCTURE INTEGREE

CREW OPERATING MANUAL

COMPANY CODE : F6198

COMPANY : EADS (former AEROSPATIALE)

ORIGINAL EDITION DATED JUNE 1983

Approved by Note N° 1486/DEF/EMAA/BPM/A/ECO dated 24 June 1983

UPDATE OF AUGUST 2004

Approved by Note N° 2637/DEF/EMAA/B.EPM/SV dated 13 October 2004

Number of copies : TO BE DEFINED EDITION : JUNE 1983

This document includes 268 pages

Deleted supplements : None

CHAPTER 1 – DESCRIPTION – OPERATION

CHAPTER 2 – NORMAL OPERATION

CHAPTER 4 – FORESEEABLE INCIDENTS AND EMERGENCY PROCEDURES

CHAPTER 5 – OPERATION PARTICULAR CASES

CHAPTER 6 – WEIGHT AND BALANCE

PAGE NUMBERING ............................................................................................................................... 2

USE OF "NOTE", "CAUTION" AND "WARNING" MENTIONS .................................................................... 3

5 USE OF "NOTE", "CAUTION" AND "WARNING" MENTIONS

EP Electric pump UHF Ultra High Frequency (300 to 3000 MHz)

l litre Zp Pressure altitude

OBI Omni Bearing Indicator

Q Consumption per hour

CHAPTER 1 – DESCRIPTION – OPERATION

CHAPTER 1 – DESCRIPTION - OPERATION

1 DIMENSIONAL CHARACTERISTICS (Fig. Page 1/2)

3 GENERAL VIEW (Fig. Page 1/5)

ITEM DESIGNATION ITEM DESIGNATION

1 Air temperature sensor 19 VOR receiver

2 Transponder antenna 20 MARKER box

3 Nose landing gear doors 21 Triplexer

4 Lights 22 UHF transceiver

5 Ailerons 23 VHF transceiver

6 Spring tabs 24 VOR/TAC adapter

7 Total pressure probe 25 VOR antenna

8 Controlled tab 26 Position and anti-collision lights

9 Wing flaps 27 Normal static port

10 Main landing gear doors 28 Ground power receptacle

11 Baggage compartment door 29 Canopy opening handle

12 Ventral fin 30 Outside pyrotechnic control

13 UHF antenna 31 Fuel caps

14 TACAN antenna 32 Footstep area

15 MARKER antenna 33 Stall vane

16 400 Hz distribution box 34 Electronics compartment

17 Heading gyromagnetic compass 35 VHF antenna

18 TACAN transceiver 36 Trim edge

37 Equipotential connection (aircraft –

A. AIRFRAME (Fig. Page 1/7)

5 AIRCRAFT CHARACTERISTICS AND ACCOMMODATION DEPENDING ON NMR

A. AIRCRAFT NMR 1 TO NMR 64 INCLUSIVE

L.H. FRONT INSTRUMENT PANEL

CENTRAL FRONT INSTRUMENT PANEL

L.H. FRONT INSTRUMENT PANEL

L.H. REAR INSTRUMENT PANEL

CENTRAL REAR INSTRUMENT PANEL R.H. REAR INSTRUMENT PANEL

AIRCRAFT WITH MODIFICATION S44

CENTRAL REAR INSTRUMENT PANEL

POWER PLANT AND PROPELLER

POWER PLANT AND PROPELLER

B. COMBUSTION (figure page 1/29)

F. ENGINE MONITORING CLUSTER

B. REGULATION PRINCIPLE (figure page 1/31)

PRINCIPLE OF PROPELLER REGULATION