Phoenix U15 POH?

[Don]

I'm in search of a Phoenix U15 POH, later model. Does anyone have one in PDF format or know of a website that offers it?

Thanks,

[mekie]

https://www.manualslib.com/manual/939603/Phoenix-S-Lsa-Glider-02-U15.html?page=6#manual

 

[Jamie Phoenix]

Phoenix LSA POH.docx

[Don]

Thank You JamieSinus...

[Barry.h]

It should be noted: there are a few dfferent versions of the manual I have seen. The one @Jamie Phoenix posted is a European Ultralight version and it has some notable differences to my LSA manual (#21) including:

- Baggage allowance is reduced to 4kg (parcel shelf) + 10kg (behind seat). Mine is 50Kg behind the seat.

- Flap extension speed is reduced from 80kts to 70 kts.

I also saw in another version more detailed Weight and Balance information with moment arms etc. which also listed a differnt allowable CoG range. 

Does anyone have a recent LSA manual to see if these changes are for the EU ultralight or are just more recent?

Barry

#21 in Australia.

[Don]

My partner and I have purchased the last (I think) Pure Flight Phoenix serial number 67. It's new with only 5 hours on it from the factory. We will pick it up from Ed B. in Colorado after the snow melts. It's a beautiful piece of work. It comes with both a POH and Maintenance manual. The POH manual is in both metric and U.S. It has all the performance charts and also Emergency Procedures in Red Box. I hope to scan it to a PDF sometime in the future. When I get that job done, I'll post it here. P.S. the JMB factory sent me the EU version of the POH.

[Barry.h]

Hi Don,

Would you be able to share the EU version here? And have you been able to scan your POH?

Thanks.

Barry

#21 

[Don]

Attached to this message is the EU Version of the Phoenix U-15 Operations and Flight Manual. The date of the manual is 2022. This was received from JMB.

Don

Phoenix EU Version Operations and flight manual.pdf

[Don]

Attached to this message is the Phoenix U-15 Pilot Operating Handbook, for 67/2023, where 67 is the serial number of my Phoenix. The attached file is scanned pages of the Emergency Procedures, Normal Operations, Performance and W&B. Note that the W&B numbers in this version are only good for serial number 67. Your numbers will be different.

If you want to print this out, use Adobe Acrobat to print in the booklet format. It will print a 5.5 X 8.5 inch booklet.

Don

emerg-norm-perf (Merged) FINAL.pdf

[Barry.h]

Thanks for these documents Don.

Does anyone know when the baggage allowance was reduced? My POH (#21) lists Max. Baggage weight at 110lb (50kg). These new manuals list the Max Baggage at 4 + 10 kg (9 + 22 lb) 

It is also significant (I think) that my Maintenance manual quotes the operating C.G. range as 20-35% MAC. (But without any moment arm information to calculate it.) This new manual does include all the data to calculate it, but lists the operating limit (by my reading) as 27% to 32%.

I have made a Spreadsheet to calculate W&B based on this latest manual. I can't see any way to get under 27%, but it is very easy to go over 32% (single pilot, low fuel and  more than 20kg of baggage). If you limit baggage to 14kg it is very hard to go past 32%

We have always been told you can load it up as you wish with no constraints (only minimum pilot weight and 600kg MTOW), but my calculation suggest with a single pilot (80kg) and a load of camping gear, covers, travel bags etc in the rear (e.g. 25kg in the front area and 15kg in the rear area), it is possible to get over 35%.

[Jamie Phoenix]

Barry, I own PureFlight Phoenix #66 and I concur with your assessment of the CG.  I also built a spread sheet to better understand the CG range and loading options.  Single pilot, low fuel and a few extra pounds in the baggage compartment will exceed rearward CG limit (MAC) of 32%.  I think the baggage limits must have been reduced by PureFlight, since to my knowledge, all of the legacy aircraft were capable of much higher baggage capacities.  I have not been able to definitively determine what PureFlight changed that resulted in such a drastic difference, but I have an idea.  I noted that, when I removed the tail wheel, it seemed to have a lot of added weight to it, which I suspect was to counter the nose heavy tendency of the legacy aircraft.  My guess is that if the PureFlight aircraft were to go back to the original tail wheel, the baggage compartment might become a lot more useful, and leaving some extra weight in the baggage compartment, as Jim Lee has suggested, would counter the nose heavy tendencies.  As it is now, the PureFlight aircraft are hardly "touring motor gliders", since they have such a limited baggage capacity.   My aircraft was the one used a year ago at Sun 'n Fun as the display model for JMB Aircraft.

[Jamie Phoenix]

Don, I have spent quite a while going through PureFlight #66 and rectifying details that were left incomplete at the factory.  I am happy to discuss what I found with you and how I fixed things, if you wish.  

[Barry.h]

When I got my new fuselage I was advised to take the new heavier tail wheel becuase the new (post #27) elevator was lighter. My empty CoG is dead middle of the range, but I am thinking to swap back to the lighter wheel to move my empty CoG forward and give me more luggage loading latitude before the 32/35% limit. The new heavy wheel is also very difficult to inflate with the valve burried in the solid hub.

[Jamie Phoenix]

Slime valve extenders will solve the problems of airing up the heavy tail wheel.  They are about $4 US for a pack of four.  Usually available at auto parts stores or off road dealerships, like Honda, Kawasaki etc..   Just screw it on, put the air in, then put the extender back in the plane for the next time you need it.