NO: BM43 ISSUE: 10 · Propeller Dia x Pitch 3 Blade 62”Dia 112deg at 12”r 3 Blade 62”Dia...

CIVIL AVIATION AUTHORITY – SAFETY REGULATION GROUP

MICROLIGHT TYPE APPROVAL DATA SHEET (TADS)

NO: BM43 ISSUE: 10

TADS BM43 Issue 10 of 13

TYPE: Mainair Mercury (1) MANUFACTURER:

Mainair Sports Ltd now supported by P & M Aviation Ltd, Unit B, Crawford Street Rochdale, Lancashire, OL16 5NU.

(2) UK IMPORTER: N/A

(3) CERTIFICATION:

BCAR Section S, Advance Issue March 1983 BCAR Section S, Paper, 11 October 1988

(4) DEFINITION OF BASIC STANDARD:

440 Dual Master List of Drawings, Issue 7 Flash Wing Master Drawing List, Issue 6

(5) COMPLIANCE WITH THE MICROLIGHT DEFINITION

(a) MTOW 370 kg

(b) No. Seats 2

(c) Maximum Wing Loading 23.78 kg/m²

(d) Vso 24 kts (25 mph)

(e) Permitted range of pilot weights 55 – 90 kg per seat.

(f) Typical Empty Weight (ZFW) (Mercury 503) 146kg

(Mercury 462) 150kg

(Mercury 582) 153kg

(g) ZFW + 172 kg crew + 1 hr fuel (litres / kg)

(503) 333kg

(426) 341 kg

(582) 343 kg

(h) ZFW + 86 kg pilot + full fuel ( litres / kg)

(503) 264 Kg [279 kg with mod 99]

(462) 268kg [283 kg with mod 99]

(582) 271 kg [286 kg with mod 99]

(i) Max ZFW at initial permit issue (503) 183 Kg

(462) 179 kg

(582) 180 kg



NO: BM43 ISSUE: 10


(6) POWER PLANTS Designation

Mercury 503 Mercury 503 Mercury 503 Mercury 462 Mercury 462 Mercury 462

Engine Type Rotax 503

Upright

Single Points Ign or Twin Electronic

Ign.

Rotax 503

Upright


Ign.

Rotax 503

Upright


Ign.

Rotax 462 Upright Rotax 462 Upright Rotax 462 Upright

Reduction Gear 2.58:1 2.58:1 2.58:1 2.58:1 2.58:1 2.58:1

Exhaust System Rotax Side Mounted with After

Muffler

Rotax Side Mounted with After

Muffler

Rotax Side Mounted with After

Muffler

Rotax Side Mount with After Muffler



Intake System Rotax Intake Silencer

Rotax Intake Silencer





Propeller Type Mainair Mainair Grd Adjustable

Mainair WD Grd Adj

Mainair Round Tip Mainair Ground Adjustable

Mainair WD Grd. Adjustable

Propeller Dia x Pitch 62” x 40” 3 Blade 62” 107deg at 12”

3 Blade 62” 113deg at 12”

62” x 44” 3 Blade 62” 107deg at 12”

3 Blade 62” 113deg at 12”

Noise Type Cert No. 26M 50M 50M 35m 35m 35m

AAN approving configuration

23105 23105 23105 23105 Ad 2 23105 Ad 2 23105 Ad 2



NO: BM43 ISSUE: 10


Designation

Mercury 582 Mercury 582 Mercury 582

Engine Type Rotax 582-2V Upright 40k

Version

Rotax 582-2V Upright 40k

Version

Rotax 582-2V Upright 40k

Version

Reduction Gear 2.58:1 2.58:1 3.47:1

Exhaust System Rotax Side Mount with After Muffler



Intake System K & N Filter K & N Filter K & N Filter

Propeller Type Mainair Grd Adjustable

Mainair WD Grd Adjustable

Mainair WD Grd Adjustable

Propeller Dia x Pitch 3 Blade 62”Dia 112deg at 12”r

3 Blade 62”Dia 116deg at 12”r

4 Blade 62” Dia 125deg at 12”

Noise Type Cert No. 149m 149m 134m

AAN approving configuration

23105 Ad 3 23105 Ad 3 23105 Ad 3



NO: BM43 ISSUE: 10


(7) MANDATORY LIMITATIONS:

(A) Max Take-Off Weight

370 Kg

(B) CG Limits N/A (C) CG datum N/A

(D) Cockpit Loadings

Min

Max

Front 55kg 90kg

Rear 15 kg 90 kg

Total 70 kg 180 kg

(E) Never Exceed Speed 77 knots (89 mph)

(F) Manoeuvring Speed 38 knots (44 mph)

(G) Permitted Manoeuvres 30° Nose up / 30° nose down

60deg Max Bank Angle Non Aerobatic Normal acceleration limits, +4 / -2g

(H) Fuel Contents (Max Useable) 44 litres (22 litres Optional) 65 litres (Mod 99)



NO: BM43 ISSUE: 10


(I) Power Plant See Table

Engine Rotax 503 Upright

Rotax 462 Upright

Rotax 582-2V Upright (40kw)

Max RPM 6800 6800 6400

MAX CHT 250 degC 150 degC 150 degC

MAX EGT 650 degC 650 degC 650 degC

Fuel Spec 83 MON or 90 RON minimum unleaded to BS(EN)228 or 97+ octane 4-star /MOGAS leaded

fuel to BS 4040, or AVGAS 100LL.

Engine Oil Spec Two Stroke Oil ASTM/CEC

Standards, API-TC

Classification

Two Stroke Oil ASTM/CEC

Standards, API-TC

Classification

Two Stroke Oil ASTM/CEC

Standards, API-TC

Classification

Gearbox oil spec API-GL5 or GL6, SAE 140

EP

API-GL5 or GL6, SAE 140

EP

API-GL5 or GL6, SAE 140

EP

Fuel/Oil Mix 50/1 50/1 50/1

Coolant Temperature N/A 80 DegC 80 DegC

Oil Pressure N/A N/A N/A

Oil Temperature N/A N/A N/A

Fuel Pressure N/A N/A N/A

(8) INSTRUMENTS REQUIRED:

ASI

Altimeter RPM CHT / EGT

Compass Coolant temp

Fuel Pressure

VSI Slip ball

Required (to 90 mph min.)

Required Required (Twin

Ign Only)

N/A N/A N/A N/A N/A N/A



NO: BM43 ISSUE: 10


(9) CONTROL DEFLECTIONS: N/A Elevator UP: ± Tailplane trim UP: ± Elevator DOWN: ± Tailplane trim DOWN ± Ailerons* UP: ± Rudder LEFT: ± Ailerons* Down: ± Rudder RIGHT: ± (10) PILOT'S NOTES, MAINTENANCE MANUALS REFERENCES:

10.1 Manuals approved for use with this aircraft. (a) Mercury Microlight Manual Doc Ref ME Manual (at appropriate issue) 10.2 The following placards are to be fitted:- (a) Flight Limitations Placard (to be visible to pilot)

See Annex D.

(b) Engine Limitations Placard (to be located near to engine instruments) See Annex D.

(c) Fuel Limitations Placard (to be located near to filler cap) A placard is to be fitted showing fuel capacity ( litres), fuel type(s), fuel:oil ratio (if

relevant) and if MTOW can be exceeded with full fuel and maximum cockpit weight, the fuel loads at MTOW for cockpit weights An example is shown at Annex D.

(d) Switches See Annex D.



NO: BM43 ISSUE: 10


(11) MANDATORY MODIFICATIONS / SERVICE BULLETINS / AIRWORTHINESS DIRECTIVES ETC:

CAA MPD 1995-021 Flight limitations CAA MPD 2000-003 Inspection of wing rigging CAA MPD 2001-004 Upper torso restraint

Annual Bettsometer test is to be carried out to 1050 grammes with wing sails fitted and tensioned to flight. Test must be to both upper and lower surfaces.

(12) MINIMUM PERFORMANCE AT MAX TAKE-OFF WEIGHT Rate of Climb: 408 fpm at 47 mph. Mercury 582 660 fpm at 47 mph Stall or Minimum Flying Speed: 24kts (25mph) IAS at MTOW / idle.



NO: BM43 ISSUE: 10


Issue History

Issue No. Reason and signatory

1 __/09/91 Initial Issue K D RUSSELL

2 __10/91 Introduce WD propeller and correction of editorial errors with initial issue. K D RUSSELL

3 __/02/92 Approval of Mod. 66 Dual Electronic Ignition Option K D RUSSELL

4 __/12/93 Bank angle limitation to 60° (Service Bulletin No. 41 refers) K D RUSSELL

5 __/06/94 Introduction of Rotax 462 and 582 engines with various propellers, update optional modifications list and editorial corrections. K D RUSSELL

6 __/07/94 Typographical corrections K D RUSSELL

7 __/02/95 Approval of 582 engine/C Type Gearbox with Warp Drive Propeller K D RUSSELL

8 08/07/02 Update using new format J BARRATT

9 06/07/05 New company name J BARRATT

10 18/11/09 To record Modification Number 187, which increases seat load limit to 110kg but still with a total cockpit load of 180g. D S CORTIZO



NO: BM43 ISSUE: 10


Illustration of Aircraft - 3 View



NO: BM43 ISSUE: 10


ANNEX A – MANDATORY MODIFICATIONS

Modification 98 Shoulder Straps

ANNEX B - APPROVED OPTIONAL MODIFICATIONS

The installation of all optional modifications is to be inspected by a BMAA inspector and an entry made in the appropriate logbook(s). Note that other approved modifications may exist which are not listed here. Mainair Modification Number

Description

7 Rear Seat Steering 16 Front Strut Back Up Wire 18 Transit yoke 45 Boss Ballast Bag 50 Overrider Instructor Bar 65 Rotax wiring connector 66 Dual Electronic Ignition 68 Hand throttle lever 69 Wiring for points ignition 71 Alpha wing base bar moved 2” 73 Trailing link front suspension and brake 90 Clear Fuel Filter 99 65 Litre Fuel Tank 187 Increase Seat Load Limit to 110kg



NO: BM43 ISSUE: 10


ANNEX C

WEIGHING INFORMATION

1. CG Datum: N/A

2. Weighing attitude: N/A

3. Mainwheel moment arm: N/A

4. Nosewheel moment arm: N/A ____ (units) (direction) of datum

5. Fuel moment arm: N/A ____ (units) (direction) of datum

6. Crew moment arm: N/A ____ (units) (direction) of datum

7. Crew weights: Minimum 55 kg / maximum 90 kg (maximum reducible, not below 86 kg, if required).

8. Aft CG Limit: N/A ____ (units) (direction) of datum

9. Fwd CG Limit: N/A ____ (units) (direction) of datum



NO: BM43 ISSUE: 10


ANNEX D

EXAMPLE PLACARDS (a) Flight & Engine Limitations Placard (to be visible to pilot) [Typical Examples]

MAINAIR MERCURY

MAX. ALL UP WEIGHT 370KG MIN. ALL UP WEIGHT 240KG EMPTY WEIGHT 149KG STALL SPEED 28MPH NEVER EXCEED (V.N.E.) 89MPH MIN LANDING APPROACH 42MPH MAX CROSS WIND 10MPH REC. ENGINE EGT 650 DEGC REC ENGINE CHT 150 DEGC REC. WATER TEMP 80DEGC REC. ENGINE MAX 6800RPM

WARNING THIS AIRCRAFT IS NON-AEROBATIC

MAXIMUM NOSE UP 30DEG MAXIMUM NOSE DOWN 30DEG

MAXIMUM BANK ANGLE 60DEG SPINNING ATTEMPTS PROHIBITED

NO WHIPSTALLS LOOPS TAILSLIDES OR AEROBATIC MANOEUVRES

DO NOT EXCEED MAX LOAD

(b) Fuel Limitations Placard (to be visible to pilot)

Empty Wt

Date

Kg

Fuel Load (litres)

Max Cockpit Wt (kg)

65 55 45 35 25 15 5



NO: BM43 ISSUE: 10


(c) Fuel Capacity and Type (to be located near to filler cap)

FUEL - 22 LITRES

EN228 UNLEADED or AVGAS 100LL INSPECT INTERNAL AND EXTERNAL

FILTERS FREQUENTLY

2 STROKE OIL MIX AT RATIO 50:1

FUEL - 65 LITRES

EN228 UNLEADED or AVGAS 100LL INSPECT INTERNAL AND EXTERNAL

FILTERS FREQUENTLY

2 STROKE OIL MIX AT RATIO 50:1 (d) Switches All switches are to be marked with function and sense (up = on, down = off)

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Mandatory Permit Directive 2016-008-E Page 1 of 2

Civil Aviation Authority

EMERGENCY MANDATORY PERMIT DIRECTIVE Number: 2016-008-E Issue date: 3 October 2016

In accordance with Article 41(1) of The Air Navigation Order 2016, as amended, the following action required by this Mandatory Permit Directive (MPD) is mandatory for applicable aircraft registered in the United Kingdom operating on a UK CAA Permit to Fly.

Type Approval Holder’s Name: P&M Aviation Ltd

Type/Model Designation(s): Pegasus XL-Q variants, Pegasus Quasar variants, Pegasus Quantum variants, Pegasus Quik, Quik, Quik GT450, Quik Lite, Gemini Flash IIA, Mainair Blade variants

Title: Wing – Luff Line Attachment Webbing – Inspection

Manufacturer: P&M Aviation Ltd

Applicability: Pegasus XL-Q variants, Pegasus Quasar variants, Pegasus Quantum variants, Pegasus Quik, Quik, Quik GT450, Quik Lite, Gemini Flash IIA, Mainair Blade variants.

Reason: The port inner luff line attachment webbing failed on a GT450 wing with 620 hours airtime during taxiing.

The polyester webbing loop had chafed against the chrome plated brass eyelet. The webbing wear was visible from the top side, but not from the underside of the sail.

A detached luff line is hazardous as it may go into the propeller. Pitch stability in a steep dive or in turbulence would also be compromised.

It appears that the eyeleting process has been forming a ridge inside it capable of damaging the webbing. New tooling has been introduced at the Factory to prevent recurrence of the problem.

Effective Date: 3 October 2016

Compliance/Action: Compliance is required as follows, unless previously accomplished:

1. Before further flight, inspect the luff line attachment webbings in accordance with paragraph 2.1 of P & M Aviation Ltd Service Bulletin 142. If there is no sign of damage to the webbing, the aircraft may continue in service.

2. Before further flight, inspect the luff line attachment webbings in accordance with paragraph 2.1 of P & M Aviation Ltd Service Bulletin 142. If there is no sign of damage to the webbing, the aircraft may continue in service.

Civil Aviation Authority Mandatory Permit Directive SARG Airworthiness


Compliance/Action Cont:

3. If the inspection in paragraph 1 reveals damage to the webbing, it must be replaced or a back–up load path installed in accordance with paragraph 2.3 of P & M Aviation Ltd Service Bulletin 142 before further flight.

4. Record the inspection from paragraph 1 and any necessary rectification action from paragraph 2 in the aircraft technical log in accordance with paragraph 3 of P & M Aviation Ltd Service Bulletin 142.

5. Repeat the actions in paragraphs 1 and 2 at 50 flight hour intervals.

ENSURE COMPLIANCE WITH THIS MPD IS RECORDED IN THE AIRCRAFT LOGBOOK

Reference Publications: P & M Aviation Ltd Service Bulletin Number 142 Issue 4 dated 23 September 2016

Remarks: 1. This MPD was not posted for consultation because of the urgency of the requirement.

2. Enquiries regarding this Mandatory Permit Directive should be referred to: GA Unit, Civil Aviation Authority, Safety and Airspace Regulation Group, Aviation House, Gatwick Airport South, West Sussex, RH6 0YR.

Tel: +44 (0)1293 573988 E-mail: [email protected]

Mandatory Permit Directive 2016-011 Page 1 of 2


EMERGENCY MANDATORY PERMIT DIRECTIVE Number: 2016-011-E Issue date: 23 November 2016


Type Approval Holder’s Name: P&M Aviation Ltd

Type/Model Designation(s): Various, see below

Title: Clevis Pin / Split Ring Installations – Inspection / Replacement


Applicability: All Microlights where P & M Aviation Ltd is the Type Approval Holder: TADS No. Aircraft Type TADS No. Aircraft Type BM2 Gemini Sprint BM43 Mainair Mercury BM3 Tri-Flyer Sprint BM44 Pegasus Quasar 2 TC BM4 Gemini Flash BM45 Cyclone AX3//503 BM5

Panther XL-S BM46 Pegasus Quantum 15 (Rotax 2-stroke engines)

BM9 Pegasus XL-R BM47 Mainair Blade BM10 Pegasus Flash BM50 Pegasus Quantum 15-912 BM17 Pegasus Flash 2 BM51 Mainair Blade 912 BM14 Gemini Flash 2 BM53 Cyclone AX2000 BM16 Scorcher BM54 Mainair Rapier BM17 Pegasus Flash 2 BM56 Pegasus Quantum 15-HKS BM23 Gemini Flash 2 Alpha BM60 Mainair Blade 912S BM25 Pegasus XL-Q

BM65 Flight Design CT2K

(rudder control) BM27 Chaser S BM66 Pegasus Quik BM28 Pegasus Photon BM70 Quik GT450 BM31 Chaser S 1000

BM72 Flight Design CTSW

(rudder control) BM33 Chaser S 508 BM77 QuikR BM37 Chaser S 447 BM80 Quik GTR BM38 Pegasus Quasar BM81 PulsR BM42 Pegasus Quasar – TC

BM83 Flight Design CTSL

(rudder control)

Civil Aviation Authority Mandatory Permit Directive SARG

Mandatory Permit Directive 2016-011 Page 2 of 2

Reason: Following maintenance, a clevis pin came out of the RP-4 roll trim system pulley on a QuikR causing a left turn. The split ring securing the clevis pin had come out. It is not known if the ring was disturbed during the maintenance. The split ring which came out was the same “spiral start” pattern as that which has caused trouble before (see Service Bulletin 139). This pattern of ring has no positive stop, so that simple rotation of the ring (e.g. caused by it getting caught on something) will cause it to disengage. Disengagement of the split ring and subsequent clevis pin departure could affect the control of the aircraft.

Effective Date: 24 November 2016


1. Before further flight, from the effective date of this MPD, inspect all clevis pin / split ring installations on the aircraft in accordance with paragraph 2 of P & M Aviation Ltd Service Bulletin 144.

2. If the inspection in paragraph 1 reveals any spiral start pattern split rings they must be replaced in accordance with paragraph 2 of P & M Aviation Ltd Service Bulletin 144 before further flight.

3. Record the inspection from paragraph 1 and any necessary rectification action from paragraph 2 in the aircraft technical log in accordance with paragraph 3 of P & M Aviation Ltd Service Bulletin 144.

4. Repeat the actions in paragraphs 1, 2 and 3 at each Permit to Fly revalidation.


Reference Publications:

P & M Aviation Ltd Service Bulletin Number 144, Issue 3, dated 27 October 2016.


2. Enquiries regarding this Mandatory Permit Directive should be referred

to: GA Unit, Civil Aviation Authority, Safety and Airspace Regulation Group, Aviation House, Gatwick Airport South, West Sussex, RH6 0YR.




EMERGENCY MANDATORY PERMIT DIRECTIVE Number: 2017-004-E Issue date: 15 May 2017


Type Approval Holder’s Name:

P&M Aviation Ltd Type/Model Designation(s):

Various, see below

Title: Rigging Cables with Roll Swaged End Terminals – Inspection / Replacement


Applicability: All Microlights of the following types where P & M Aviation Ltd are the Type Approval Holder: TADS No. Aircraft Type BM4 BM10 BM14 BM16 BM17 BM23 BM43

Gemini Flash Pegasus Flash Gemini Flash 2 Scorcher Pegasus Flash 2 Gemini Flash 2 Alpha Mainair Mercury

BM47 Mainair Blade BM51 Mainair Blade 912 BM54 Mainair Rapier BM60 Mainair Blade 912S BM70 Quik GT450 BM77 QuikR BM80 Quik GTR BM81 PulsR

Civil Aviation Authority Mandatory Permit Directive Safety and Airspace Regulation Group


Reason: A P&M Quik GT450 in a flying school had a partial failure of a lower side rigging cable (Part No. YQD-045) when recovering from a spiral manoeuvre, within the limits of the flight envelope. These cables are arranged in pairs, to give a backup load path. The second cable carried the load and the aircraft landed safely. This is the only recorded lower side cable failure since 1984. The partial failure was at the edge of the roll swaged terminal end. The alternative cable terminations using Nicopress sleeves and thimbles allow more progressive flexing of the cable. The incident Quik GT450 lower side rigging cables had been in use for 1050 hours and 9 years. The aircraft had been subject to an accident and rebuilt once in its life. It was also operated quite near the coast where it is probable that sea air chlorides could have affected the material. There were corrosion pits in the S316 stainless steel material which accelerate fatigue failures. CLSCC (Chloride Stress Corrosion Cracking) is known to affect stainless steel. The cable fitting was at the bottom end of the cable, where solutions can wick down it and collect. The strand failures were caused by bending and tensile fatigue because of cracks propagating from scratches and corrosion pits on the surface. All the remaining cables had broken strands at the edge of the roll swaged terminals. Some of these strands had been failed for some time, as shown by discolouration of the failure surfaces. The cable is 7 cores of 7 strands construction. Failure of a lower rigging cable would potentially reduce the integrity of the wing and hazard the aircraft.

Effective Date: 15 May 2017

Civil Aviation Authority Mandatory Permit Directive Safety and Airspace Regulation Group



1. Before further flight, for lower side, front and rear rigging cables with roll swaged terminal ends with more than 750 flying hours or 7 years of service, whichever comes first, visually inspect at the edge of the roll-swaged terminal(s) using a magnifying glass with a power of at least 3x. Inspect closely for damage i.e. broken strands, corrosion, mechanical damage or slippage. If any damage is found, replace the affected cable before further flight. If no damage is found, replace the cable within 25 flying hours. See paragraphs 1 and 2 of P & M Aviation Ltd Service Bulletin 147 including the warning in paragraph 2.

2. Within 25 flying hours, for lower side, front and rear rigging cables

with roll swaged terminal ends with less than 750 flying hours and less than 7 years of service, visually inspect at the edge of the roll-swaged terminal(s) using a magnifying glass with a power of at least 3x. Inspect closely for damage i.e. broken strands, corrosion, mechanical damage or slippage. If any damage is found, replace the affected cable before further flight. If no damage is found, replace the cable at 750 flying hours or 7 years of service, whichever comes first. See paragraphs 1 and 2 of P & M Aviation Ltd Service Bulletin 147 including the warning in paragraph 2.

3. Removal and replacement of any airframe structural cable requires a duplicate inspection - see paragraph 3 of P & M Aviation Ltd Service Bulletin 147.

4. Record the inspection from paragraph 1 or paragraph 2 and any necessary rectification action in the aircraft technical log in accordance with paragraph 3 of P & M Aviation Ltd Service Bulletin 147.

5. Repeat the inspection in paragraph 2 at each Permit to Fly

revalidation and replace damaged cables as necessary. Replace the cables at 750 flying hours or 7 years of service, whichever comes first.


Reference Publications:

P & M Aviation Ltd Service Bulletin Number 147 Issue 1 dated 10 May 2017


2. Enquiries regarding this Mandatory Permit Directive should be referred

to: GA Unit, Civil Aviation Authority, Safety and Airspace Regulation Group, Aviation House, Gatwick Airport South, West Sussex, RH6 0YR.


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