STANDARD WING R weed oN Th. 4 7 Published by A oe RUTAN AIRCRAFT FACTORY oe ak POBox 656 Mojave, California 93501 /\ EFeBpewe2zrzZ womz2soThis book or any part thereof must not be reproduced in any form without written permission of the publisher. CONTENTS: General Description sseeeeee seeeeeeee L Normal Operating Procedures sssseeeeses 8 17 seeee 23 Emergency Procedures «++sse+ Weight and Balance sss. Appendix Al: Flight Test Procedures . 26 Appendix A2: Maintenance Check List . 32 Appendix A3: FAA Records sesseseeeees 36 Appendix Ali: Performance Data .s++ee+ 37 Check Lists s+. NOTE THE INFORMATION IN THIS MANUAL REFERS TO AN AIRCRAFT BUILT ACCORDIN? TO THE VARI- VIGGEN PLANS. ANY HOMEBUILDER MODIFICA- TIONS MAY ALTER THE APPLICABILITY TO YOUR AIRCRAFT.GENERAL DESCRIPTION Aircraft The VariViggen is a custom built, high performance single-engine aircraft, which seats two large adults in spacious comfort and has a "plus two" capability for children and baggage room for three suitcases. The VariViggen is designed as a responsive "pilot's" airplane with exceptional utility and uncompromised safety. This aircraft is unique among light aircraft with its swept wing, push- er engine, and canard configuration Noteworthy features include retractable tricycle landing gear, use of low main- tenance Lycoming engines, and optional special performance wing panels incorpo- rating the latest in aerodynamic and structural technology. Dimensions The overall dimensions and areas of the VariViggen follow: Wing Span (Standard) 19 ft 5 Wing Area (Standard) 118.9 ft’ Wing Span (SP) 23.7 ff Wing Area (SP) 125 ft’ Canard Span 8 ft Canard Area 18 re? Length 20 ft Height 6.1 ft Cockpit Width 24 in Cockpit Height 48 in Cockpit Length 102 in Weights Normal empty weight is approximately 950 1b with 150-hp Lyc and 960 1b with 180-hp Lycoming. Gross weight is 1700 1b with 150-np engine and 1860 1b with 180-hp engine.Engine Lycoming 0-320 engines (150 and 160 np} are Fecommented for best econ- omy and trouble-free service. Where short field or high density altitude operations call for superior take off and climb performance, the 180-hp 0-360 engine may be used. Both engines are equipped with starter and alternator. Propeller The engine drives a two blade, fixed pitch, plastic leading edge wood propeller, 69 inches in diameter. This modern wooden prop provides efficient thrust with minimum weight and fatigue- free service. The plastic leading edge provides moderate protection from rain erosion and is more efficient than a metal leading edge. The following prop pitch specification is for a ‘climb’ prop. Cruise with this prop results in approximately 100 rpm more than normal for a given power setting: for example, N27VV is cruised at 2650 rpm at 7000 ft. 69-In Diameter Prop Horsepower Prop Pitch 150 65" 180 69” This prop pitch is based on the flat bottom blade reference as used by Teds Custom Props, Snohomish, Washington. If your prop manufacturer used the zero lift reference, add 4 inches to the pitch values shown above. Cockpit Both cockpits are exceptionally roomy for a homebuilt airplane with ample map Storage. The rear cockpit controls are limited to stick, throttle, rudder pedals, and trim. The front cock- pit controls include stick, throttle, rudder pedals, toe brakes, trim, reflex, carb heat, mixture, landing gear, ‘and- ing light, position lights, and landing gear warning. The prototype has the fol- . lowing instruments/equipment: airspeed, altitude, rate of climb, turn and bank compass, g-meter, cylinder head tempera- ture, exhaust temperature, oil tempera- ture, oil pressure, rpm, manifold pres- sure, ammeter, angle-of-attack indicator, outside air temp, reflex position, trim position, VHF com, nav and transponder. ‘The landing gear warning system consists of a warning horn and light in each cockpit that activates when the gear is up and the throttle is re- tarded. The angle-of-attack indicator also serves as a gear warning. It does not work with the gear up, so when the landing approach is set up and the ap- proach angle of attack is monitored, it "tells" the pilot the gear is up. The indicator can be overridden and turned on for gear-up maneuvering. The human factors aspect of the cockpit have been well worked out. Buttons on the stick control the trim, reflex, and radio transmit so the pilot doesn't have to search for these when needed. The landing gear handle, land- ing light switch, angle-of-attacr over- ride, and warning horn defeat switchesare immediately in front of the throttle quadrant and can be reached without a visual search, The engine starting con- trols, electrical system controls, and circuit breakers are on the right con- sole and the radio/transponder equip- ment are on the left console. The en- tire cockpit layout and canopy are clos- er to a modern fighter than any light aircraft. systems Electrical system 12-volt D.C. electrical power is provided by an engine driven alternator. The D.C. bus supplies power to the trim, reflex, landing gear, angle of attack, fuel guage, navigation lights, anti-col- lision lights, landing lights, radio, in- strument lights, instruments, fuel trans- fer pumps, and gear warning system, An electrical system diagram is included on page 53 of the VariViggen plans. Fuel system The VariViggen fuel system is a sin- gle 25-30 gallon capacity, gravity feed tank with electrical guaging and manual shut off. An additional 15 gallons of auxiliary fuel in the outer wing panels is available with the special performance wing option. This aux fuel is pumped in- to the fuselage tank with electric pumps. Control system The VariViggen control system is a conventional three axis (rudder, aileron, elevator) system with a floor-mounted control stick in both cockpits. In addi- tion, the VariViggen features an elec- trically adjustable reflex control. This control enables the pilot to displace the neutral aileron position for lower rota- tion speeds on take off, greater flare ability on landing, and minimum drag dur- ing climb and cruise. an ) Lamy rose TRALanding Gear The VariViggen landing gear is ac- tuated by electric motors on the nose and main gear. One motor drives the mains via cables fron the fuselage and a separ- ate motor drives the nose gear. Except for their common electrical connection to the D.C. bus, the nose and main gear are totally iniependent, each equipped with a freefall type manual extension capability. Both are equipped with transit lights indicating gear in trans- it up and down. When the gear is re- tracted, both transit lights come on as the handle is selected “up." When each gear is up and locked, its transit light goes out. then the handle is selected "down" each transit light comes on and goes out as the green "down and locked" lights come on. A warning horn and light come on if the throttle is retarded be- low 1/3 throttle and the gear handle is “up.” “Maingear tires are 5.00-5 Six- ply rating and the nose tire is a 2.680/ 2.50-4 four-ply rating pnumatic type. Angle-Of-Attack Indicator (AOA) , An electrical angle-of-attack indi- cating system is provided as an alter- nate to airspeed as a reference for ap- proach and maneuvering. The AOA indicator also provides an alternate gear down warning since the indicator is disabled with the gear up. The AOA indicator can be turned on with the gear up, if de- sired, for gear-up maneuvering reference.NORMAL OPERATING PROCEDURES Engine Start With mixture full rich, pump the throttle two or three times to prime the engine. Clear the propeller area. Master switch on, magneto switch to RIGHT. Engage the starter with throttle just cracked. Because of the long start er cable, it may appear as though your battery is low on charge and that_the en- gine is reluctant to turn over. If this occurs, engage the starter in brief pulses using the propeller inertia to swing the engine through the compression cycle. After the engine starts, idle at 800-900 rpm. Oi] pressure should rise to about 4o pci within 45 seconds. Taxiing Steering below 30 mph is accomplish- ed by applying brake in the direction you wish to turn. This arrangement allows you to maneuver in very tight places with ease. At low speed, steering is exclu- sively by differential braking; at about 30 mph the rudders are adequate for all directional control. The low wing pro- file and wide gear stance make the air- craft easy and safe to taxi in wi high as 45 knots. ane é CAUTION When taxiing with the canopy open, care must be exercised so that wind does not slam the canopy closed. Take Off Line up on your runway heading and advance the throttle smoothly. Reflex should be full trailing edge up or an excessive ground run will occur. Dif- ferential brake steering is required un- til 30 mph I.A.S. is reached. As the aircraft accelerates, hold the stick well back to relieve the nose gear as much as possible. for normal take off, rotate at 60 to 70 mph. Rotation at the desired speed may require full aft stick depending on cg position. Estab- lish your inital climb at 75 to 80 mph and cycle the gear up. Take off per- formance data are shown on page 38.High Density Altitude Take off While the gear is in transit, it has higher drag than when fully extended. Because of this, a minimum speed lift off with quick gear retraction may cause the aircraft to settle back onto the runway at high density altitudes. At high dens- ity altitudes allow the aircraft to ac- celerate to 75 mph before rotation. Establish your initial climb at 80 mph and cycle the gear up, While the ground run is extended by using this technique, the climb to clear obstacles is not greatly affected. Lean mixture for take off at density altitudes greater than 5000 ft. Climb Climb performance (see page34) is much better gear up, and it is desirable to get the gear up as scon as practical after take off, Cycling the reflex to the trailing edge down position also im- proves the climb, however this should be done in increments to allow for trim changes, Maximum rate-cf-climb speed is 80 mph for standard wings and 75 mph for

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