De Havilland DHC-1 Chipmunk for X-Plane 10 by Khamsin
Flight manual

HANDLING

De Havilland DHC-1 Chipmunk for X-Plane 10 - www.khamsin.org

Starting, taxying and take-off

1 Cockpit checks

Master switch: ON
Pressure-head heater: ON
Generator switch: OFF
Emergency lamp switch: OFF
Taxying lamp switch: OFF
Navigation lights switch: As required
Cockpit lamps switch; As required
Elevator trimming control: Full and correct movement. Set 2 divisions nose-down
Throttle and mixture controls: Close throttle, mixture control fully forward
Flight instruments: Condition. Altimeter at zero
Engine instruments: Condition
Carb. air intake: As required
Fuel cock: On

2 Starting the engine

Fuel: ON
Brakes: ON
Throttle: Closed
Magneto left: ON
Magneto right:ON
Engage starter
Generator switch: ON

3 Checks during starting

If oil pressure is not indicated almost immediately, shut down the engine and have the cause investigated. In cold conditions the indicated oil pressure tends to rise rather slowly. Provided that oil pressure is indicated, it is permissible to warm up at 1,100 RPM but a minimum of 30 PSI is necessary before opening the engine further. Check that the generator light is out.

Checks after starting:

Radio: On
Artificial horizon: Erecting
Radio: Test
Altimeter: Set

4 Testing the engine

Ensure that the oil temperature has reached 15°C (min.) and that the oil pressure is 30 PSI (min.).

Centralise the rudder, set the brakes fully on and hold the control column fully back. Open the throttle steadily to 1.800 RPM.
Test each magneto in turn; the single ignition drop should not exceed 75 RPM.

1.100 RPM should always be set whenever the aircraft is stationary on the ground, If, for any reason. the engine has been run continuously below 1000 RPM for 5 minutes it must be opened up to at least 1600 RPM for 10 seconds to clear the plugs.

5 Checks before take-off

Trim: Two divisions nose-down
Mixture Fully rich. Carburettor air-intake as required
Fuel: Fully ON. Contents.
Flaps: UP (half flap for shortest run)
Gyros: Artificial horizon erected, or synchronised
Gauges: Oil temperature and pressure correct for take-off
Pressure-head heater: ON
Hood: Closed and locked

6 Take-off

Align the aircraft with the take-off path. release the brakes and then open the throttle slowly to the fully forward position. Keep straight by use of the rudder. There is a tendency to swing to starboard if the throttle is opened too quickly. Raise the tailwheel and fly the aircraft off at approximately 45 knots.

Short take-0ff
Select half flap. Head the aircraft into wind, hold the control column fully back and increase power to the maximum that can be held against the brakes. Release the brakes, establish full power and check any swing. Raise the tail as soon as possible and fly the aircraft off at 35—40 knots. Climb at 65 knots until a safe height is reached, then raise the flaps. lf necessary climb at 55 knots initially in order to clear any obstacles.

Checks after take-off

Brakes: Off
Engine instruments: Checked
Flaps: Up

Handling in flight

7 Climbing

Climb at full throttle. The mixture control should normally be left in the fully rich position to assist engine cooling. The speed for maximum rate of climb is 65 knots. but 70 knots is recommended for easier handling and engine cooling considerations.

8 Engine handling

(a) Mixture control
Changes in height require corresponding adjustments of the mixture control. As height is increased, move the lever forward sufficiently to eliminate rough running caused by over-richness. Normally, the mixture should not be weakened to such an extent that the RPM are reduced.

(b) Carburettor icing
As the engine is prone to carburettor icing. it is recommended that the air-intake heat control should be wired in the HOT position in temperatures below 30°c. If the control is used in the COLD position, icing may occur, indicated by rough running or loss of power. If icing does not clear shortly after selecting HOT air, manipulation of the throttle may assist.

9 General handling

(a) Flying controls
The aircraft is pleasant to fly; the controls are well harmonised and they remain light and responsive throughout the speed range, although they tend to become heavier as the limiting speed is approached.

(b) Changes of attitude

Flaps down: Slightly nose—down
Flaps up: Slightly nose-up
Increase power: Nose—up, yaw to starboard.
Decrease power Nose-down, yaw to port

There is no change of trim when the hood is operated. A change of speed produces a slight change in directional trim.

10 General flying

(a) Cruising
The normal cruising speed is 90 knots. The maximum continuous (weak) power setting is 2,300 RPM (independent of mixture control setting) but it is recommended that 2,100 RPM are not exceeded in cruising flight. At or below 2,100 RPM a weaker mixture is obtained and the possibility of rough running at the higher RPM is eliminated.

(b) Flying for range
The recommended range speed is 90 knots. To obtain the most economical mixture, ease the mixture control forward until the RPM are observed to drop or rouh running begins. Then move the control back until the original RPM and/or smooth running conditions are restored. The control is then in the correct position for all throttle settings at that altitude.

(c) Flying for endurance
The recommended speed for maximum endurance is 60 to 65 knots. In turbulent conditions increase speed to 70 knots.

(d) Flying at reduced airspeed
Select half flap and reduce airspeed to 65 knots. The stalling speed in these conditions is about 35 knots.

11 Gliding

The optimum glidepath is achieved at 70 knots clean and at 65 knots with half flap.

12 Diving

(a) Set the mixture control to fully rich before starting the dive.

(b) As the speed increases, a progressively greater push-force is necessary to hold the aircraft in the dive. However. the limiting speed can be reached without re-trimming. Maintain directional trim by a progressive application of right rudder.

(c) In the dive, keep the throttle at least one-third open. Maximum permissible RPM are 2,675 for up to 20 seconds. At larger throttle settings, as the maximum speed is approached, it is necessary to throttle back to keep the RPM within the limitations.

13 Aerobatics

Note: Aerobatics should not be attempted after {flying in icing conditions, as there is a risk of fuel siphoning.

(a) Until experience is gained, the following speeds (in knots) are recommended:

Roll: 120
Barrel roll: 120
Stall turn: 120
Loop: 130
Half-roll off loop: 140

(b) For manoeuvres in the looping plane, care should be taken not to exceed the RPM limitations at high speed.

(c) The aircraft is not cleared for inverted flight, as overfuelling of the engine may occur, leading to a rich cut and possible failure to restart in flight. During manoeuvres involving transient periods of negative G, such as slow rolls, the throttle should be closed before reaching the inverted attitude and the negative G phase confined to a period not exceeding 5 seconds. The engine should be cleared at normal power for several seconds after such a manoeuvre.

Approach and Landing

14 Approach procedure

(a) Instrument approach settings

_	Configuration	RPM	rate of descent ft./min.	Airspeed (kts)
Initial descent (fast)	Flaps up	1,500	1,000	90
Slow rate descent	Flaps up	Adjust to give 500 ft./min.		90
Glide path	Half flap	Adjust to give 300 ft./min.		70

When in visual contact with the runway, lower full flap and reduce speed to threshold speed.

15 Checks before joining the circuit

Fuel: Content sufficient.
Instruments: Erect and synchronised.
Radio: Correct frequency.
Altimeter: Set as required. Check reading.

16 Checks before landing

Mixture Rich: Carburettor air as required.
Fuel: Contents sufficient.
Flaps: As required.
Hood: Closed.
Brakes: As required.

17 Approach

(a) Reduce speed to 70 knots on the base leg and select half flap. Maintain 70 knots during the final tum, aiming to line up with the intended landing path at about 400-500 feet. Lower full flap if required. On the final approach, reduce speed progressively to the correct threshold speed.

(b) The runway threshold speeds are as follows:

_	Flaps down	Flaps up
Power assisted	55	60
Glide	60	65

18 Landing

As the landing area is approached, round out and close the throttle. Aim to touch down in the three-point attitude. When the tailwheel is firmly on the ground, hold the control column hard back and, if necessary, apply the brakes carefully.

19 Overshooting

Open the throttle fully, Climb at 60 knots with full flap lowered or 65 knots with half flap. At a safe height raise the flaps, in two stages if full flap has been selected. There is a slight sink but little trim change. Allow the speed to build up to 70 knots. Check brakes Off.

20 Flapless landing

For a flapless landing a slightly extended downwind leg may be necessary. The approach is long and flat; little power is required.

21 Crosswind landing

(a) The maximum permissible crosswind component is 15 knots, subject to local orders.

(b) In strong crosswind conditions, set differential brake when downwind, In gusty conditions, not more than half flap should be used.

(c) Use the normal ‘crab’ technique. Immediately before touchdown align the aircraft with the landing path by a firm, smooth application of rudder.

(d) During the landing run, it may be necessary to hold the control column into wind.

22 Short landing

From a normal powered approach with full flap selected, gradually reduce speed to the threshold speed of 45 knots (50 knots until experience is gained).

23 Checks after landing

When clear of the runway, or after turning through 90° away from the landing path on a grass airfield, stop and check:

Brakes: Fully on
Pressure-head heater: Off
Flaps: Up

24 Checks after stopping the engine

Lighting: Off
Radio: Off
Fuel cock: Off
Master switch: OFF

De Havilland DHC-1 Chipmunk for X-Plane 10 by Khamsin Flight manual

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