ROTAX 915iS

Pilot Operating
Handbook
Aircraft Data

Aircraft Model

Serial Number

Date of Manufacture

Engine Type

Serial number

Weight Empty weight

Equipment installed weight

Equipped aircraft weight

Recovery System Type

Serial number

Propeller Type

Control System

AUGUST 2022 Rev. 2 2

Registration Data

Authority

Registration number

Holder data

Name

Surname

Address

License Type and Number

AUGUST 2022 Rev. 2 3

Index of Revisions

Any revision of the present manual, except actual weight data, must be recorded in the following table and
in case of approved chapters endorsed by the responsible airworthiness authority.
The new or amended text in the revised pages will be indicated by a black vertical line in the right hand
margin, and the Revision No. and the date will be shown on the bottom left side of the page.

Release Approval
Number Reason/ Description Affected pages
Date Signature

Issue 1 May 2021 Preliminary release All A. Porto

Centre of gravity in accordance

Rev.1 July 2021 with Weight and Balance Par. 2.3.2 A. Porto
analysis and test

August
Rev.2 Revision All A. Porto
2022

Rev.3

Rev.4

Rev.5

Rev.6

Rev.7

Rev.8

Rev.9

Rev.10

Rev.11

Rev.12

Rev.13

Rev.14

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 INTENTIONALLY BLANK

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Table of contents

Aircraft Data 2

Registration Data 3

Index of Revisions 4

PILOT’S OPERATING HANDBOOK 12

1. General Information 13
1.1 Warnings, Cautions and Notes ...................................................................................... 13
1.2 Introduction.................................................................................................................. 13
1.3 Descriptive Data ........................................................................................................... 14
1.3.1 Aircraft description 14
1.3.2 Dimensions 14
1.3.3 Three-View Drawing 15
1.3.4 Cockpit layout– Preview, to be updated 16
1.3.5 Propeller 17
1.4 List of Definitions and Abbreviations ............................................................................. 18
1.4.1 Airspeed Terms 18
1.4.2 Meteorological Terms 18
1.4.3 Powerplant Terms 19
1.4.4 Flight Performance and Flight Planning 19
1.4.5 Miscellaneous 19
1.5 Conversion Factors ........................................................................................................ 19
1.5.1 Length 19
1.5.2 Speed 19
1.5.3 Pressure 19
1.5.4 Weight 19
1.5.5 Volume 19

2. Operating Limitations 20
2.1 Introduction.................................................................................................................. 20
2.2 Airspeed Limitations and Indicator Markings ................................................................. 21
2.2.1 Airspeed Limitations 21
2.2.2 Airspeed Indicator Markings 22

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2.3 Weight and Centre of Gravity ........................................................................................ 23
2.3.1 Weights 23
2.3.2 Centre of Gravity 23
2.4 Power Plant .................................................................................................................. 24
2.4.1 Engine 24
2.4.2 Power-plant instrument markings and limits 25
2.4.3 Other instrument markings 25
2.4.4 Fuel grade 26
2.4.5 Lubricant oil grade 26
2.4.6 Propeller 26
2.5 Manoeuvre and load factors ......................................................................................... 27
2.5.1 Allowed Manoeuvres 27
2.5.2 Manoeuvring and Gust load factors 27
2.6 Flight Crew.................................................................................................................... 28
2.7 Types of operations ...................................................................................................... 28
2.8 Usable Fuel Quantity ..................................................................................................... 29
2.9 Other Restrictions ......................................................................................................... 29
2.9.1 Meteorological and Temperature restrictions 29
2.9.2 Crosswind 29
2.9.3 Smoking 29
2.9.4 Minimum Equipment 29

3. Emergency Procedures 30
3.1 Important ..................................................................................................................... 30
3.2 Rejected Take-off (RTO) ................................................................................................ 30
3.3 Engine failures .............................................................................................................. 30
3.3.1 Engine failure during take-off at low altitude over runway 30
3.3.2 Engine failure during take-off 31
3.3.3 Engine Failure in Flight 31
3.3.4 Performance loss due to irregular running of the engine during flight 31
3.3.5 Air start (flaps in) 32
3.4 Emergency Landing (engine inoperative) ....................................................................... 33
3.4.1 Emergency Landing 33
3.4.2 Emergency Landing with Retracted Gear 33
3.5 Precautionary Landing (engine power available) ........................................................... 34
3.6 Stall recovery ................................................................................................................ 34
3.7 Recovery from unintentional spin ................................................................................. 35

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3.8 Emergency extension of landing gear ............................................................................ 36
3.8.1 Failure of landing gear extension using standard procedure 36
3.8.2 Failure of complete landing gear extension 36
3.9 Flap system failure ........................................................................................................ 37
3.9.1 Flap system failure 37
3.9.2 Landing with defective flap position 37
3.10 Landing with defective tire on main landing gear ......................................................... 38
3.11 Electrical Power failure ............................................................................................... 38
3.11.1 Generator failure 38
3.11.2 High-voltage indication 39
3.11.3 Total Electrical Power failure 39
3.12 Fire on board .............................................................................................................. 39
3.12.1 Engine fire on the Ground 39
3.12.2 Engine fire in flight 40
3.12.3 Fire in cockpit 40
3.13 Exceeding VNE ............................................................................................................ 40
3.14 Flutter......................................................................................................................... 41
3.15 Emergency Recovery System (Ballistic Parachute) ........................................................ 41
3.15.1 Deployment procedure 42
3.16 Manual Canopy Opening ............................................................................................. 42
3.17 Aileron control failure ................................................................................................. 42
3.18 Rudder control failure ................................................................................................. 42
3.19 Vibrations ................................................................................................................... 43
3.20 Hot engine .................................................................................................................. 43
3.21 EMS lamps .................................................................................................................. 43
3.22 Glide Path ................................................................................................................... 43

4. Normal Operating Procedures 44

4.1 Pre-Flight Inspection ..................................................................................................... 44
4.1.1 In-Cabin check 44
4.1.2 Walk-around check and visual inspection 45
4.1.3 Before starting the engine 49
4.2 Starting Engine.............................................................................................................. 50
4.2.2 Starting cold engine 50
4.2.3 Starting warm engine 51
4.3 Taxiing & Engine run-up ................................................................................................ 51
4.3.1 Taxiing 51
4.3.2 Engine run-up 51

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4.4 Take-off ........................................................................................................................ 53
4.4.1 Take-off 53
4.4.2 Climb 53
4.5 Cruise ........................................................................................................................... 53
4.5.1 RPM and Map setting 54
4.6 Approach ...................................................................................................................... 54
4.7 Landing ......................................................................................................................... 54
4.7.1 Landing 54
4.7.2 Balked landing / Go around 55
4.7.3 After landing 55
4.8 Engine Shut-down ......................................................................................................... 55
4.9 Other ............................................................................................................................ 56
4.9.1 Take-Off and Landing with Crosswind 56
4.9.2 Flying in Turbulent Atmosphere 56

5. Performance 57
5.1 Introduction.................................................................................................................. 57
5.2 (Approved) Data ........................................................................................................... 57
5.2.1 Airspeed indicator system calibration 57
5.2.2 Stall speed 57
5.2.3 Take-Off Distance 57
5.2.4 Climb performance 58
5.2.5 Cruising performance and endurance 58
5.2.6 Descent and Gliding 58
5.2.7 Landing Distance 58

6. Weight and Balance - Equipment List 59

6.1 Introduction.................................................................................................................. 59
6.2 Empty weight and Centre of Gravity .............................................................................. 59
6.3 Airplane weighing procedure and determination of Centre of Gravity ........................... 60
6.4 Equipment list............................................................................................................... 61
6.5 Equipped aircraft empty weight and Centre of Gravity .................................................. 62
6.6 Flight weight and Centre of Gravity ............................................................................... 62
6.7 Weight and Balance Report ........................................................................................... 63

MAINTENANCE MANUAL ERROR! BOOKMARK NOT DEFINED.

1. General Error! Bookmark not defined.

1.1 Introduction......................................................................... Error! Bookmark not defined.
1.2 Warnings, Cautions and Notes ............................................. Error! Bookmark not defined.

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2. Scheduled Maintenance Error! Bookmark not defined.

3. Oil and fuel pressure limitations Error! Bookmark not defined.

4. Primary and secondary structures Error! Bookmark not defined.

5. Engine Error! Bookmark not defined.

6. Recovery System Error! Bookmark not defined.

7. SAFETY HARNESSES Error! Bookmark not defined.

8. PITOT-STATIC LINE Error! Bookmark not defined.

9. PRIMARY AND SECONDARY CONTROL SURFACESError! Bookmark not

defined.
9.1 Tolerances and adjustments for primary controls ................. Error! Bookmark not defined.
9.2 Flaps .................................................................................... Error! Bookmark not defined.

10. Fuel System Error! Bookmark not defined.

11. Landing Gear Error! Bookmark not defined.

11.1 Landing gear wheels ........................................................... Error! Bookmark not defined.
11.2 Wheel braking system ........................................................ Error! Bookmark not defined.
11.2.1 Air in the Hydraulic Brake system Error! Bookmark not defined.
11.2.2 Hydraulic brakes system Error! Bookmark not defined.

12. ENGINE LUBRICATION SYSTEM Error! Bookmark not defined.

13. ENGINE COOLING SYSTEM Error! Bookmark not defined.

14. Electric Schemes Error! Bookmark not defined.

a. Fuselage/Panel general appliances electric scheme ............ Error! Bookmark not defined.
b. Landing gear electric scheme ............................................. Error! Bookmark not defined.
c. Engine electric scheme ...................................................... Error! Bookmark not defined.

15. Labels and placement Error! Bookmark not defined.

15.1 Other labels (generic) ......................................................... Error! Bookmark not defined.

16. MOVING THE AIRCRAFT AND OTHER GROUND OPERATIONS Error!

Bookmark not defined.
16.1 Moving the aircraft ............................................................ Error! Bookmark not defined.
16.1.1 Ground handling and parking Error! Bookmark not defined.
16.1.2 Lifting the aircraft Error! Bookmark not defined.

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16.2 Draining and refuelling ....................................................... Error! Bookmark not defined.

17. CLEANING AND CARE Error! Bookmark not defined.

17.1 External surfaces and canopy ............................................. Error! Bookmark not defined.
17.2 Interior .............................................................................. Error! Bookmark not defined.

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PILOT’S OPERATING
HANDBOOK

JULY 2021 Rev. 1 12

1. General Information
The aircraft described in this handbook is amateur-built and to be registered in the
Experimental category. The Pilot in Command alone is responsible for ensuring the initial
and continuing airworthiness of this aircraft.
The first Issue of this POH has been drawn up before the aircraft testing, so it is based on
data coming from aircraft design.
This handbook has been based on the layout of Porto Aviation Group POH.

1.1 Warnings, Cautions and Notes

The following definitions apply:

WARNING The non-observation of this procedure leads to an immediate or important

degradation in flight safety.

CAUTION The non-observation of this procedure leads to a minor or to a long-term

degradation in flight safety.

NOTE Any special item not directly related to safety but which is important or unusual.

1.2 Introduction
The Pilot’s Operating Handbook contains all the flying and maintenance information for
appropriate, safe and efficient use of RISEN aircraft. It is mandatory to study this manual, at
its full length, prior to using the aircraft. The manual must always be on board of the plane,
together with operating instructions concerning engine, propeller, rescue parachute and
other systems installed.

NOTE:
This handbook contains supplementary data supplied by the aircraft manufacturer. Porto
Aviation Group S.R.L. is not responsible for the consequences of improper use of Risen
aircraft, not respecting the instructions reported in this manual.
Operating the aircraft is at your own risk.

WARNING:
The airplane operator is also obliged to read carefully the Operators Manual for the installed
Rotax Engine Type and the Operator’s Manual for – Electrical Adjustable Aircraft Propeller
Idrovario, actual valid revision and all avionic manuals.

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 1.3 Descriptive Data
1.3.1 Aircraft description
RISEN is a low-wing monoplane with retractable landing gear. The airframe consists of sandwich
shells made of advanced composite material. RISEN is a side-by-side two seater. This aircraft is
intended for sporting, recreational and tourist flying in accordance with VFR day.

Models of RISEN are equipped with a wide range of combinations of instruments, engines and
propellers. This POH is valid for 915iS model (MTOW 625 kg).

The powerplant of the aircraft is a 4 cylinder, 4-stroke engine from BRP-Rotax with a maximum
take-off RPM limitation of 5800 rpm.

The aircraft is fitted with a 2-bladed in-flight electrically adjustable propeller from Idrovario
propellers.

1.3.2 Dimensions

Wing Span 8.22 m 26 ft 11 in

Wing Area 8.24 m² 88.7 sqft
Length 6.80 m 22 ft 4 in
Height 1.70 m (fuselage) 5 ft 7 in
2.10 m (tail) 6ft 11 in

Landing Gear Track 2.20 m 7 ft 3 in

Wheelbase 1.80 m 5 ft 11 in

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1.3.3 Three-View Drawing

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1.3.4 Cockpit layout– Preview, to be updated

1 Emergency Landing System 16 Landing Gear Position Lights

2 Left: Start Power/ Right: Engine Start 17 Radio
3 Left: Line A / Right: Line B 18 MFD Multifunction Flight Display

4 Battery Master 19 Intercom

5 Engine Back Up Battery 20 MFD Multifunction Flight Display 2

6 Left: Fuel Pump/ Right: Fuel Pump 2 21 Control input QNH, Track, Heading
7 Left: EMS - Center: Lane A - Right: Lane B 22 Canopy Emergency Unlock

8 PFD Primary Flight Display 23 Landing Gear breakers (3)

9 Electrically Actuated Canopy Up/Down 24 Landing Gear UP/DOWN switch

10 Automatic Pilot 25 Anti Collision lights

11 Avionic Master 26 Throttle

12 Fuel Selector 27 Parking Brake

13 Flap System 28 Air Cabin Temperature Control
14 Propeller Pitch Control 29 Breakers
15 Position Lights 30 Canopy Lock (Also Left Side)

JULY 2021 Rev. 1 16

1.3.5 Propeller
The aircraft is equipped with a unique electro-hydraulic adjustable pitch propeller.
An independent electric pump provides the hydraulic pressure to move the propeller blades.
Refer to the propeller manual for more information, operational limits and maintenance
schedules and procedures.

JULY 2021 Rev. 1 17

 1.4 List of Definitions and Abbreviations
1.4.1 Airspeed Terms

GS Ground Speed: speed of the airplane relative to the ground

Calibrated Air Speed: Indicated airspeed, corrected for installation and
CAS instrument errors. CAS equals TAS at standard atmospheric conditions
(ISA) at MSL
KCAS CAS indicated in knots
IAS Indicated Airspeed as shown by airspeed indicator
KIAS IAS indicated in knots
True Airspeed: the speed of the airplane relative to the air; TAS is CAS
TAS
corrected for errors due to altitude and temperature.
KTAS TAS indicated in knots
Manoeuvring Speed: full or abrupt control movement is not permitted
VA
above this speed.
VFE Maximum Flaps Extended Speed
VNE Never Exceed Speed
Maximum structural cruising speed; this speed may be exceeded (with
VNO
caution) only in smooth air
VS Power-off stall speed in standard (flap IN) configuration
VSO Power-off stall speed in landing (LND flap) configuration
VX Best angle-of-climb speed
VY Best rate-of-climb speed

1.4.2 Meteorological Terms

AGL Above Ground Level

International Standard Atmosphere:
- air is identified as a dry gas
- the temperature at mean sea level (MSL) is 15 °C (59 °F)
ISA
- the air pressure at sea level is 1013.25 mbar (29.92 inHg)
- the temperature gradient, up to the altitude at which the temperature
reaches -56.5 °C (-67.9 °F), is -0.0065 °C/m (-0.0036 °F/ft).
OAT Outside Air Temperature
Pressure Altitude Altitude measured at standard pressure at MSL (1013,25hPa)

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1.4.3 Powerplant Terms
CHT Cylinder Head Temperature (cylinder number 3)
EGT Exhaust Gas Temperature
MAP Manifold Absolute Pressure

1.4.4 Flight Performance and Flight Planning

Demonstrated Maximum speed of the crosswind component at which the
crosswind manoeuvrability of the airplane during take-off and landing has been
component tested
Service ceiling Altitude at which the maximum rate of climb is 0.5 m/sec

1.4.5 Miscellaneous
CG Centre of Gravity: point of equilibrium for the airplane weight
Reference Datum: a vertical plane from which all horizontal distances for
RD
the centre of gravity calculations are measured
RTO Rejected Take - Off

1.5 Conversion Factors

1.5.1 Length
1 ft = 0.3048 m
1 in = 25.4 mm

1.5.2 Speed
1 kts = 1.852 km/h
1 mph = 1.609 km/h

1.5.3 Pressure
1 hPa = 100 N/m² = 1 mbar
1 psi = 68.97 mbar

1.5.4 Weight
1 lbs = 0.454 kg

1.5.5 Volume
1 US gallon = 3.785 litres

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2. Operating Limitations
2.1 Introduction

Chapter 2 of this Pilot’s Operating Handbook provides information about operational

restrictions, instrument markings and basic knowledge which is necessary for safe operation
of the aircraft, its engine, on-board systems and equipment.

WARNING:
For safe operation you have to comply with the limitations given in this chapter during all
operations.

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2.2 Airspeed Limitations and Indicator Markings
2.2.1 Airspeed Limitations

Airspeed
Airspeed Description IAS KIAS Remarks
[km/h] [kts]
VSO Stall Speed 80 43 Stall speed with flaps fully extended. *

Maximum Flap
Do not exceed these speeds with the landing flap
VFE L Extended Speed 140 76 setting.
Landing Position

Maximum
Landing Gear
VLOE Operating Speed
140 76 Do not extend the landing gear above this speed.
for Extension

Maximum
Landing Gear
VLOR Operating Speed
140 76 Do not retract the landing gear above this speed.
for Retraction

Maximum
Do not exceed this speed with the landing gear
VLE Landing Gear 140 76 extended.
Extended Speed

Maximum Flap
Do not exceed these speeds with the take-off flap
VFE T/O Extended Speed 160 86 setting.
Take-Off Position

Do not make full or abrupt control movement above this

Manoeuvring
VA Speed
210 113 speed, because under certain conditions the aircraft
may be overstressed by full control movement.

Do not exceed this speed in rough air. Air movements in

Maximum safe
VRA speed in rough air
315 170 lee-wave rotors, thunderclouds, visible whirlwind, or
over mountain crests are to be understood as rough air.

Never Exceed
VNE Speed
400 216 Do not exceed this speed in any operation.

IAS KIAS
Other Airspeeds Remarks
[km/h] [kts]
Best angle-of-
VX climb speed

Best rate-of-climb
VY speed
170 92

*For stall speeds at other configurations please read 5.2.2 Stall speed.

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 WARNING:
Maximum crosswind allowed:
33 km/h (18 knots)

WARNING:
Left lateral wind effect is to be added to the propeller effects, resulting in roll and greater
aircraft yaw to the left; this effect is more evident in conditions of higher angle of attack (low
speed) and higher engine rpm, typically during climb following take off run.

2.2.2 Airspeed Indicator Markings

Airspeed indicator markings and their colour code significance are shown below:

IAS KIAS
Marking Explanation
[km/h] [kts]

White Arc 80 - 140 43 - 76 Operating speed range with flaps fully extended

Green Arc 140 - 315 76 - 170 Speed range of normal operation

Manoeuvres must be conducted with caution

Yellow Arc 315 - 400 170 – 216 and only in smooth air

Red Line 400 216 Maximum speed allowed for all operating modes

Blue Line 170 92 Best climb rate speed

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 2.3 Weight and Centre of Gravity
2.3.1 Weights

Maximum Take-Off Weight 625.0 kg (1377.9 lbs)

Maximum Landing Weight 625.0kg (1377.9 lbs)
Maximum weight in the baggage compartment 30 kg (66 lbs)

2.3.2 Centre of Gravity

Reference Datum (RD) is the plane through the leading edge of the wing root rib,
perpendicular to the aircraft longitudinal axis.
Centre of gravity point ranges between 11.20 in (285 mm) and 16.93 in (430 mm) backwards
of Reference Datum.

WARNING:
Exceeding the centre of gravity limits reduces the manoeuvrability and stability of the aircraft. A
flight shall not be commenced until the pilot-in-command is satisfied that the mass of the
aircraft and centre of gravity location are within the allowed limits!

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 2.4 Power Plant
2.4.1 Engine
Engine manufacturer: ROTAX GmbH
Engine Type: Rotax 915iS, 141 Hp max (T.O.) power

NOTE:
For more information about operating limits and maintenance, read the engine operational
and maintenance manual; the following are indicative and summary instructions.

WARNING:
The ROTAX engine installed is not a certified engine: all risks and responsibility operating the
engine is on your side only.

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2.4.2 Power-plant instrument markings and limits
Ranges are marked with following colour code significance:

Green Arc
Yellow Arc Red Line
Red Line (Normal
Instrument Unit (Caution (Upper
(Lower Limit) Operating
Range) Limit)
Range)

Tachometer RPM 1400 1400-5500 5500-5800 5800

Oil °C
50 90 to 110 110 to 130 130
Temperature
indicator °F 120 190 - 230 230 - 266 266

0.8 2.0 - 5.0 5.0 - 7.0

bar 7
Oil Pressure (<3500 rpm) (>3500 rpm) (>3500 rpm)
indicator 12 29 - 73 73 - 102
psi 102
(<3500 rpm) (>3500 rpm) (>3500 rpm)

Cylinder Head °C 50 50 - 120 120 - 135 135

Temperature
(CHT) indicator °F 120 120 - 248 248 - 275 275

Exhaust gas °C - - - 950

Temperature
(EGT) indicator °F - - - 1742

Fuel Pressure bar 0.15 - - 0.5

indicator
psi 2.2 - - 7.26

2.4.3 Other instrument markings

Green Arc
Yellow Arc Red Line
Red Line Yellow Arc (Normal
Instrument Unit (Caution (Upper
(Lower Limit) (Caution Operating
Range) Limit)
Range) Range)

Voltmeter volts 12V 12,1-12,4V 12,5V-13,8V 13,8-14,4V 14,5V

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2.4.4 Fuel grade
Following types of fuels can be used:

 Min. RON 95 EN 228 Super (Unleaded Automotive Gasoline RON 95)

 EN 228 Super Plus (Unleaded Automotive Gasoline RON 98)
 AVGAS 100 LL (not recommended)

CAUTION:
Due to higher lead content in AVGAS, the wear of the valve seats, depositing in combustion
chamber and lead sediments in the lubrication system will increase. Therefore, use AVGAS only
if you encounter problems with vapour lock or if the other fuel types are not available.

2.4.5 Lubricant oil grade

Use only oil with API classification “SG” or higher! Due to the high stresses in the reduction
gears, oils with gear additives such as good quality 4 stroke motorcycle oils are highly
recommended. Heavy-duty semi- or fully-synthetic (depending on fuel type used) brand
name oils are recommended. Porto Aviation Group recommends using oil from the type API
SJ SAE 10W-50.

WARNING:
Do not use AVGAS 100 LL with fully synthetic engine oils!

2.4.6 Propeller

 Propeller Manufacturer: Idrovario

 Propeller Model: RS
 Propeller Type: Constant Speed

It is recommended to protect the propeller blades against the effects of rain and sun, when
possible, using the covers delivered with the airplane.
If increased vibrations or damage are detected, immediately suspend any flying activities
and proceed to check and repair the propeller.
The propeller is subject to regular maintenance. For information on propeller maintenance
refer to propeller operational and maintenance manual.

WARNING:
Never run the engine without propeller!
This inevitably causes engine damage and is an explosion hazard!

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 2.5 Manoeuvre and load factors
2.5.1 Allowed Manoeuvres
All basic, non-aerobatic manoeuvres are permitted, if operational speed ranges indicated in
this manual are respected.

The following non-aerobatic manoeuvres are as well allowed, always respecting operational
speed ranges:
 power on and off stalls (respecting an altitude above ground level of at least 700 m)
 power on and off lazy eights (respecting an altitude above ground level of at least 300 m)
 steep turns with a maximum bank of 60° and an initial speed of min. 180 km/h (97 kts)
 chandelle manoeuvre (respecting an initial altitude above ground level of at least 300 m)

WARNING:
RISEN is not an aerobatic airplane! Intentional stalls, spins and aerobatics are strictly
prohibited.

2.5.2 Manoeuvring and Gust load factors

 Maximum (Gust) positive load factor: +5.0 g

 Maximum (Gust) negative load factor: -3.0 g

Maneuvering V-n diagram

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 Gust V-n diagram (superimposed to manoeuvring one)

2.7 Flight Crew

The minimum flight crew with which the aircraft is allowed to fly is one pilot sitting in the left
pilot seat (or right seat if otherwise chosen by the owner). The passenger or another pilot
may occupy the other seat in the cockpit.
There is no minimum weight for crew. The maximum crew weight derives from the respect
of Maximum Take-Off Weight allowed for the aircraft.

2.7 Types of operations

Operations allowed for RISEN contemplate flights in accordance with day Visual Flight Rules
(day VFR). The use of the aircraft must comply with the applicable national air law.

WARNING:
Aerobatic manoeuvres, IFR flights and flights in icing conditions are prohibited!

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 2.8 Usable Fuel Quantity
The fuels that can be used for the operation of aircraft are listed in 2.4.4 Fuel grade and in
the Operator’s Manual for the Rotax Engine Type. Fuel tank's capacities are in table below:

Left Right
Standard Fuel Tanks
l US gal l US gal
Total quantity of fuel in the tank 60 15,85 60 15,85
Unusable fuel quantity in the tank 2 0,53 2 0,53
Total usable quantity of fuel in the tank 58 15,32 58 15,32

WARNING:
Avoid large difference in fuel quantity between left and right tank: the difference in weight
could cause an asymmetric (lateral) position of aircraft CG.

2.9 Other Restrictions

2.9.1 Meteorological and Temperature restrictions
It is forbidden to fly in bad weather conditions like heavy rainfalls, storms, thunderstorm
activity and blizzard.
It is therefore forbidden to fly when ambient temperature is higher than 45 °C (113 °F) and
lower than -20 °C (-4 °F)
Operations in cool weather are mostly limited by the possibility of ice formation.

2.9.2 Crosswind
The maximum demonstrated crosswind velocity for take-off and landing is 33 km/h (18 kts).
Refer to Paragraph 2.2.1 for additional info.

2.9.3 Smoking
Smoking on board of the aircraft is not allowed and strictly prohibited.
2.9.4 Minimum Equipment
1. Glass cockpit (PFD) with following indications:
a. Airspeed indicator f. Oil temperature indication
b. Barometric altimeter g. Oil pressure indication
c. Magnetic compass h. Cylinder head temperature indication
d. Fuel quantity indication i. Manifold pressure
e. Engine RPM indication j. Fuel pressure

2. Safety harness for each occupied seat.

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3. Emergency Procedures
3.1 Important
This chapter provides checklists and the recommended procedures for coping with the main
emergency situations that may occur. The pilot’s experience and knowledge of the airplane
is essential in managing any possible problem and/or emergency.
Emergencies caused by aircraft or engine malfunction are extremely rare if proper pre-flight
inspections and maintenance are practised.

3.2 Rejected Take-off (RTO)

A rejected (aborted) take-off has to be performed if a technical problem or engine failure
occurs during take-off, endangering the safety of flight.

WARNING:
Take-off can be aborted only if the aircraft can be safely stopped before the end of the runway.

1. Throttle lever Set to IDLE position

2. Brakes As required
3. Fuel pumps Switch both OFF
3. Fuel selector CLOSE
4. Ignition Lane A & B Both circuits switched OFF
5. BATTERY master OFF

3.3 Engine failures

Includes insufficient engine power or engine off.

3.3.1 Engine failure during take-off at low altitude over runway

A. Sufficient runway
Complete a normal landing without engine power. Pay attention to Stall speed and
Max Glide speed.

B. Insufficient runway
Perform emergency landing according to procedure 3.4.

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3.3.2 Engine failure during take-off
A. Insufficient altitude for re-starting engine
Perform emergency landing according to procedure 3.4

B. Sufficient altitude for re-starting engine

1. Airspeed with flaps still in take-off position 76 KIAS (140 km/h IAS)
2. Field selection Select in the direction the free area
without obstacles, if possible against the
wind.
3. Air start Start the engine according to procedure
3.3.
4. In case of unsuccessful start Perform emergency landing according to
procedure 3.4

WARNING:
Do not make turns, if this is not extremely necessary: in these conditions of low altitude and
low speed, the risk of having the aircraft entering into a stall and/or spin is increased.

3.3.3 Engine Failure in Flight

1. Airspeed for best glide ratio 92 KIAS (170 km/h IAS) clean configuration
2. Field selection Select in the direction of the flight an area
free of obsracles, if possible against the
wind.
3. Air start Start the engine according to procedure
3.3.5
4. In case of unsuccessful start Perform emergency landing according to
procedure 3.4

3.3.4 Performance loss due to irregular running of the engine during flight
This situation may occur due to emptying of fuel tank (fuel pressure indication is lost). In this
case select the non-empty fuel tank.
If everything fails, perform an emergency landing according to procedure 3.4.

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3.3.5 Air start (flaps in)
1. Airspeed for best glide ratio 92 KIAS (170 km/h IAS)
2. Throttle Select between 1 to 2 cm of throttle
opening
3. Propeller pitch angle Min Pitch
4. Fuel Pump ON
5. Fuel selector Check fuel quantity, select non-empty tank
6. Fuel pressure Check
7. Ignition Lane A & B Both ON
8. Starter switch Press until engine runs, then release
9. Successful start Adjust throttle to achieve smooth running
at 2500 RPM for approximately half a
minute before reaching required power.

In case of unsuccessful start perform emergency landing according to procedure 3.4.

WARNING:
Keep in mind that during the air start procedure the rate of descent of approximately 390
ft/min (2 m/s) causes considerable loss of altitude. If the air start is unsuccessful reaching an
altitude of 500 ft (150 m) AGL, perform the emergency landing according to procedure 3.4.

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 3.4 Emergency Landing (engine inoperative)
3.4.1 Emergency Landing
1. Airspeed for best glide ratio 92 KIAS (170 km/h IAS) clean configuration
2. Field selection Select an area free of obstacles, if possible
against the wind. If the terrain does not
allow a safe emergency landing deploy the
Emergency Recovery System (Ballistic
Parachute) according to 3.16.
2. Throttle lever IDLE
3. Propeller pitch angle Switch to MANUAL, choose maximum pitch
(min. RPM)
4. Fuel selector CLOSED
5. Fuel Pump(s) OFF (both OFF)
6. Ignition Lane A & B Both OFF
7. Seat-belts LOCK
8. Flaps As required
9. Canopy UNLOCK
10. Landing Gear As required (consider warning below)
11. MASTER switch OFF (leave main display on)
12. Landing airspeed Maintain proper airspeed

NOTE:
For Take Off and Landing, both fuel Pumps are ON.

WARNING:
According to ground characteristics it can be more convenient landing the aircraft with
landing gear retracted. See the following paragraph 3.4.2.

CAUTION:
The loss of height for 360° turn is approx. 500 ft (150 m)!

3.4.2 Emergency Landing with Retracted Gear

As in previous case; follow check list of 3.4.1.

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3.5 Precautionary Landing (engine power available)
A precautionary landing is performed whenever an immediate landing is required, this can
be the result of a technical failure, disorientation, shortage of fuel, dangerous deterioration
of the meteorological conditions (visibility, thunderstorm) and in loss of VFR flight
conditions.
1. Field selection Select an area free of obstacles, if possible
against the wind.
2. Safety belts LOCKED and correctly tightened
3. Check landing area Fly over landing site and confirm suitability
of terrain properties (obstructions, surface
conditions).
4. Radio Communicate location and intentions
5. Landing procedure Perform a standard landing manoeuvre

3.6 Stall recovery

1. Reduce angle of attack Move the control stick forward
2. Throttle lever Set full power
3. Controls Neutralize rudder and ailerons
4. Resume flight Resume horizontal flight and correct flight
parameters

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3.7 Recovery from unintentional spin
1. Throttle lever IDLE
2. Control stick Set to neutral position, without deflection
of the ailerons.
3. Rudder Apply full rudder opposite to the direction
of rotation.
4. Control stick Move forward in a brisk motion until
rotation stops.
5. Rudder Immediately as rotation stops, neutralize
rudder position.
6. Control stick Make a smooth recovery from the resulting
dive.
7. Throttle lever As required

WARNING:
Keep the control stick centred in lateral axis throughout recovery. Do not use ailerons.
Deep stall recovery will consume an average of 110m; recovery from a spin 300m.

WARNING:
Recovery from the dive (pull up) must be performed using gentle stick movement but
taking care not to exceed maximum permissible speed (VNE). 10° max pitch in recovery.

WARNING:
Risen has demonstrated good spinning qualities and recoverability, but in case of panic or
inability to exit the critical flight condition, activate the ballistic parachute!

WARNING:
Maximum deployment speed is 320 km /h (175,34 kt)!

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 3.8 Emergency extension of landing gear
3.8.1 Failure of landing gear extension using standard procedure
In case of a failure of the main electric system, Risen has a secondary system for electric
extension of landing gear. This secondary circuit is completely separated from the principal
one and uses an emergency battery dedicated for landing gear deployment.
1. Airspeed KIAS below 75 kts (140 km/h)
2. Principal landing gear breakers (3x) Pull to set OFF position
3. Emergency landing gear breakers Set (Push Closed)
4. Emergency landing gear red safety cover OPEN
5. Emergency landing gear switch ON

A positive indication that the emergency extension of the landing gear is terminated is when
the emergency landing gear breakers autonomously move to OFF position (pop out).

WARNING:
Emergency landing gear system is for extension ONLY.

3.8.2 Failure of complete landing gear extension

The LED lights indicate the extension of the landing gear. 3 green lights indicate an extended
gear, while the 3 yellow lights indicate that the gear is still retracted.
If one of the main landing gear is not extended, you have to retract the gear again and
perform a landing with all three-gear retracted.
If the nose gear is not extended, you may land with the main gear only.

WARNING:
Do not land with only one main gear extended.

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 3.9 Flap system failure
3.9.1 Flap system failure
Risen is equipped with a flaps control computer, constantly monitoring their correct position
and symmetrical movement. In the event of a malfunction this control system does not
actuate, or it stops flaps extension, in this case a landing with a defective flap position (see
following paragraph) is necessary.
In case of a flaps misalignment, move flaps to previous position.

NOTE:
Risen is equipped with a manual control system, allowing directly operating the flap
actuators. Use only if flaps misalignment makes manual actuation essential! Risen can
maintain controllability even with a partial flap misalignment.

3.9.2 Landing with defective flap position

Visually verify the flap position, then proceed as followed:

A. With Flap in CRUISE position (retracted)

Approach speed 73 KIAS (135 km/h IAS)
Approach angle Less steep then usual

B. Flap in TAKE-OFF position:

Approach speed 65 KIAS (120 km/h IAS)
Approach angle Less steep then usual

WARNING:
Improper manual flap operation can lead to a loss of control.
The visual check of flaps position, in order to correctly actuate manual control, can be
misleading.

WARNING:
Keep in mind that a higher speed and flat approach is required; consequently, a longer
approach track distance will be required as long as longer landing distance.

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 3.10 Landing with defective tire on main landing gear

CAUTION:
A defective (burst or deflated) tire is normally not detectable until its use on the runway.

The damage usually occurs during take-off or landing and could even be difficult to detect
during fast rolling on the runway.
The presence of a defective tire is detected by aircraft’s tendency to swerve; a rapid action is
required.

1. Rudder & brakes Try to maintain direction using the rudder and
support it by through the use of asymmetrical
breaking.
2. Aileron It is possible to ease the load on the defective
tire through aileron actuation.

3.11 Electrical Power failure

3.11.1 Generator failure
1. GEN/BATT master switch cycle OFF-ON
2. Generator circuit breaker reset if tripped
3. If Generator functioning not restored switch OFF all not flight-essential electrical
consumers: avionics/instruments LCD
(Garmin or Dynon), Lights, any other
auxiliary system.
4. Check ammeter Consumption should be below 5 A
5. Precautionary landing Carry out landing according to 3.5

NOTE:
If battery is fully charged and correctly maintained, with only flight-essential instruments
and systems, 30 minutes of battery power, at a discharge rate load of 5 amperes, is
available (including flap and landing gear actuation).

NOTE:
The aircraft engine keeps working even without battery. The main glass panel has its own
backup battery, which provides power for 45 min operation (confirm to maintain ON, if
requested by the instrument). The emergency landing gear opening system has its own,
dedicated, battery (see Par. 3.8: Emergency opening of landing gear).

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 WARNING:
In case the aircraft battery runs out the flaps cannot be actuated anymore (see Par. 3.9.2:
Landing with defective flap position).

WARNING:
In case aircraft battery runs out the propeller pitch angle moves to minimum.

3.11.2 High-voltage indication

1. GEN switch OFF
2. Voltage check, lowering value
3. GEN switch ON
4. Voltage check, correct value
5. If voltage not correct, GEN switch OFF
6. Switch OFF all not flight-essential electrical consumers
7. Land at nearest suitable airfield

WARNING:
No electric undercarriage opening and undercarriage blocked lights available.

3.11.3 Total Electrical Power failure

1. Battery circuit breaker reset if tripped
2. GEN/BATT switch check ON
3. If power not restored, MASTER switch OFF
4. Land at nearest suitable airfield

3.12 Fire on board

3.12.1 Engine fire on the Ground
1. Fuel selector CLOSE
2. Throttle lever FULL
3. Fuel Pump(s) OFF (both OFF)
4. Ignition Lane A & B Both OFF
5. Canopy OPEN
6. MASTER and GENERATOR switch OFF concurrently
8. Crew Immediately evacuate airplane

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3.12.2 Engine fire in flight
1. Fuel selector CLOSED
2. Throttle lever FULL
3. Fuel Pump(s) OFF (both OFF)
4. Ignition Lane A & B Both OFF after fuel has been consumed
5. Master switch OFF, leave main screen on
6. Landing Perform emergency/precautionary landing
according to procedure in 3.5

CAUTION:
When the master switch is OFF, no radio and flaps use is possible; landing gear secondary
electric extension is still available. (Landing gear emergency extension 3.8)

NOTE:
All aircraft circuits are protected by breakers which avoid power supply in case of short circuit.

3.12.3 Fire in cockpit

1. Throttle lever IDLE
2. Ignition Lane A & B Both OFF
3. Fuel pump(s) OFF (both OFF)
4. Master switch OFF, leave main screen ON
2. Cabin Air OPEN
3. Landing Perform emergency as procedure 3.5

CAUTION:
When the master switch is OFF, no radio and flaps use is possible; landing gear secondary
electric extension is instead available. (Landing gear emergency extension 3.8)

3.13 Exceeding VNE

Should VNE unintentionally be exceeded, gently reduce airspeed, continue flying without
any abrupt control deflection and land as soon as possible.
The aircraft must be verified for airworthiness by authorised personnel.

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3.14 Flutter
Risen has carried out tests at speeds close or in excess of VNE without any flutter
occurrences. Respecting speed and control deflections limits indicated in this manual no
flutter occurs.
Should flutter occur due to wrong aircraft control and management, proceed as following:
1. Controls Increase angle of attack
2. Throttle lever Reduce

This leads to lower speed and increasing load, with dumping effect. Land as soon as possible.

WARNING:
Flutter occurrence may cause damages to aircraft structure and control systems. Following a
flutter event, the aircraft must undergo a general check by authorised personnel.

3.15 Emergency Recovery System (Ballistic Parachute)

The use of the emergency recovery system (ballistic parachute) is generally recommended
when:
 Mid-air collision occurs,
 Engine failure on rough and difficult terrain,
 Structural failure,
 Pilot incapacitation,
 Loss of control.

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3.15.1 Emergency Parachute Recovery System Procedure
1. Controls Try levelling the aircraft as possible
2. Seat belts LOCK AND TIGHT
3. Throttle lever IDLE
4. Ignition lane A & B Both OFF
5. Fuel pumps OFF
6. Fuel selector CLOSED
7. Emergency System Firmly PULL handle to release parachute.
8. Crew Protect your head by hands.
9. Canopy Release canopy locks

NOTE:
The handle for the Parachute Recovery System activation is in the baggage area, between
the headrests. Get yourself familiar with the action required to activate it.
When the parachute is deployed, the aircraft has a nose-down attitude.

WARNING :
Parachute maximum deployment speed is 320 km /h TAS (175 KTAS)!

3.16 Manual Canopy Opening

If the main electrical canopy opening system fails, use the manual unlock system located at
the right side of the lower central console of the instrument panel.

1. Red Belts PULL gradually to the first stop. Then pull

firmly until canopy unlocks.
2. Canopy PUSH firmly to open.

WARNING:
Do not operate canopy with more than 18 km/h (10 Knots) tail wind component

3.17 Aileron control failure

It is possible to control the aircraft laterally by the secondary effect of the rudder. Start and
termination of the yawing up to bank angle 15° is possible using the rudder only.

3.18 Rudder control failure

In case of a rudder control failure the yawing and the termination are conducted with the
help of the lateral control of the ailerons.

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3.19 Vibrations
The power plant can be the source of the vibrations.

1. Throttle lever Reduce engine speed to minimize the

vibrations.
2. Landing Proceed to the nearest airport for landing
or select a suitable precautionary landing
field in accordance with procedure 3.6.2.

3.20 Hot engine

1. Airspeed Increase the airspeed and reduce the
engine power.
2. Continue descent Wait until the temperature will drop down
and continue with the flying.
3. Landing If temperature keeps increasing, land
immediately.

3.21 EMS lamps

The EMS lamps are indicating faults of the engine. In normal operation both lamps should be
OFF. If one of the lamps is flashing while the other is OFF then limited flight operations are
permitted up to a maximum of 10 hours. If one lamp is ON permanently or both lamps are
flashing, reduce engine power setting to the minimum necessary and carry out
precautionary landing!

3.22 Glide Path

The glide path will determine the field selection for emergency landing. The optimum gliding
performance is with retracted wing flaps and with stopped propeller at maximum pitch.
In case of engine failure, it is necessary to maintain the following optimum speeds for given
configuration.

Landing gear position Retracted Extended

Optimum descent airspeed IAS KIAS IAS KIAS
(indicated) 170 92 130 70
Maximum glide ratio 18 10

JULY 2021 Rev. 1 43

4. Normal Operating Procedures
4.1 Pre-Flight Inspection
The pre-flight inspection must be performed before every flight. The pilot is responsible for
the pre-flight inspection. The scope of this inspection is to check the following:

1. Aircraft log-book and airworthiness certificate

2. Aircraft technical log-book
3. In-Cabin check according to 4.2.1
4. Outside-Check according to 4.2.2
5. Engine check according to 4.2.3

WARNING:
If any of these checks does not comply with correct condition, flight must be avoided until
correct and safe conditions are restored.

4.1.1 In-Cabin check

Canopy Check: clean, no damages
Canopy OPEN
Ignition Lane A & B Both OFF
Circuit breakers INSERTED
MASTER switch ON
Voltmeter Check (+12 Volts)
Fuel Quantity Check
Flaps Extend full
Seat belts No damages
Loose items SECURE or remove
MASTER switch OFF

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4.1.2 Walk-around check and visual inspection

CAUTION:
Always inspect visually for possible defects, cracks, delamination, excessive use, incorrect
mounting, oil leakage and general conditions.

NOTE:
Special attention must be devoted to the parts, which are affected by high vibrations and high
temperatures!

JULY 2021 Rev. 1 45

 1. Left Main Landing Gear
Landing Gear Strut No damage, clean
Retraction system No damage, no obstruction; check nuts
Wheel No damage, clean
Brakes No damage, no tube damage, no liquid leakage,
condition of brake pads
Tire Check condition and pressure
Wheel fairing No damage, firmly attached

2. Left Wing
Leading edge and surface No cracks, damage or paint separation; check stability
Fuel cap Fuel quantity check; closed and blocked
Wing drain hole Unblocked and clean
Wingtip lights No damage
Aileron Check for smooth deflection with no obstruction
Flaps and flap tracks No damage; unobstructed tracks; check nuts
Wing-Fuselage tape No damaged and in position

3. Left side fuselage

Surface No cracks, damage or paint separation
Static port Check opening for blockage
Antennas Firmly attached, without damage

4. Left and right empennage

Surface No cracks, damage or paint separation; check stability
Control surface Check for freedom of movement without too much
slack
Tape covering the gap No damage and in position
Trim surface and link No damage or obstruction

5. Right side fuselage

Rear light No damage
Surface No cracks, damage or paint separation
Static port Check opening for blockage
Parachute door and tape In position

JULY 2021 Rev. 1 46

6. Right Wing
Leading edge and surface No cracks, damage or paint separation
Flaps and flap tracks No damage; unobstructed tracks; check nuts
Fuel cap Fuel quantity check; closed and blocked
Pitot tube Remove cover; firmly attached, unblocked and clean
Wing drain hole Unblocked and clean
Wingtip lights No damage
Aileron Check for smooth deflection with no obstruction
Wing-Fuselage tape Undamaged and in position

7. Right Main Landing Gear

Landing Gear Strut No damage, clean
Retraction system No damage, no obstruction; check nuts
Wheel No damage, clean
Brakes No damage, no tube damage, no liquid leakage,
condition of brake pads
Tire Check condition and pressure
Landing gear door No damage, firmly attached

8. Nose section and engine

Nose section No cracks, damage or paint separation
Cowling Unscrew and open cowling to get access to engine
Cooling fluid Check level
Oil Check level; firmly attached
Radiator Visual inspection
Exhaust In position, no cracks; springs and dumpers in position
and intact
Hose holders No damages
Wires & plugs No damages
Fuel injectors Firmly attached
Gearbox Visual inspection; no leakage
Gascolator Drain fuel
Lower Cowling No damages; no fluid leaks visible inside; clean
Engine cover No damage
Engine cover screws Tightened
Air Intake Clear

JULY 2021 Rev. 1 47

9. Propeller and Spinner
Hub and blades Firmly attached; clean and no damage; leading edge
blade state
Blade base No obstruction for variable pitch movement
Spinner No damage, firmly attached

WARNING
Before cranking the propeller, switch OFF both ignition circuits. The propeller must be
caught at the blade root every time. Do not catch at the edge!

10. Front Landing Gear

Landing Gear Strut No damage, clean
Retraction system No damage, no obstruction; check nuts
Wheel No damage, clean
Tire Check pressure
Wheel fairing No damage, firmly attached

JULY 2021 Rev. 1 48

4.1.3 Before starting the engine
Seat belts Fastened
Rescue System UNLOCKED (pin removed)
Headset ON
MASTER switch ON
Canopy CLOSED and locked
Parking brake ON
Flight controls Check for proper movement and direction; correct
friction
Cabin Heat OFF
Throttle lever IDLE
Fuel selector Select fuel tank with lower fuel level
Generator light Check: ON
Exterior lights Operational
Trim NEUTRAL
Circuit Breakers Pressed in
Wing flaps Check: fully extend and retract
Landing Gear lights Check: DOWN
Propeller pitch Minimum (Max. RPM)
Flight instruments Check instrument values
Anemometer zero
Altimeter PIC QNH
Altimeter Pax QFE
G-meter 1g
Vario zero

WARNING:
Carefully check that the canopy is locked at both sides. Even if the canopy should also stay
closed without the locks, there is no guarantee that it cannot open if not secured.

JULY 2021 Rev. 1 49

4.2 Starting Engine

CAUTION:
Make sure that the area close to the aircraft is clear and people are aware of the imminent
engine start.

CAUTION:
In case of a very low air temperature environment, the engine and oil may need pre-heating.

4.2.2 Starting cold engine

Throttle IDLE
Fuel valve OPEN (select LEFT or RIGHT)
Fuel Pump ON (start is with only 1 fuel pump)
Fuel pressure Check if it has reached 3 bars
Ignition Lane A & B Both ON
Starter switch Press until the engine runs and release after engine
has reached 1500 min-1 or more (stable engine run).
Throttle lever Adjust throttle lever to achieve smooth running at
approx. 2000 RPM
Avionic MASTER ON
EMS Check values

CAUTION:
Increasing engine speed is only permitted at steady oil pressure readings above 3 bar!

CAUTION:
Activate starter for maximum of 10 seconds only (without interruption), followed by a cooling
period of 2 minutes!

WARNING:
After engine start, if oil pressure is not present or the indication is below 0,8 bar (12 PSI),
immediately shut down the engine (max. 30 seconds delay from starter activation)

CAUTION:
Cooling of the engine is insufficient when idling on the ground. If idling is needed never do that
for a longer time, monitor temperatures and preferably relocate the plane into nose into the
wind!

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 4.2.3 Starting warm engine
For starting a warm engine adjust throttle lever to 1-2 cm inserted. Then follow the next
steps described at 4.2.2.

WARNING:
Caution due to vapour lock case eventuality: don’t begin with flight operations

NOTE:
Start the warming up in accordance with the Operator’s Manual for Rotax Engine Type 915iS.
Check temperatures and pressures as per manual.

4.3 Taxiing & Engine run-up

Taxiing time and waiting time at the holding point are used for final checks and (if required)
engine warm-up. Reduce taxing speed significantly on grass and unpaved taxiways.

4.3.1 Taxiing
Parking Brake OFF
Throttle lever Smoothly adjust; as required
Brakes Control and steer aircraft with toe brake pedals;
Check function of brakes
Flight controls Check for free movement
Flight Instruments and Avionics Check

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4.3.2 Engine run-up
Parking Brake ON
Fuel pump 1 ON
Fuel pump 2 ON
Fuel pump 1 OFF 5 seconds
Fuel pressure CHECK then Fuel Pump 1 ON
Fuel pump 2 OFF 5 seconds
Fuel pressure CHECK then Fuel Pump 2 ON
Fuel selector Change to tank with higher fuel level
EMS values Check, in green arc
Throttle lever Set 4000 RPM
Ignition lane A & B Left lane A: Switch OFF (3 seconds), switch ON
(Max drop: 180 RPM)
Right lane B: Switch OFF (3 seconds), switch
ON (Max drop: 180 RPM)
Throttle lever Set 4500 RPM
Propeller Pitch Controller Min. pitch (5700 RPM), press button, select
PROP TEST, push button, wait for test and
check if MAX PITCH green light turns on
Throttle response Short (maximum of 10 seconds) full throttle
ground test, speed must not exceed
5800 RPM (at min. propeller pitch).
Check minimum speeds Minimum speed on the ground at full throttle
(100%) must be 5500 ±200 RPM depending on
ambient temperature and pressure (at min.
propeller pitch).
Check also the idle speed 1600 ±100 RPM.
Throttle Reduce to 2200 rpm
Trim NEUTRAL
Flaps Set to 1st position (T/O)
Transponder Set ACS
Parking Brake OFF

NOTE:
Regarding engine operation, read the engine operational and maintenance manual; the
following are indicative and summary instructions.

WARNING:
To swop to the other fuel tank switch ON Fuel Pump 2 first (Fuel Pumps 1 & 2 ON).

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 NOTE:
For Take - Off and Landing, both Fuel Pumps are ON.

4.4 Take-off
4.4.1 Take-off
Control stick Set into neutral position (middle position).
Throttle lever Smoothly fully OPEN.
Direction on the ground Up to appr. 70 km/h (38 kts) carefully control by
brakes; at higher speed control by rudder
Control stick Unstick at a speed of 90-100 km/h (49-54 kts),
depending on take-off weight.
Speed Climb Out at 130 km/h (70 kts) after unstuck.

4.4.2 Climb
CAUTION:
Monitor cylinder head temperature and oil pressure during climb. Oil temperature limits must
not be exceeded. In case of high readings, increase airspeed and reduce engine power setting.

Landing Gear UP at approx. 300 ft AGL

Check Langind Lights until OFF
Throttle lever Reduce MAP
Propeller Pitch Controller Reduce to 5400 RPM
Speed Climb at 150 km/h IAS (81 KIAS)
Flaps UP (retract)
Speed Climb at 170 km/h (92 kts)
EMS values Monitor

4.5 Cruise
Fuel Pump AUX OFF
Throttle lever As required
Trim As required
EMS values Monitor
Voltmeter Check periodically (every 15 min)
Nominal value 12.5 Volts
Normal value 14,0 Volts

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4.5.1 RPM and Map setting
Refer to Rotax 915iS Operators Manual for the correct engine setting in the different flight
conditions.

4.6 Approach
Approach is conducted at airspeeds between 120 and 170 km/h (65-92 kts) with the
appropriate power at minimum propeller pitch (max. RPM). For increasing the rate of
descent, it is recommended setting of wing flaps to Take-Off position and proceeding at
airspeed of 165 km/h (89 kts).

Side slipping is conducted with airspeed below 140 km/h (76 kts), idle power setting and
approximate bank angle 30° with help of full rudder deflection. The side slip direction is
controlled by the bank.

4.7 Landing
4.7.1 Landing
Fuel Pumps ON
Propeller Pitch Controller Set minimum pitch (5700 RPM)
Trim Adjust as required
Throttle Adjust as required
Air speed Reduce to 165 km/h IAS (89 kts IAS)
Flap Set 1st flap position
Air speed Reduce to 135 km/h IAS (73 kts IAS)
Landing gear Extend landing gear
Flap Set 2nd flap position (landing), if required set 3rd
position
Airspeed Final approach with 120 to 130 km/h (65-70 kts)
Levelling Begin approximately 7-10 ft (2-3 m) above ground.
Reduce Speed to 90 to 110 km/h (49-59 kts) for touch
down.
Touchdown Touchdown should be made with throttle lever idle
and on the main wheels first. The nose wheel should
be lowered smoothly to the runway as speed is
diminished.
Control during landing Control the aircraft with the help of rudder pedals, at
a speed of below 75 km/h (40 kts) control the aircraft
with the help of the brakes.
Brakes Apply braking as required.

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4.7.2 Balked landing / Go around
Throttle lever Smoothly adjust the throttle lever to FULL open
Flaps Set to TAKE-OFF position
Speed Climb at 130 km/h (70 kts) after unstuck.
Landing Gear UP at appr. 300 ft AGL
Check Lights until OFF
Trim As required
Throttle lever Reduce MAP
Propeller Pitch Controller Reduce to 5400 RPM
Speed Climb at 150 km/h (81 kts)
Flaps UP (retract)
Speed Climb at 170 km/h (92 kts)
EMS values Monitor

4.7.3 After landing

Flaps UP (retract)
Landing gear Check lights DOWN
Trim NEUTRAL
Fuel pump 2 OFF
Non-essential electrical systems OFF
Exterior lights As required

4.8 Engine Shut-down

Parking Brake ON
Lights OFF
Avionics master OFF
Throttle IDLE
Fuel Pumps OFF
Ignition Lane A & B A OFF, B OFF
Master and Generator OFF
Fuel Selector OFF
Rescue system LOCKED

CAUTION:
Lock Parachute Recovery System handle at the end of your flight to avoid unintentional
activation.

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 4.9 Other
4.9.1 Take-Off and Landing with Crosswind
Operation in direct crosswind of 18 kts (33km/h) has been demonstrated with an
experienced pilot.
Take-Offs under strong crosswind conditions normally are performed with the minimum flap
setting (position 0 or 1) necessary for the field length to minimize the drift angle
immediately after Take-Off.
With the ailerons partially deflected into the wind the aircraft is accelerated to a speed
slightly higher than normal, then the elevator control is used to quickly - but carefully - lift
the aircraft off the ground and to prevent possible settling back to the runway while drifting.
When clear of the ground, make a coordinated turn into the wind to correct for drift and
continue in Take-Off.
When landing in a strong crosswind, use the minimum flap setting (position 1 or 2 maximum,
never position 3) required for the field length. Although the crab or combination method of
drift correction may be used, the wing low method gives the best control.
After touchdown, hold a straight course with the rudder and aileron deflection as applicable
and occasional braking if necessary.
In full crosswind (90°), if possible, Take-Off with the wind coming from the left. Align the
aircraft slightly right from centerline. This will (partly) compensate for propeller torque and
requires less steering correction to the right resulting in shorter Take-Off.

4.9.2 Flying in Turbulent Atmosphere

With turbulences do not exceed 315 km/h IAS (170 KIAS). To have a comfortable flying
experience it is recommended to reduce the speed to 220 km/h IAS (119 KIAS)

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5. Performance
5.1 Introduction
Chapter 5 provides approved data for airspeed calibration, Stall speed and Take-Off
performance.
The following data need to be confirmed once flight testing phase has been completed.
The data in the charts has been computed for condition of the standard atmosphere from
actual flight tests with the aircraft at maximum Take-Off Weight and engine in good
condition and using average piloting techniques.

5.2 (Approved) Data

To be completed following flight testing
5.2.1 Airspeed indicator system calibration
CALIBRATED AIRSPEED
IAS 60 80 160,0 240,0 320 400
CAS 60 77 155 232 310 387
KIAS 32 43 86 129 173 216
KCAS 32 42 84 125 168 209

5.2.2 Stall speed

At MTOW (625 kg), CG 30% MAC, engine at idle

ANGLE OF BANK [degrees]

Flap Setting
0 30 45 60
IAS KIAS IAS KIAS IAS KIAS IAS KIAS
CRUISE 107 58 115 62 127 69 151 82

T/O 99 53 106 57 118 64 140 76

LND 88 47 95 51 105 56 124 67

Short LND 80 43 86. 46 95 51 113 61

5.2.3 Take-Off Distance

The data is valid for following conditions: H = 0 ft (0 m) ISA, Temperature t = 15°C (59 °F),
wing flaps position 15°, MTOW (625 kg / 1378 lbs). No wind, dry runway, no gradients on the
ground.
Runway surface Distance until airborne Distance for 50 ft (15 m) obstacle
ft m ft m

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 Concrete 558 170 820 250
Grass 722 220 984 300

5.2.4 Climb performance

The data is valid for the configuration: wing flaps retracted; total mass 625 kg (1378 lbs).
Best climb speed is 170 km/h IAS (92 KIAS) and provides a vertical climb rate of 1500 ft/min.

5.2.5 Cruising performance and endurance

To be completed following flight testing

The data is valid for following conditions: Considering 60 mins reserve, MTOW (625 kg /
1378 lbs), full standard fuel tanks (120 litres / 32 GAL).

Speed Consumption Range

IAS KIAS l/h g/h Km NM
Long Range Cruise
55 % Engine Power
65 % Engine Power
75 % Engine Power
Max continuous Speed

5.2.6 Descent and Gliding

The data is valid for following conditions: MTOW (625 kg / 1378 lbs), flaps retracted, 2-blade
propeller, 170 km/h IAS (92 KIAS).

Gliding ratio with turned OFF engine 18: 1

5.2.7 Landing Distance

The data is valid for following conditions: H = 0 ft (0 m) ISA, Temperature t = 15°C, wing flaps
landing position (35°), landing speed 1,3 VS0, MTOW (625 kg / 1378 lbs), maximum braking
during roll, no wind, no gradients on runway, dry surface.

Distance with 50 ft (15 m)

Distance for landing
Runway surface obstacle
ft m ft m
Concrete 459 140 755 230
Grass 459 140 755 230

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6. Weight and Balance - Equipment List
6.1 Introduction
This chapter contains the payload range with which the aircraft may be safely operated. The
CG position is a very important parameter that affects the safety of flight. RISEN must be
operated within the weight and balance limits reported in Chapter 2.3 Weight and Centre of
Gravity. It is the pilot’s responsibility to respect weight and balance limitations, also in
accordance with applicable regulations of certifications and authorities.

On the following pages the empty weight and centre of gravity released by Porto Aviation
Group is shown, together with added weight and CG location changes due to equipment. In
case of equipment changes, new weight and CG location must be calculated in accordance
with weighing procedure described in this chapter; the weight and balance report at the end
of this chapter should be updated as a consequence.

6.2 Empty weight and Centre of Gravity

According to regulation, the empty weight and corresponding centre of gravity is
determined by Porto Aviation Group, before being released, by weighing the aircraft with:

- Minimum required equipment

- Parachute Recovery System
- Unusable fuel and full operating fluids

The empty weight and CG position are reported in Chapter 2.3 Weight and Centre of Gravity;
C.G. position is relative to Reference Datum (RD).

Empty Weight = _____________kg (___________lbs)

Empty Weight CG=_____mm from leading edge Reference Datum.

NOTE:
The empty weight can differ slightly between each exemplar of RISEN as small
differences in empty weight are expected due to building procedure and client options
installed.

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6.3 Airplane weighing procedure and determination of Centre of Gravity
To define the aircraft’s CG, it is necessary to weigh the empty aircraft with standard and
optional equipment, with operating fluids of the engine but without the usable fuel in the
fuel tanks (for empty weight and empty moment see Weight and balance record).
The aircraft is weighed with the help of three scales located under the left and right main
wheels and under the nose wheel; the aircraft should also be levelled longitudinally and
laterally.

If WNose, WMainL, WMainR are respectively the weight signed by the nose, main left and main
right gear scale, the weight of the aircraft is:

WAircraft = WNose + WMainL + WMainR

To determine the C.G. location:

•The Reference Datum is the leading edge of the near root wing (marked as RD);
•Use a plumb (string with lead on lower extreme) to determine the distances of each wheel
axis with respect to RD, these distances are “a” and “b”;
•Each distance is a lever arm: XNose, XMain (see example in the following picture).
•Read the WNose, WMainL, WMainR values on the three scales and compute the calculation for
C.G. position with the following formula:

a b

C.G. location formula in (dimensions: following “a” and “b” dimension)

(WMainL × b) + (WMainR × b) + (WNose × a)
XCG =
WMainL + WMainR + WNose

CAUTION:
Items positioned forward of the Reference Datum (RD) will have a negative lever arm;
items positioned aft of the Reference Datum will have a positive arm.
As a consequence, in the formula above XNose is a negative term while XMain is a positive
term.

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 Adding an Item may change the C.G. location. To verify C.G. location is still within safety
limits, act as follows:
• WAircraft is the total weight as calculated in the previous paragraph [kg];
• XCG the C.G. location as previously calculated [mm];
• WAircraft+ITEM is the WAircraft plus the weight of the added Item WITEM;
• “d” is the distance from the RD of the new Item, (negative value if positioned forward of
the RD; positive if aft of RD);
• XCG+ITEM is the new C.G. position due to the addition of an Item in [mm];
• the C.G. variation XCG+ITEM is computed as follows:

(WAircraft × XCG ) + (WITEM × d)

XCG+ITEM =
WAircraft+ITEM

CAUTION:
Items positioned forward of the Reference Datum will have a negative lever arm; items
positioned aft of the Reference Datum will have a positive arm.

6.4 Equipment list

The following table lists all the equipment installed in your specific airplane, following your
request. Each item is reported with weight and lever arm (with respect to Reference Datum).

Equipment List

WITEM Arm d
Equipment Description
kg (lbs) m (ft)

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6.5 Equipped aircraft empty weight and Centre of Gravity
The equipped aircraft weight is the sum of empty weight and all equipment.

The equipped aircraft weight and C.G. position are reported below and summarized in
Chapter 2, together with RISEN main data; C.G. position is relative to Reference Datum (RD).

Equipped Aircraft Weight = _____________kg (___________lbs)

C.G. position=______________mm (___________inch)

6.6 Flight weight and Centre of Gravity

Flight weight and centre of gravity position can be easily calculated starting from equipped
aircraft empty weight. The following is the method to check accordance with weight and
centre of gravity limitations.

- Moment: Weight x Lever Arm

- CG position: Moment / Total Weight
- The Total A and Total B step give, respectively, the CG position without and with fuel.
- Check CG position accordance with limits

Weight [kg] Lever Arm [m] Moment [kg m] CG position [m]

Step
([lbs]) ([ft]) ([lbs ft]) ([ft])

Equipped Empty Weight

Pilot and Passenger

Baggage

Total A
(empty fuel tank)

Usable Fuel

Total B
(with usable fuel)

WARNING:
Baggage compartment has the largest lever arm; consequently, its influence on center of
gravity position could be significant.

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6.7 Weight and Balance Report
The first line of Weight and Balance Report contains the equipped aircraft weight and C.G.
position at delivery. Each change of installed equipment and/or repair affecting the weight,
CG position or moment must be written in this Report.
Be sure to always use the latest weight and balance information.

Weight and Balance report

Moment [kg
Weight [kg] Lever Arm [m] CG position [m]
Step m]
([lbs]) ([ft]) ([ft])
([lbs ft])

Equipped Empty
Weight
(Aircraft Delivery)

NOTE:
Modification of equipment and/or repairs could involve weight subtraction and addition: each
change must be reported.

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7. Airplane Handling, Care and Maintenance
7.1 Introduction
Correct inspections and maintenance is the base of a reliable and safe flying experience.
This chapter recommends procedure for correct ground handling and servicing of Risen. It
also determines inspection and maintenance requirements to be followed; it is wise to
adequate inspections and maintenance to climatic and flying conditions.

7.2 Moving the aircraft

During ground operations when the aircraft must be moved on the apron without its own
power, it can be pulled from the propeller root, just close to the propeller spinner. Before
touching the propeller check the magnetos are switched OFF.
Alternatively, the aircraft can be pushed holding down the aft part of the fuselage, in front of
the tail unit, so that the front landing gear is cleared from the ground and turning the aircraft
on the main landing gear provides more freedom of movement for an easier ground
handling.

The airplane can be pushed are behind the cockpit on the fuselage at a height corresponding
to the lower canopy line or on the area where pilot and passenger usually lean in order to
access the aircraft. Do not push other parts of the leading edge of the wing!
Do not push or pull from the trailing edge of the wings or tail units!

WARNING:
Do not push on the leading edge of the wing and tail unit!
Do not push or pull from the trailing edge of the wing or tail unit!

7.2.1 Ground handling and parking

Towing forward.
The airplane can be easily manoeuvred by hand, by pulling on the propeller at its root, just
close to the propeller spinner.
Turning and Moving backward.
1. Push down the aft section of the fuselage, near the tail, to lift the nose wheel
2. Using this technique the airplane can be easily turned.
3. The aircraft can be pushed backward by pushing on the propeller at its root or on the wing
leading edge.
4. Do not push on the trailing edge.

CAUTION:
Do not push on control surfaces.
Do not push or lift on the spinner.

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7.3 Lifting the aircraft
If it is necessary to lift the aircraft in order to make repairs to the main or front landing gear,
it is possible to sustain the aircraft with sawhorses placed under the fuselage beneath the
cockpit area. Be careful to provide a stable support when doing so. Ground transport, with
wing detached can only be performed by authorized maintenance centres with the use of an
approved trailer with spar-housing attachment points.

7.4 Draining and refueling

Before refuelling, or any operation involving the aircraft and fuel, ground the aircraft.

The gascolator is attached to the firewall. To drain the fuel system, open the drain valve on
the gascolator and activate Fuel Pumps. Fuel should be collected in a canister to prevent
ground pollution. To close the valve, switch OFF Fuel Pumps and turn in opposite direction.
Do not use force or special tools.

The aircraft has wing tanks. Refuelling can be done by pouring fuel through the reservoir
openings on top of the wings.

7.5 Cleaning and care

7.5.1 External surfaces and canopy

It’s recommended to clean the surface of the aircraft after every flight. Use water only and a
soft cotton or microfiber cloth. Special care is needed when cleaning the canopy. Use lots of
water to loosen and rinse away bugs. Only use soft cloth to prevent scratches. If cleaned
regularly, there is no need for special cleaning products. Always contact your dealer for
advice when using special cleaning products.

WARNING:
Do not use solvent, thinner (acetone), trichloroethylene, carbon tetrachloride and similar
hydrocarbon chlorides.

WARNING:
When washing and cleaning the surfaces of the aircraft, absolutely avoid water entering
the static port and the pitot tube. If any water or foreign matter obstructs the pressure
lines, contact the manufacturer or any approved maintenance organisation before flying
again.

7.5.2 Interior
Do not use water for cleaning the interior. Use car interior cleaning products. Follow
cleaning instructions of glass cockpit hardware manufacturer for cleaning avionics.

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7.6 Maintenance
Maintenance interventions must be documented in the airplane logs by authorised
personnel.
For details see Maintenance Manual section on this document.

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