Operating Notes

The following text does not in any way replace the Pilot’s Operating Handbook (POH), which can be found here. This document only contains additional practical information. If there’s a discrepancy between what this document states and the POH, use the information in the POH unless explicitly stated.

Equipment

The following should always be available in the airplane:

  • Oil
  • Tow bar/Tug
  • Wheel chocks
  • Pitot tube cover
  • 2 GA/LEMO Adapters
  • Pilot’s Operating Handbook
  • Aircraft logbook and documents
  • Fueling credit card
  • 3x check lists (Preflight + Flight + Emergency)

Warming

There is a fan in the hangar that is used to warm up the engine before start. The fan is connected to THFs app-based remote control system. Please follow the instructions given at checkout.

Load, weight and balance

Information for your weight and balance calculations can be found in this spreadsheet. If you want to use the full functionality of the spreadsheet (entering weights and getting a graphical result), you need to download it and open it in Microsoft Excel, Google Sheets doesn’t have all the functionality required. 

Please note the following

  • You need to check that your values stay inside the envelope. But, you also need to check that dry mass and take-off mass don’t exceed MZFM and MTOM!
  • MTOM = MLM= 1424 kg.
  • The maximum weight in the baggage compartment is always 90 kg.
  • Always check your calculations against the POH. Never trust the Excel spreadsheet only.
  • For weight and balance calculations, allow approximately 4 kg (5,6 l) of fuel for start-up and taxi. 

The Excel spreadsheet for weight and balance. The image to the right is from the POH, for comparison.

ATS Flight Plan template

An ATS flight plan template can be found here xxx.

Electrical system and battery

General

The aircraft has a 12V electrical system. The alternator should normally provide 14V or slightly above. If the ALT indicator drops below 12V, the first step is to turn off non-essential equipment.

Charging

To prevent deep battery discharging, especially in winter, connect the trickle charger to the external power supply.

Stall warning

To check the stall warning you need to move the test switch in the left wing wheel well to “TEST” while pushing the lift detector.

Static ports

Static ports can be found one the sides of the fuselage, near the fin. They are very small. During preflight, make sure they are not blocked.

Landing gear Limit and squat switches

Ther are four landing gear switches that need to be checked during preflight. Also check that the cabling is intact.

Tacho time

The system provides three types of logging:

  • Hobbs hours: Measures actual engine operating time in real elapsed hours, regardless of RPM.
  • Tach hours: Driven by engine RPM and calibrated so that at cruise RPM 1 real hour = 1 tach hour. Accumulates slower than real time during taxi and approach. This is the number used for billing.
  • Flight hours: The time from engine start to to shutdown. This is your block time. Usually close to Hobbs hours.

Landing Lights

Use the “S+P” setting.

Avionics

Do not change any settings without talking to the owner of the aircraft.

We strongly recommend that you use the right third part of the PFD (the G500 TXi) for engine monitoring. This provides a collected view of oil pressure, temperature, fuel flow, EGT etc. 

Autopilot

To test the autopilot, proceed as follows:

  1. Activate it.
  2. Check the flight controls, they should be firm.
  3. Deactivate.
  4. Check the flight controls, they should have returned to normal operation.

Fueling and the Fuel Selector

Capacity

The fuel capacity is 35 U.S. gallons/132 liters per tank, with 34 U.S. gallons/129 liters usable fuel, for a total of 257 liters of usable fuel.

There’s a reduced fuel indicator in the filler neck. This indicates 24 US Gallons/91 liters total, per tank.

The reduced fuel indicator in the filler neck

Fuel Filler Caps

The fuel filler caps are outfitted with o-rings to prevent leakage. To lock the fuel filler cap, push the center of the fuel cap down firmly, while rotating.

Check carefully that the fuel filler cap is secured.

1. Align with the rod. 2. Press down and turn clockwise, 3. Make sure the lid is secured.

Fuel level indication

There are two completely independent fuel metering systems in the aircraft.

Left side gauges

The two meters show actual fuel quantity. They are connected to sensors in the tanks.

They are based on capacity sensors and therefore react slowly after fueling. They are also dependent on temperature changes and fuel density.

PFD Engine indications

This is a calculated value by the Garmin system, not connected to the physical fuel sensors in the tanks. It does however use data from the fuel flow sensor making it reasonably accurate and a good backup system:

For the calculated system to work you need to always manually update the fuel quantity after fueling.

Oil

The only oil allowed unless otherwise explicitly declared is AeroShell W15W-50. This type of oil is available in the hangar and in the plane. Each bottle is 1 qrt US gallon (0,946 l). Always fill  a whole bottle.

Normal oil quantity operating range is 6-8 quarts (5,7-7,6 l). Do not let the fuel level go below 6 quarts.

Make sure to bring enough oil when planning your travel.

Take-off

The following is not a replacement for the instructions in the POH or for training with a certified instructor. These are only reminders of the overall procedures of a short or soft field take-off. Before attempting a short or soft field take off, consult the POH and make sure the conditions are within the restrictions of a safe procedure.

Normal Takeoff no obstacles

For normal take-off and landing settings, please refer to the D-EMHL Traffic Circuit Diagram. also follow the full checklist.

  1. Flaps to 10°.
  2. Power Lever to FULL.
  3. Rotate at 69 KIAS,  (75 KIAS if crosswind takeoff).
  4. Stay in the ground effect (accelerate) until the speed has reached 75 KIAS (80 KIAS if crosswind)  and climb initially at 80 KIAS
  5. Retract landing gears when safely airborne.
  6. Retract flaps when obstacles have been passed and airspeed is 80 KIAS.
  7. Continue normal climb and take-off procedures.

Short take-off with obstacles or soft field take-off

  1. Line up as far back as safely possible on the runway.
  2. Flaps to 20°.
  3. Activate the foot breaks.
  4. Power Lever to FULL.
  5. On a soft field, pull elevator control slightly aft neutral to fully aft.
  6. Release the breaks.
  7. Rotate at 66 knots.
  8. Stay in the ground effect (accelerate)  until the speed has reached 69 knots and climb initially at 80 KIAS
  9. Retract landing gears when safely airborne.
  10. Retract flaps when obstacles have been passed and airspeed is 80 KIAS.
  11. Continue normal climb and take-off procedures.

Warning: There are slight differences between short take off and soft field take-off. Consult POH if needed.

Climb and cruise speeds, leaning and oil 

About leaning

This aircraft requires active work with leaning.

  • When in idle and taxiing, keep the Mixture setting at the letter X in MI(X)TURE.
  • When flying, adjust mixture according to the tables in the POH handbook and the tables found in the cockpit. Also keep an eye on oil temperature and oil pressure and adjust to a richer mixture if required.

Initial climb speed

For the initial climb use an airspeed of 90 KIAS.

Cruise Climb

  1. Cruise climb is done at 75%, speed which under normal conditions (close to sea level, ISA temperature) means a standard “25/25” setting, 25 inHg and 2500RPM.
  2. Vy is 93 KIAS but recommended climb speed to higher altitudes is 100-120 KIAS.
  3. Initially lean to the letter X in MI(X)TURE and then adjust until the fuel flow is 62 l/h (16,4 gph).

Cruise

Cruise speed is 130-147 KIAS, up to 12.500 ft.

Follow the cruise power tables in the POH and lean accordingly.

Other cruise settings

For cruise settings under other circumstances (best economy vs best power, higher levels than 6000 feet, etc), please consult the POH.

Managing oil pressure during flight

It’s extremely important to manage oil pressure and temperature during flight:

  1. If the oil pressure indication is 10% into the yellow arc, (this will most likely happen in summer when with higher OATs), reduce manifold pressure to 22,5 inches.
  2. If oil pressure continues dropping, reduce speed to less than 120 and open the cowl flaps. 
  3. If the oil pressure continues dropping, land as soon as practicable and put one quart of oil into the engine.

Landing

The following is not a replacement for the instructions in the POH or for training with a certified instructor. These are only reminders of the general procedures of a short field landing. Before attempting this procedure, consult the POH and make sure the conditions are within the restrictions of a safe short field landing.

Normal landing

  1. Flaps in landing position (35°).
  2. Propeller fully forward on later part of final.
  3. Power: as required
  4. Speed over threshold: 80 knots.
  5. Touchdown : Main wheels first.
  6. Breaks: Not more than required.

Short field landing

  1. Flaps in landing position (35°).
  2. Propeller full forward on later part of final.
  3. Power: IDLE
  4. Speed over threshold: 75 knots suggested, 71 knots minimum.
  5. Touchdown : Main wheels first.
  6. Land within 200 feet/60m of threshold.
  7. Flaps: Retract.
  8. Breaks: Maximum.
  9. Elevator control – full aft during breaked roll-out.

The approach speed should be increased as required (typically 5-15 KIAS) if turbulence or wind shear conditions exist.

Soft field landing

  1. Flaps in landing position (35°).
  2. Propeller full forward on later part of final.
  3. Manifold Preassure: 12-14 inHg.
  4. Speed over threshold: 80 knots minimum.
  5. Touchdown: Main wheels first.
  6. Rollout: Nose high with nose wheel just clear of the runway,

NOTE: A slight amount of power should be maintained during touchdown. Close the throttle during the roll-out.

Induct Air 

The Commander 114 has an Induct Air setting that can be used to remove induction system icing, by moving the lever from COLD to HOT. However, this should not regularly be set to HOT on approach, as with the carburetor heat on some other airplanes (a PA-28 for example). The Induct air lever should only be used to deal with icing, and as part of emergency procedures.

Cleaning

The aircraft is covered with ceramic coating, which requires specific cleaning procedures.

Equipment

  • Bucket with water
  • Soft microfiber sponges
  • Cleaning spray (ceramic coating specific)
  • Insect remover
  • Microfiber cloths
  • Drying towel (cotton)

Daily Cleaning Process

Always work in the shade, never in direct sunlight.

Fuselage and wings

  1. Clean the more dirty parts with a hose and brush.
  2. If required, fill the pump sprayer with water. Spray water onto dirty areas and use a microfiber sponge to wipe.
  3. Spray insect remover on bug remains and let work briefly. 
  4. Apply the cleaning spray to a clean sponge or microfiber cloth and gently rub contaminated areas.
  5. Rinse the sponges.
  6. Put the microfiber cloth in the washing bin.

Windshield

  1. Use a dedicated aircraft waterless window cleaner. 
  2. Gently apply the solution and wipe the windshield using a soft, clean cloth, sponge or your bare hand (without rings) with a gentle back-and-forth motion. Avoid wiping in circles! 
  3. Dry carefully with a separate clean soft microfiber or lint-free cotton cloth.
  4. Rinse the windshield thoroughly with clean water to remove all traces of soap, if used. 
  5. Put cloths or sponges in the washing bin.

Electrical Tug

Do not use the electrical tug if you haven’t been introduced to its operation! When loading  the aircraft onto the tug, it will push it backwards/forwards, which might lead to serious damage. HOLD the aircraft (in the propeller) when placing the tug.

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