H.I.C.H.

INTREPRINDEREA de

G.A.B.
I I AERONAUTICE

CONSTRUCT

2200 BRA
Casuta
ROM

S 0 v
No. 118

Postalia
A N I A

FLIGHT

AND

MAINTENANCE

MANUAL

IS 28 B2 GLIDER

This with

manual serial

is applicable for numbers beginning

gliders with 141

and for gliders with serial numbers up to 140, to which the Modification Kit

No.

I, was

applied.

Seri~l

'10.

117

ROMAINIAN

VERSION

APPROVED BY DSA. WITH NO. 1292.2/23.06.1978

3rd

Issue

April

1978

FLIGHT

AND MAINTENANCE

MANUAL

15-2882

INPORTANT

NOTICE includes instructions on using the 15-2882 glider, on periodic and maintenance. Information is structured into six chapters

This manual inspections as follows:

Chapter Ghapter Chapter Chapter Chapter Chapter Each chapter

2 3 4 5
6

General limitations Emergency Procedures Normal Fl ight Procedures Performances Maintenance its own detailed table of contents

contains

For ready identification, each page has t\t1O numbers. Thefirst designates the chapter and the second denotes the page within the chapter. The pilot nust kn~~ the contents of this manual. Additionally, the manual must ',~ kept permanently within reach of the pilot during all flight operations. REVISING THE MANUAL

Revisions to this manual will be issued by the 0lider 82nufacturer whenever necessary. Such revisions should, when received, be incorporated in the manual as directed and the details recorded on the appropriate Revision Record Card. The new or amended content of revised pages will be indicated by black vertical lines in the left hand margin, adjacent to the relevent text. The manual integrity can be checked by means of the mentioned record cards.

Page 61

FLIGHT AND MAINTENANCE

MANUAL

15-2882

CHAPTER G ENE CONTENTS 1.1 Dimensions and Areas 1.1.1. General Dimens ions 1.1.2. 1.1.3. 1.1.4. Wing Tails Landing

1. R A L PAGE

Gear

\
1.2 Cockpit Description and Definitions 1.3 Abbreviations Drawings:

Fig Fig

1-1 1-2

Glider Drawing, 3 views Control Locations in the Front Seat

The 15-2882 is a tandem two-seat gl ider, completely metallic, with T-elevator and semi-retractable landing gear. It is provided with flaps and air brakes (spoi1ers)4
1.1. D I MENS IONS and ARE!\S

-----_.----j
l

I .

-==

L
FIg. 1-1

--c-~~=?,J

__
Gil6ER

'!zQ()f) .
- Three

views

---._,

DRAWING

1.1.1.

GENERAL

DIMENSIONS

Span ........ Max imum Leng th ..................

Hax

17

imum

He

i9 h t

8.45m

1.87m

1.1.2

WING Airfoil Area: a. To 62% of semispan ... b. Outer 38~ semi~pan ....... 18.24m2 2.5 degrees

Wortmann Wortmann

Fx-61-165 F -60-126

Dihedral: AIR BRAKE

II
Type: Huter location: Upper wing AtlERON Area: 1.1.3. 2.56 m2 surface

TAIL SURFACES Horizontal: Stabil izer area: Elevator area:

1.37 m2
1.36 m2 (incl trim tab)

Vertical:

Fin area:
Rudder area:

0.68 m2
0.81 m2

1.1.4.

LANDING

GEAR gear

Main, monowheel, semiretractable landing Damping (shock absorber): Oleopneumatic Wheel size: 500 x 5 (Press = 2.5 atm) Tailwheel : 200 x 50 (Press = 2.5 atm) Wheel Brake: Main wheel only

L.2. The front cockpit Both tandem seats is as shown

COCKPIT

DESCRIPTION

in Fig 1-2 canopy, hinged on the right. is the

are covered, by a plexiglass canopy frame

On the left side of the metal close-open handle (red). On the right side, On the canopy symetrically

(in front of each pilot)

opposite,

is the canopy

jettison

handle

(red). wind~/.

left side,

in front of each pilot,

is a sliding

(clearview)

Control Stick and rudder pedals are standard types. The front rudder pedals are adjustable (fore & aft) by means of a knurled knob on the floor immediately forward of the stick (rotation to the right brings pedals closer). Flap control (black handle) and air brake (spoiler) control coupled to the main wheel brake control (blue handle) are to the left of each seat.

<,.-i:~,~::",,'_,._'J:.

....t..

~
"

o
,.
~_-___ ~---

. .
"

....
"

./.

,., ,,'"
./.

,-'

/
/c..:.::.::.....:.;:::.~/ ~-_.-.;,
--- \....- t --

-:-.,.

Y"

// ~y/ c
<'

~~.,' /~.

~
/1'

~~~~

, Air scoop contr'ol

. R"r~der ~... .. ''''d,'''trr-.-''''' l. .,l~~ , vJ J -"" .".:, .. n"",+-..,,1

L. :,. ,_

,J ...

.............. ~- ~ -. ,
-,

.4' .. :,,~.~.<" -;'/'~'" /'

---.JI

~ll '/'1/'
0 S t~"
~ ///

.;.' ..c:"'/ .~/

s"f"'"

~
/

,.t

,/~~~

~~""

'''-..,,;

, //

q
II /

Bu

,;,:;;:...-~ , ./ C~ .. /'" ~/ ~/71 / ) ! ..,' " /'" ,,//~

\ <::. ,,:)

__

{-..'

,/

/. ,.'....---.-. '-:-~~-~.-.~ ", I'''' '-':-', ,M,,, ~ //./ ' J,(,::" ):' ,,>,:\ f "'., ,,>" ': f "~;-.. flll/h' ,) \,
i: :) /~" ;", ''\
~ ././"."'~' "'"';" l'~ ,'., -~-.)-' \1\
f" 1 ','"

l'/

~f '1

"

;. '

',.'

~("',~,

'"

\ \\\

\\

'\

\) \

/
,

'

/ /1/1

!". ,... .-.

\.>l '"j
, ....

l--"- T'-~-', ./

H
CJ;

-~.-.~ \ lj)/~-:~~':"':~\;::~~~r\ ~r+--~~>(' " ~/ // 1 Inh ,} Ii' ! I.}~" , I ~ ..

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// //
, 1 \ '. ' \. ~,"

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....:

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~c.

c:
t;;:'.:

(;l

.end wnce.l~ ~ . , bro.ke control

/'

/'/\ ,\' '~I /,,'- \' ;-.., I (r

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1.1

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r ,,;/,,I ,"',~,,~, ,'.,/',,/,':{; ,J ... , ;: I\ ... .,;-'..'; ~,. 1;/:,1, "'.>,~.,~.J: ,< ,., I /'lj ., Ii
~

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.]ett:!.son , .

:;

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v

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'frim tab /' control

trol

1/ / I.,
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1-2

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The flap has five settings:

----

+1 +2 +3

00 deflection +50 +100

-1

+150

-50

(upward deflection) forward of the spoiler control.

Tri~

tab control

is located on the left side, control

Landing

Gear Retraction

is on the right of both seats

(forward = up).

Tow Release

control (yellow T-handle) is located on the left side of the front instrument panel, and on the left wall of the rear cockpit. control is on the upper central portion fa the front instrument panel.

Ventillator Ballast

Box is located

on the floor just

forward

of the front

Stick.

1.3
OSTIV FAA IAS Organization Federal

ABBREVIATIONS

AND DEFINITIONS Internationale du Vol

Scientifique

et Technique

Voile

Aviation

Administration

Indicated

Air Speed = Airspeed indicator reading with instrument correction, but without correction of errors from the speed measuring system. Air Speed = Total IAS

CAS n

Calibrated

+ correction

of static

source

system

errors.

Load factor. - Mean

lift referred chord

to the glider weight.

CMA = HAC

aerodynamic

CHAPTER LIMITATIONS Contents:

Page

2.1.
2.2.
2.3. 2.4. 2.5. 2.6.

Certification Speed Limitations Airspeed Indicator markings Load factors and limit weights Maximum Weights Balance Permissible Maneuvers Special Instructions Placards

2.7. 2.8. \ 2.9.

2.9.1.
2.9.2. 2.9.3.

2.9.4.

Limitations placard Aerobatic Maneuvers Speed Placard Warning placard for maximum luggage weight. Control Identification Placards

2.9.4.1.
2.9.4.2. 2.9.4.3. 2.9.4.4.

Spoiler and Wheel Flap control Trim Tab control

Brake

control

2.9.4.5.
2.9.4.6. 2.9.4.7. 2.9.4.8. 2.9.4.9. 2.1. CERTIFICATION The glider versions: is certified dual control solo control FAA 2.2. aab SPEED LIMITATIONS
V 67 lts V 89 rough VIe Vne 124 V 75 kts 70 Max Vw Vt Never exceed air speed speed

Landing Gear Retraction control Canopy Opening and Canopy Jettison Tow Release control Front Air Scoop control Main Wing Junction Lock - direction Miscellaneous other markings.

in accordance

with

OSTIV

1971 regulations,

in the following

utility category aerobatic category (with weight additional requirements

limitations)

b peed tended strength

/0- -

2.3

AIRSPEED

INDICATOR line at

MARKINGS 124 kts kts - 38-89 kts

RED radial

YELLOW arc (caution range) GREEN arc (normal operating range) WHITE arc (flap operating range)

- 89-124

- 35-70 k~s

2.4.

LOAD

FACTORS

AT

liMIT

WEIGHTS

At At 2.5.

all-up all-up

weight weight WEIGHTS

of of

1301 1146

lbs lbs

(max (max

Gross) aerobatic weight) ..

+ 5.3 g, + 6.5 g,

-2.65

-4

MAXIMUM Maximum Maximum Maximum

gross weight (max all-up) (dual) aerobatic weight (solo) ...... weight in luggage

...

1301
1146

lbs
lbs

compartment (without exceeding max gross) is responsible for correct

44

Ibs

(incl

02

tanks

NOTE:

The

pilot-in-command of the glider CG MAC

loading 2.6. BALANCE Forward Aft

(Manufacturer's CG CG Limit limit

limits)

22%

= 9.787"

= 47% MAC
flight

=
from

20.9111

from from

datum datum

WARNING In case lead of

Solo light

front the on

seat glider the when

~ within seat CG limits, useadditional of stick.

pilots~ tray

to

keep

ballast

in the

provided solo flight

front the

floor weight

forward (incl

Ballast is less

is required for than 183 lbs. shall 2.1

pilot

parachute)

Ballast weight(s) as shown in Table

be

added

depending

on

Pilot

weight,

(incl.chute)~

TABLE

2. I

'Pi16t's weight +

+ parachute
-~
--",_
.

Ballast ',weiht
~
~",
"I -

Ba.llast locat,io.n
-J

-,--------~--'__ : ~.!._. __,,_L /~-~-,--,.-._;-'-_,

->'_"-' . -.-~ ~ __

.. _
.~_~~_

.J.

',c .J u - ~...-, - 18~ Ih '7"

I'

"j
~

~,

u ~~l~' u." .. II Q 8 ;'-.. --- '"1 ~,~

. 75'-;7f3' -~_~;-,". _.J. ", 1 (1-172

It
.L. -

(f.

e-.-

8
~ ~

.....

. 17 ;;
,

,.
J

_/

;~.~2~~ ~ /-~i -:V-':'~;:---:-_"\..

~_....:. .... ,_. ~~~

11:,~ )
ft~~

-16 ~ 1 b ~I
<'

"
L , !

14 o ~
,"c

"-,.,.''/ .. .;., ',' ~ .'--.,.. - .. ,

-, ../ 0...:,::..
..L

u. 1_
I' .

I'

L_"~='_/_:-;~~~::;;~: __ [:.' :'~~:-_, :

. _ .."",.o.r.- ... __ .

I""., /----:-~--.---_.---~. \
,/
1 " . ,/

_
~ .....

'5-r; 6 rJ-))
2.7.

..:.:'.J.- ,~, D. --'_"'" ]"~ 11) 11

'_"'" ._ ........

21

1h - '-'..
are

/V-(;-;.-;~::-/-~-.~~-:'\ i _ /_._/...--::...\.! .~'..=-~'..::::'~:_':. _' ..

PERMITTED

MANEUVERS

the

following

aerobatic

maneuvers

permitted:

Spin loop
Stal1-turn(wingover) Ro 11

2.8.

SPECIAL For winch

INSTRUCTIONS launch of or 1102 aerotow, lbs the t~~ing (or cable (rope) shall contain

a weak-link

strength

less).

2.9.

PLACARDS 2.9.1.

The glider

is provided

with

the foll~~ing

placards.

LIMITATIONS

PLACARD

(painted

in red)

II
4-.A.

[-,11T J\ R I
I

ll' 'l-'-'-I"'~I"" 1/\/1 j h LU l'~:)'

1

.. I'i '/1111<no.lS . l\m 1,/t

., mon ,II il

~ f'IE

,,,)-l{

'J IL't I'tJ I 2.,--'0 -, -1'? I 'J' 0' 7

,:811G7
5- .. ~

891103.

'0"

I I 871 I '\1-127 I Gr-' I 78 .

1LtO I 7:)

2.9.2.

AEROBATIC

MANEUVERING

SPEED

PLACARD

(painted

in red)

AER08l\TIC8~~~TRYIAIRSP~E_E_D [I h c I
;, I iJ-.J1ut' -" r ( IfJ;) f "

SPIN
LOOPING

I ,.

70 I 38\

L.3

1-170192j106

TUm!

1170 I 92 1106 I
81 r 93-

ST ;\LLTURI'1I1SQ!

,;\

'fl. .

,..-----------,
G max. b~ ,,~o vSdJM/\~IL1Ur/1 6AGH.e,
lO AD

,nn ~:, L.U il'J

1

4!~lb

/1

PL-v

cont 1'01 -----

i~l bh}c).

Retractc:1

air

+ Bctunted

brake

t="

-,.n j;.'0~

r"""~; -'< '" (~_-)_L-'--..Leru

1-""""''; - ~ ";:~\j._l..no

3.

C> T' Sc...Lla

1 nG.'-"l) ~. ,,-

+ C

I I

Ret~bc~~~ alr br~ke

'\

i ,
,J

:~~-'D T'l r + ~

I...~'-'J, d . on ~

':ir-sction

~~or ','.heel lJc2kc

contcol

I/~ ]
Extende.:l

fl[;p

[Ir
:::;'et+l' nu _ v W deflection + ':'; =
,.#

C,ett-..l.,:,'C" +:; = :=:.ett';. ,-,Cf +;; "'-40"".-' -~:..:---

::: -C',pt,t'; -0 0 ::: ~ettl' -0" - ..... -

~\:... --; ..:,..~-

+150 deflection + 10

deflectio.:',
+ 5(:'

r;.eutr21
position

...... '" ..... "- ..... ' ,n ".,' r_ ~ ~- ",-, 01

-. '-' ,-. Y', (gr:::> c>J.l cola

....- :-,~) \'" -..........

1'iT:

j;'.0",C'! e,.

,. - -

'\-r:-lli ~ r;jG~Ild_'..H
~":"..t. ', .."
..l. .:

- '

Di vini; pas i ti 0:-1

::ontrc2- (t12ct
r
J f

cclouI'oJ. )

"

Retrected

~xter,dcj
geQr
:RCluJIUC gc[\r

'I
..~

lan~Jinf"

2.S.4.5.
( r e ~1 c 01 0 u r e j

DESCHIS

Ac tUG te
indicated

in

tI-~e
~I...J ~ .:. .1

i\C

tUB t.e
("l.

for

di.rsction C~r'on"J v n-r'lY',r (.....: }-- ~..... .:. C

indic~te~ Ji~2C~io~s
~0
-,.,.

i r:

t;10
J,-,
' C".
J..

r ~ .10 i-\) (;
r.'t

....-"iT

v v

-+

l :)0 J l
,.. .,."

Release by pulli~g

f~
~~ r\LU _ _a--~~ LOCK~D
1

re[ule. t].on

t I ,

..

J
ij

t'

,
')

Lock and unloc~:

3C C 0

:~.J n[~ to the

lirecticLs.

inJicrlte:l

~!\I'l OCI/:_,;1
~.-...,.

oj

ISstU -

Po[;e.2.iO.

2.9.4.9

OTHER MARKINGS

a.
b.

Near the landing gear wheel .... On the landing gear ol~o-pneumatlc damper . Near the tail wheel .........

2.5 Atm (35 psi) 60-65 Atm

(840-910
c.
d.

psi)

e.

On the rudder, 81 cvator a:H: flap Leveling points and static pressure

2.5 Atm . DO NOT PUSH sources are marked.

05

ps i)

CHAPTER EMERGENCY

.----LAND HiG

P~CEDURF.S
GE.D..R

\
3.1. LANDL~~

~~IIJ1_ RETYACTED

When the landing 0ear cannot be extended, the pilot can land safely, because the unretracted portion of the wheel remains far enough out to provide the necessary fuselage clearance for roll-out. Inasmuch as the shock-absorber is nonoperational when in the retracted position, gear-up landings should be made on smooth ground and as slowly as possible, consistant with safety. It is recommended: a. Land with +3 flaps (150 deflection). b. Approach speed - 46 kts c. Recovery (round-out) as low as possible 35 kts (spoiler shut) d. Contact speed - approximately
3.2. SPIN RECOVERY

The glider can commence to spin as a result of pilot errors. In this event, apply rudder opposite to the direction of rotation and apply slightly forward stick. When the spin stops, recover from the ensuing dive by gradual application of rearward stick. The altitude loss per turn in a spin is approximately at spin recovery is approximately 81-86 knots. 260-295 feet. Speed

3.3.

EMERGENCY

EV,l\CUAT I O~l OF GLI f)ER

In the event the glider must is jettisoned as follows: a.

be abandoned

during

flight,

the canopy

Simultaneously push forward the canopy opening of the cockpit, ~nd the canopy jettison handle symmetrically located to the right.

handle to the left (painted red)

b.

Push upward on the forward end of the canopy such that the canopy can be carried away by the wind. The clip fastening the canopy lanyard gives way automatically, completing canopy jettison. Unfasten seat belts. Depart the glider by the glider position and gyrations. as quickly as permitted

c.

(J

CHAPTER

NORMAL

OPERATING

PROCEDURES

q.l.

PKEFllGHT After

INSPECTION the glider, inspect at least the following points:

cleaning

b.

a.

Wing attachment fittings. Control -surface clearances Flap and spoiler closure and clearances Condition of skin and riveted joints Horizontal tail attachment and clearance. landing gear and shock Air scoop condition the following absorber condition

c. d. e.

f.
g.

+ pressure

in main and tail tubes.

Check a. b. c. d. e. f. g.

in the cockpit

(both seats):

landing gear retraction control lock Spoiler control lock Flap control operation Trim tab operation Stick movement and associated clearances Rudder pedal operation. handle Note the possibility of t~e rear rudder pedals catching on the side(s) of the front seat. NOTCH. lock .. seal wire. PREFLIGHT CHECK ~OUTE

Jettison

1;;1

~.2. ACCEPTABLE
The glider a. b. c. d.

DAMAGES

FLIGHT

STILL

PERMITTED it it shows the following damages: position.

may still be accepted

for flight

The landing gear cannot be retracted, but is locked in the "down" Small dents in the skin resulting from blows/rocks, etc. Cracks in the canopy, but not exceeding 4"; lack of windows. Breaks in the control surface fabric, not to exceed 211 shall be consulted prior

In the case of other damages, a specialist to accepting the glider for flight. 4.3. OPERATING 4.3.1. PROCEDURES DURING FLIGHT

CHECKLISTS 4.3.1.1. PRIOR TO TAKEOFF 1. 2. 3. Additional Seat belts (aerot~') by pilot's fastened weight

ballast, as required and shoulder harness

4.
5.

6. 7. 8.

Spoiler control locked Flap control locked at "0" position Trim tab control set Control (stick + rudder) operation normal Instruments checked Altimeter checked and set Canopy closed and locked Tow cable connected and release Wings levelled (aerotow) wings horizontal (pattern clear) tested

9.
10. 11. 4.3.1.2.

TAKE-OFF 1. 2.

Initial roll .. elevator neutral, Take-off speed 38 knots TAKE-OF~ (aerotow) set to minimize

4.3.1.3

AFTER 1. 2. 3.

Trim

tab control

stick

oressure.

4.

Landing Optimum Maximum

gear retracted (only after aerotow speed = 59-62 kts aerotow speed = 75 kts

tow release)

GHT MinimumFREE FLI speed (135= 0) or +150) sink Dual OptimumBEFORE speed(flap = ft/min) . glide LANDING ..... Dual 4.3.1.4. 3 airspeed 4.

= 35 46 kts = 38 kts 54 kts Solo <= 51 kts = 43

4.3.1.5.

1.

1. 2. 3. 4. 5.

6.

Landing gear extended and locked Flap control at +3 (15 deg deflection) Optimum approach speed = 54 kts Minimum approach speed = 46 kts Trim tab control set as required Final glide slope set by actuating spoilers

as required

4.3.1.6.

LANDING 1. 2. Normal landing speed Wheel brake actuated LAUNCH TAKE-OFF ballast as required by pilot's weight. and shoulder harnesses fastened.

= 35-38 kts as required .

4.3.1.7.

WINCH A.

BEFORE 1. 2. 3. 4.

Additional Seat belts

5. 6.

Spoiler control locked. Flap control set at #2 (+100) Control (stick + rudder) normal. Trim tab control neutral. Instruments checked. Altimeter checked and set. Canopy closed and locked. Tow cable connected and release Wings level (pattern clear). checked. Use CG hook,

7.
8.

9.
10. 11. b.

TAKE-OFF 1. 2.

and CLIMB

3.

Initial climb slope at 43 kts. 54 kts. Optimum climb slope at Release: a. Hand actuated b. Automatic override Note: Remember to unload (relieve tension on) the cable by lowering the nose slightly before releasing. DETAilS TAKE-OFF (aerotow)

4.3.2.

FLIGHT

OPERATION BEFORE

4.3.2.1.

Install the required ballast in the boxes provided on the floor forward of the control stick, depending on pilot's weight. (See Chapter 2, table 2.2) After fastening and adjusting belts and harnesses, actuate the control stick and rudder pedals, checking for normal and smooth operation. Actuate the spoiler control, checking its smooth operation and, when retracted, that it passes over the locking detent. Follow the same procedure for the ~ control, which - after being checked in all positions - should be locked in the 110" position. Check trim tab operation. position. Set in a slightly "down" (forward)

Inspect the instruments and adjust the altimeter. Check the general condition of the instruments, position of the pointer and instrument reaction when touching the static source(s). Close the canopy and verify it is securely latched.

Connect the taN rope to the nose release. Test (by pulling) security of connection. Point axis of fuselage toward the taN plane. Raise the wing ...wnen pattern is clear.
,1

4.3.2.2.

TAKE-OFF

(aerotow) level

During the initial take-off roll, keep the wings and maintain the glider aimed at the towplane.

Apply forward stick to raise tailwheel from runway, revert to neutral stick after tail lifts free. After accelerating to approximately 38 knots, lift the glider from the surface by application of slight back stick. 4.3.2.3. AFTER TAKE-OFF (aerotow)

Haintain the correct position behind the towplane. When the towplane has achieved a constant rate or climb, adjust the trim tab until the proper (neutral) stick pressure is achieved. The landing gear may now be retracted. Note: Gear retraction on semi retractable 91 iders such as the 15-28 is acceptable. However, the better practice is to leave the gear fully extended and locked until arter tow release .. to reduce by one the number of things to be remembered by an already busy pilot in the event of a low-altitude tow emergency (e.g., broken rope). Optimum aerotow speed is 59 - 62 knots. At this speed, the controls are easy to handle and their efficiency is very good If, for whatever reason, the aerotow speed falls belo\~ 54 kts lower the flap to the +1 setting ( 50 deflection). Actuate the release handle to its full travel. Continue towrope

to fly in the same direction as the towplane detach~ent has been verified. 4.3.2.4. FREE FLIGHT The 152882 has good maneuverability, near the stalling spee~.

until

even at low speeds

The stall warning starts with vibrations at approximately I knot above the stall speed. No uncontrollaJle tendencies occur in straight stall. The stall is not dangerous, even in banked turns, control being regai~ed by sl ightly releasing the stick. The maximum glide ratio is attained at an airspeed of 51 kts (solo) or 34 kts (dual). 'linimum sink speed is attained at 43 kts (solo) or 46 kts (dual). To achieve tighter thermal ling radii, reduce the stall speed through appl ication of #1 or #2 flap settings (+5 or +10 deg) In high speed flap position The glider flights, as benJeen thermals, the negative can be used effectively at speeds above 86 kts. pc12r is shown in Chapter 5 (Fig 5-2)

speed

13

4.3.2.5.

BEFORE Before

LANDING the 1as t turn to fina I (on base), extend

and lock the landing gear. Depress the chrome gear-locking button to release the detent .. pressure on the locking detent may be eased by pushing the gear operating handle sl ightly forward. Pull the gear operating handle to the rear until the detent latching sound is heard in the rearmost position. Check that locking occurred by moving the gear handle slightly fore and aft. A safe landing can be performed even without landing gear extension .. therefore, DO NOT struggle with forgotten gear extensions which are suddenly remembered just prior touchd~~n (the thrashing about may cause an accident). After having turned onto to +3 (150 deflection). The optimum is 54knots. final approach, extend the flaps

approach speed with spoilers fully extended The minimum speed on final approach is 46 knots.

During approach, set the trim tab for neutral stick pressure at the desired descent slope and speed, adjusting the glide slope by gradual application of spoilers. 4.3.2.6. LANDING At a height of approximately 15 feet, perform the round-out. At appr9ximatly 1.5 - 2 feet AGL, commence to slow the glider by slight backpressure on the stick. Under these conditions, the touchd~n speed may lower to approximately 35 knots ... just barely above stall. Extend the spoiler completely during roll-out. Actuate the wheel brake as necessary by pulling fully rearward on the spoiler handle. 4.3.2.7. WINCH LAUNCH

The tow cable, provided with weak link, is connected to the rear (CG) tow hook .which hook is used only for winch launch, never for aerot~J. Cable handler should check for correct connection by applying tension to the cable. Set the trim tab in the neutral Extend the flap to +2 or mid position. for rapid lift-off.

(100 deflection)

When the take-off roll commences, maintain the fuselage horiz~nta1 (fore & aft) by pushing the stick sl ightly forward. After take-off (35 - 38 knots), maintain the glider in the same horizontal attitude until the speed has increased to 43 - 46 knots, then pull the stick rearward toward mid position to obtain a stressed climbing slope. The optimum cl imbing speed is 54 knots. When an angle of approximately cable and the ground, 75 is attained occurs between automatically.

the winch

release

Manually controlled release may be effected during any portion of the launch by pull ing the release control (yellO\'i handle). Remember to llunload" the cable by slight forward stick movement just prior to pulling the release handle.

4.4.

SPECIAL

FLIGHTS CROSSWIND TAKE-OFF AND LANDING

4.4.1.

The glider can take off and land without special piloting problems, even for crosswind components exceeding 11 knots. The normal piloting technique recommended is to carry the winm~ard wing low and apply downwind rudder. The limit up to which crosswind take-off or landing can be performed, even at speeds exceeding 11 knots, depends heavily on the pilot's skill and experience. 4.4.2. \ FLIGHT IN CLOUDS

Glider flying in clouds is prohibited in the United States since a prescribed altitude (by Air Traffic Control) cannot be maintained in areas which may be co-occupied by power aircraft. Elswhere, glider flying in clouds is acceptable if it meets the local national regulations and if the glider is equipped with the following instruments: Airspeed Indicator Turn & Bank Indicator (Gyro) Altimeter Compass Variometer During cloud flights, avoid areas of icing, hail or excessive cloudiness

If control is lost or if the Air Speed Indicator or the Turn & Bank are damaged during.cloud flight, the pilot must leave the cloud as soon as possible. In such a situation, all controls must be brought to the neutral position, except spoilers fully extended. oximately straight-ahead the stick should be slightly forward and the Such a maneuver will bring the g1 ider to apprdescending flight without excessive speed.

4.4.3.

AEROBATIC

MANEUVERS

For aerobatic flight, check the secure fastening of all items, especially the cushions and belts in the rear seat if it is not occupied. Before performing aerobatics, the pilot must adjust his seat belts.

The glider must be trimmed to 54 knots. Various maneuver entry speeds are then obtained with the stick. This permits the glider to recover itself to normal flight if a confused pilot will simply remove his hands and feet from the controls for a short period.

4.4.3.1.

SPIN

Execute 1.

a controlled

spin as follows:

Reduce the speed gradua lly (flap at "Oil) and wi thout raising the nose above the horizon excessively. At approximately 39 knots, desired direction of spin. apply full rudder in the

2.

,I
"

3.

When rotation and wing stall occurJ apply full back stick and ap~ly stick in the direction of rotation. By maintaining the controls in this position (Rudder too) the glider performs a stabilized spin. The position (attitude) and speed during rotation depend on balance. At aft balance, but still within CG limits, the nose is up and the speed is lower. At forward balance, the glide will, after 3 - 4 turns, accelerate and recover istelf from the spin. For recover from a spinJ apply rudder opposite to the direction of rotation and apply sl ightly forward stick. Rotation stops, the glider performs a normal dive and pulls out easily. The lag in spin recovery control is less than 1/2 turn and depends on balance and the number of performed turns. during will pull-out is approximately a controll(

4.

The speed The glider controls. 4.4.3.2. LOOP

86 - 92 knots.
spin with crossed

not execute

The optimum

speed

for executing

a loop is 92 knots.

After reaching the entry speed, gradually pull the stick rearward, avoiding reaching the rear control stop. In the inverted position, speed is at a minimum. Easing the stick slowly forward provides for rounding out of the loop on its upper side. Gradual re-application of rearward stick completes the loop. The speed at end of recovery depends on the manner in which the pilot has performed the lower side of the loop, and will exceed the starting (entry) speed by 6 - 8 knots. 4.4.3.3. WINGOVER The (Stall-turn) entry speed for the wingover is

recommended

92 knots.

Start the sideways rotation by gradually applying rudder in the desired direction of turn at an indicated air speed of approximately 70 knots. After reaching the entry speed, gradually apply back stick until the nose of the glider has attained an upward angle of approximately 70. Then, gradually apply rudder as above. After the wings have rotated approximately 450 into the turn, apply the stick sideways, opposite to the direction of rotation to prevent inverted flight caused by the additional lift of the outside wing. When rotation is nearly complete (180) and the nose has dropped ear~,"j2rd, neutral ize all controls. The 91 ider recovers easily from the resulting dive. The maximum speed during recovery depends on pilot but is generally equal to the entry speed. skill,

4.4.3.4.

HALF ROLL The recommended entry speed is 81 - 86 knots.

T he climbing angle and the rotation speed in the wingover (made without using opposite stick) is performed so that the resulting inverted flight speed is approximately 48 knots. Higher inverted speeds 'can lead to excessive shen finishing the exit half-loop. The speed during recovery should be approximately that experienced at the end of a normal loop. 4.5. POSTFLIGHT INSPECTION an aerobetic flight, it is recommendE with the specifications contained

After finishing any flight, but especially that the glider be inspected in accordance in paragraph 4.1.

CHAPTER
PERFORt1ANCES

5.1.

GENERAL

The folloy-dng performance Solo Dual

data and =
11L;G lbs

restrictions
max

refer to the ma~d1"'1url weights:

&

Aerobatic

(Utility)

1301

1bs max Note: Speeds in this chapter are CAS.

5.2.

~AXIMUM

GLIDE

RATIO 51 knots 54 knots solo dual solo dual

The

IS-2882 maximum glide ratio is 34 at:

Rate of descent

for maximum

glide

ratio

is: 161 ft/min 169 ft/min

The calculated glide polar is in Fig 5-2. 5.3.

MINIMUM SINKING SPEED

ratio vs speed --

curve

is in Fig 5-1, and the calculated

The minimum

sinking

speed

is:

43 knots 46 knots

solo dual

5.4.

MINIMUM

SPEED

The minimum The minimum 5.5.

POSITION

speed without speed with

flap

(at Max Gross = 1301 lbs)

#3 flap

(+150 def1)

= =

38 knots.

35 knots

ERROR

The correction values due to position error for the airspeed indicator pressure system, are shown in Fig 5-3 and 5-4. depending on the glider flight configuration (spoilers and/or flaps).

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CHAPTER

MAINTENANCE 6.1. CLEAN IliG Keeping reduces easier. 6.1.1. the glider clean is important to its general condition. Cleaning the possibil ity of corrosion and makes inspection and maintenance

CANOPY The canopy is to be cleaned of dust and grit by flushing with large quantities of clear water, using a soft cloth, sponge or chamois. Dry with a clean, damp chamois. DO NOT rub with a dry cloth the plastic surface. (or paper) since' the dust may scratch

Oil and grease should be re~Dved by washing with a mild soap or detergent. After washing, rinse with clear water and dryas above The mat areas can be cleaned cloth or cotton ravellings. CAUTION with IIPlexipol" water, using a soft

- Do NOT use organic solvents or oil-bearing products, since they will soften and crazecrack the plastic.

_6.1.2.

PAINTED

SURFACES

Painted surfaces may be kept bright by washing with water and mild soap or detergent, using a soft cloth, sponge or chamois. After washing, rinse with clear water and dry with a clean cloth or chamois. Any type of paste or polishing liquid may be used for polishing painted surfaces. (Caution: The paint isnlt all that thick, so donlt rub through I!!!). 6.1.3. COCKPIT To clean a. b. c. INTERIOR the cockpit interior, proceed as follrnvs:

Brush or vacuum-clean the upholstery to remove dust and dirt. Oil spots and stains may be cleaned with house-hold spot-removers, sparingly. Scrape sticky material from fabric with a dull knife, then spot-clean the area.

6.1.4.

WHEELS

Wheels must be washed periodically and examined for corrosion and cracks or dents in the wheel castings. Sand smooth, prime and repaint or repair minor defects.

'? \

6.2.

GLIDER 6.2.1.

ASSEMBLY GLIDER

AND

DISASSEMBLY

ASSEMBLY and pins. Lubricate

5efore assembly, clean all fittings with a light coat of vaseline. 6.2.1.1. WING MOUNTING

The fuselage-wing junction consists of four cylindrical guide pins located on the fuselage, and of two central, tapered, fixed-in-place bolts located on the right wing spar fitting (Fig 6-1) which are actuated simultaneously by a special wrench.

Fig.

6-1: FUSELAGE-WING
JUNCTION DETAIL

c
Co

c..

Either wing may be mounted first. Each wing is brought to the fuselage (wing horizontal) by three persons (two at butt, one at tip), then are mated to the fuselage alignment pins. To assist in mating the two spar butt fittings, use the special tool shown in Fig 6-2, which is furnished with the glider.

By turning the spar butt junction wrench (fixed in PlacJ~ extend the tapered bolts into the correct position. CAUTION: Do NOT employ any for of wrench extent ion or persuader to the junction wrench. The wingtip holders jiggle the tips up and down to ease extension of the tapered bolts.

Fig

6-2: SPAR-MATING

TOOL

..

The spar butt junction wrench must be locked in one of the notches provided for the purpose and pinned. CAUTION: Take precautions to prevent jamming the aileron, flap and spoiler connections during mating of the wings to the fuselage. After the wings have been secured in place, connect the control couplings are quick-release, ball-pin type and must be locked with safety pins. After the wings have been mounted and connected, the wing and turtleback fiberglass fairings. 6.2.1.2. HORIZONTAL TAil MOUNTING stabilizer 1. 2. 3. can be in three positions: mount

The horizontal

Completely dismounted Folded along the fin Mounted in the flight

position.

To mount the horizontal tail assembly (Fig 6-3) from the folded position, raise the stabilizer tips until their butt fittings match between the double fittings on the fin. Insert one of the locking pins. When the stabilizers are near the horizontal position, take care that the special T-shaped fitting on the elevator pushrod (behind the fin) couples properly with both elevators. If the coupling is correct, no abnormal ---resistances are met when raising the stabilizers and after inserting the locking pin; the elevator must operate normally and smoothly. WARNING: Do NOT force the stab; 1izers.

Insert the second locking pin and check The system is designed to automatically elevator and trim controls. Mount Fig 6-3: the fiberglass DETAilS fairing between

its securing. cr.uple the

stabilizer

and fin.

TAIL JUNCTION

6.2.1.3.

TAil-DOllY

MOUNTING

Attach the removable tail-dolly to the rear fuselage at the fin leading edge, assuring a ~ fit on the fin.

For attaching, raise the glider tail by means of a bar passed through the raising tube. Fasten the dolly upper half to the lower part by the two latching clips (Fig 6-' 6.2.2. GLIDER DISASSEMBLY is performed in reverse of the assembly order.

Disassmbly

When detaching the spoiler pushrod, unlock the cockpit control to release tension on the pushrods to facilitate uncoupling. All coupl ing fittings (locked portion of the couplings. in place) remain in the fuselage

\
\ MOUNTING

\
\

\-----~-"l .' .~~0

_

..

~//

WARNING 'Do' NOT fold the stabilizers downward unless the taildoll y is in place!!!

6.3.

MAINTENANCE 6.3.1.

REQUIREMENTS INSPECTIONS INSPECTION - is performed whenever the glider is prepared for flight activity. This inspection compliance with is performed Para 4.1 in

NON-PERIODIC 6.3.1.1.

DAILY

6.3.1.2.

SPECIAL

INCEDENT

INSPECTION

ThGs inspection is performed whenever abnormal events have occurred, such as transport accidents, off-field landings, hard landings, abnormal operation, etc. When performing these inspections, particularly insist on careful examination of elements which may have been overstressed or to which damage or abnormal operation may have been appl ied. After excessive stresses, inspection shall be performed to all vital elements (wing junctions, tails and adjacent structures, fittings, control connections and surfaces). Inspect at the same time for any distortion of paint or skin which could indicate possible local overstressing.

Fig

6-5:

LUBRICATION

POINTS

Details

of lubrication

procedures

are located

in the control

diagrams. with gasoline

lubrication points must be cleaned of dust and old grease by washing or other organic solvent. After washing, apply fresh grease. Use M.I.L. - G. 7711 or other equivalent lubricant.

6.3.2.

INSPECTIO~ Maintenance C
R
RK

AND MAINTENANCE and periodic

SEQUENCE inspections have the following sequence:

100 hour inspection 200 hour or annual inspection Overhaul after 400 hours or 4 years

of operation.

During the lOO-hour inspection, perform a minute inspection of the glider and lubricte all points indicated in the diagrams contained in this chapter. During the 200-hour/annual inspection, perform all measures the lOO-hour inspection. Additionally, measure all control deflections for proper rigging. The 400-hour overhaul is performed or by a specialized and authorized approved repair manual. by the manufacturer workshop, according as in surface

at the facta to the r U

c,~'Y ,,-"~\,~ ....

7",L.X.-'1

The gl ider safe life is provisionally indicated as ~hours and/or +5600 landings. ,/ 1/" ,-,L ", .Ii, I/,/l// ~'~ -C'rT \ i, I

:25, cue;

The only a~semblies in the glider construction which have a limited safe 1 ife are the tow releases. According to TOST specifications, the releases are dismounted and sent for overhaul/rebuild after 2000 starts and 3 years of operation. For aircraft instruments produced by the PZL company, no total life is indicated. 6.3.3. ADJUSTMENT The adjustments performed by the manufacturing checked during annual (20Q-hour) inspections. Control surface deflections shall be measured plant shall be

to check

the values

indicated readjust. Total a. b.

in paragraph

6.5.1.

If these do not meet

tolerances,

control

clearances

shall

be less than: to obstacle: Elevator Ai Ieron

From end of control From rudder pedals

stick

= 4 mm . rnm 4

to obstacle:

5 mm

To measure the clearances, lock the control surface and measure the stick displacement in the direction of movement. Measure the following clearances: = 5 mm To flap .. To landing gear = 8 mm The flap clearance is measured by locking the flap control from the cockpit and measuring the flap trail ing edge displacement. The landing gear clearance is measured by locking the retraction control in the 11retracted" position and measuring the sheel axle displacement (glider is jacked up on blocks during measurement). If the measured clearances exceed the prescribed values, the control in question and relace the worn parts. dis~~unt

6. 3 . 4 .

l u ~'-C!-.lJ..9~
Lubrication points and schedule are shown in Fig 6-5.

FLIGIJ'l'

AND L1i\INTENAiTC?

AANUh. L

L]-28!32

.".

FIG.6-4

o
1.
2. 3. 4. 5.

100 h o.\Jr 1iT_~"!,,i''''::}bricH'eio U

lubricator Bear retraction g2nr wh0cl fork shaft shaft

en

Shock-absorber

Landing Landing

control

ax~e

Retraction Tailwhocl

6.

Releases

7.

Rudder Elevator

control

SYSt0~

8.
9.

centrol

3ystcn

Ailerons contr31

c.

. 11. Flaps control sJstem

12. 13. 14.
15.
Fuselage

wing junct:ic.n fittings

Control pulleys and cables

Control Canopy surfaces hinges hinges

16.

Greasing
"

dc:tails are shown

in

i,

the

contro~s

diagrams.

AI\H1L

1978

Paee

,G.13

FLIGHT

AND IJAINTL:1!J;CE MAlWP.L IS

28

82

--.

,.

6 4

~'i -

UAINm,",,; t ~.Tn~ . L~'dJ,.~!.::..vb

11~O""'V0 it :',:::~~L

P17RIOT",TnTTY .. / __ _~_I.J-4~

After

each

/,

2o~~..:1

I ~

Ai'ter each
1.,00nl}Ot~rs

1. Gear 2. Wheel

holder fork

and structures

riveting

3.

Shock

- absorber

4. WhCGls tyrea

(~&in wheel

Dnd tail skid),

bearings,

5. Brake

1. Glider 2, Glider ,. Wing

outside structure

j~1ction check

4 . Tails junction check 5$ Plexiglas3 canopy

I 1

,J ,{ >

I\t. \ j

(::
-

, I,

1..Instru::rwnt
menta,

6. Seats,

uphnlstery,

2cjustment!

fixiLg,

belts

paIl.f;l shock-absorbers

~ L.'1stru-

ffi2rkines. labels

8.

Coopas8

t.rim
Cl

9. Air sourccs,pipes, sealings, wi~i~gs

10. Water se~tler
11. Radio, antenna,
(if'

provided)

COt';TRpI~.
1. Cables, 2. Control pulleys, coIuml bearings floor area
o

and under

3. Trim tab
4. Hinges joints bnr 8ssembly surfncea structuro o
.J

5. RuJdert
'r

6. Skin

and control

Ii .\

7.
Pi

nnlea3et~
".lJ..I

/r,

~d IP('l'G. \.... . h 'J~'.'

Apn II~ j ..L::J 10'78 ,1-"

1.

The steps required in this column will be performed after each 200 hours of fltght or at least once a yeart preferably at the beginning of the flying season. The landing ground. gear shall also be checked after any abnormal landing on rough

2.

3.

The adjustment been ins~alled

is performed every 1000 ~ourst or when new instruments in the panel t especially those creating electroma9netic the maintenance

have fields.

4. The steps shall be perfor~ed in compliance with instructions for releases TOST type E72 and E73.

and operation

6.4.2

RELEASE tIAIi'lTENANCE Release control is transmitted through a cable (Fig 6-6)

WARNING

Perfect

release is very for safe

Maintenance of this control consists of greasing the points indicated in the diagramt and checking integrity of the cable and connections. At periodic inspectionst clean and wash the two releasest lubricate with mineral oi1t using an eyedropper. For other 6.4.3 CANOPY maintenancet TOST instructions shall then

operation important flight.

be consulted.

MAINTENANCE starts with a test jettison locking sytem simulation on the ground. Clean, grease and

Checking

Check the hinges and reassemble the unit. Check the condition limiting cable. Secure the jettison
GEAR

condition.

and attachment

of the canopy

jettison

handle

with

brass wire

of 1/32" diameter.

6.4.4

LANDING

MAINTENANCE

Landing

gear maintenance points

consists

of lubrication

and

inspection.

Lubrication

are shown

in Fig 6-7

Inspection refers to: a. Holder condition and attachment to the structure. b. Gear fork condition c. Other transmission elements condition d. Shock-absorber pressure check e. ~he21 hubt rim joint screwst bearings, tires condition. If the tire tread depth is less than O.OSlit replace the tire Proceed in the same way when observing tire cracks to fabric If the ferrode brake shoe has worn to less than 1/16'1, replace. At each wheel inspectiont grease the shoe bearings and camshaft. Wheel seats control force is transmitted via metal rods (Fig 6-8). Both are equipped with landing gear retraction controls.

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NOT\: The riBures in the dra~ing correspond to the Sp~re Parts Illustrated CGt~logue.

1\

( '" v

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)

}'ig. 6-6

RELEASE,

,CONTROL

..;

'\
---., ,~~ ~ ~;~~.;.~:.~"'.~1"~,.".\.'::{.,..7l:f.r:'"''"''~:;.,,.,,,.- r>''_~~
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ltems In'the 0pare <!rawins; corre~pond Parts\ Tho rigurG3 in the to the

.I
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~ = Grease

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Fig: 6-7 LANDING- GEAR Illustrated Cntalogue.

~~~~ ~

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I-)~
IIJ~

t-l
(:)

H
'-J

NOTE: The fieures in the dr8~ing

7
Hqnd lub
\ 1

correspond

to the

. 11

, 14

the Sp8re Parts Cnt91oeue.

i te:;;s in Illustr9ted

~~ ~v
"-J

:.J

~.

13

Fig. 6-8

LANDING

GEAR

RETRACTION

CUl'J'l'hOL

Maintenance

consists

of lubricating

the points

in the diagram. operation, must

After remounting the l~nding gear, check its correct lock and selflock in extended position when position tie down on the pressure plates. The a. landing gear shock-absorber maintenance

3 (?)

as fol~ows

(Fig 6-10):

If fluid leakages are noticed, the shock-absorber must be sent to a specialized workshop for overhaul and replacemen of seals. When air leakages are noticed and the shock-absorber does not operate properly, refill with air as follows: 1. Completely disconnect the shock-absorber (suspend the glider) 2. Remove the cockpit wheel cover (rear seat) . Access is also possible by dismounting the wheel. 3. Connect the filling tap (item 3 as fn figure. 4. Unscrew the handle (item. 4) to release the shockabsorber air valve (item 7) 5. Connect the filling tap to a compressed air or nitrogen cylinder.
WARNING

b.

Do NOT fill the shockabsorber with oxygen. Explosion danger exists.

6.

Screw the handle slightly and gradually to allow air into the shock-absorber.

(item 4) Observe

S9-'~
7. 8. 9.

the pressure on the gauge (item 5) until pressure of approximately 70 psi higher than the prescribed fi 11 pressure (782-853 ps i) is reached. Unscrew the handle (item 4) to close the air acces into the shock-absorber. Screw the closing nut (item 6) in the supply connection point. Check the air pressure within the shock-absorber by screwing the handle (item 4) and reading the gauge (item 5). If the pressure is too high, it can be reduced by slightly releasing the closing nut (item 9) When the nominal pressure has been reached, unscrew the handle (item 4) and dismount the filling tap (i tem 3). Screw the cover (item 8)

10.

11.

fig

6-10:

LANDING

GEAR

y -,

SHOCK- ABSORBER

I i

."
.-'"

"

r-"
c,

'.1'

'I

d,

Fig.

cc 'l]~:~SLOC'.,'j'ION

6.4.5.

AIRCRAFT 6.4.5.1.

MAINTENANCE GLIDER EXTERIOR

Check the general condition of the skin seams for cracks, missing rivets, dents, distortions and damages to the protective coat. If these are detected, a minute inspection will be performed to determine the cause. Specific corrective measures will be taken depending on the seriousness of the damage. 6.4.5.2. STRUCTURE

Open all inspection covers (fig 6-11). inspect the glider structure. Examine pulleys Remove

Carefully

the panels, spars, riveting, control and guides for proper condition. any dirt and foreign bodies.

holders,

Check the wing junctions attachment points.

and tail condition

and their

If damages or abnormal conditions are detected, perform the necessary corrective measures. After completing covers. all operations, close the inspection

6.4.6

MAINTENANCE

OF CONTROLS ELEVATOR CONTROL through metallic pushrods

6.4.6.1.

The control is transmitted (fig 6-12) and cable 11.

The controls shall be adjusted in elements 6-7, 13-15, and the cables f~om turnbuckles. After each turnbuckle adjustment, Recommended Lubrication lock same with cable points tension are brass wire is 33-44 1/32" diam.

lbs.

indicated

in the diagram.

At each elevator mounting, visually inspect the elevator coup! ing and control element (16) and its mating counterparts; check correct location and the weld condition. 6.4.6.2. AILERON CONTROL only through metallic pushrods

Control is transmitted and levers (fig 6-13).

Adjustment is made through rods 4 & 6. After adjusting to the desired length, lock the adjustments with the locking nuts.

Lubrication

points

are

indicated

in the diagram. breakage,

In the event of a trim spring (counterpoise) dismount and replace both springs. 6.4.6.3. RUDDER CONTROL

Control is transmitted through levers, and a torsion shaft (fig 6-14). Cable tension should be

rods, cables

44 + 4 lbs.
consists of lubrication at

This control

maintenance

the points indicated in the diagram, and in cable visual inspection, especially in pulley areas, to detec any broken strands. Travel and tension adjustment is performed through two turnbuckles. After each turnbuckle adjustemnt, lock wi th 1/32" vd re. 6.4.6.4. TRIM TAB CONTROL The control force is transmitted through cables (fig 6-15). Maintena~ce consists of lubrication at the points indicated in the diagram, and adjustment through turnbuckles. After each turnbuckle adjustment, lock wi th 1/3211 wi reo Recommended fuselage cab 1e tension is 15+6.6 lbs. The glider may not be accepted for flight unless control of at least one of the trim surfaces is connected. 6.4.6.5. SPOILER Spoiler Control and WHEEL control BRAKE CONTROL in Fig 6-16. metallic rods and levers the

is shown

is transmitted

through

The spoiler locking force is adjusted through rod 17. A correctly adjusted control is unlocked by a force between 15 - 22 lbs. At the end of its travel, the spoiler control actuates the wheel brake. The wheel ~rake is adjusted by the cable tensioning screw located on the wheel. If the tensioning screw travel is insufficient, rotate the shoe cam driving lever by moving the lever one or more teeth on the spline shaft. 6.4.6.6. FLAP CONTROL Control force (Fig 6-19). is transmitted through metalic rods

Maintenance consists of lubrication, plus correct lock check and travel and symmetry adjustments via rods 19. When inspecting, check the quick-connect tapered coupling elements and particulalrly the flap part.

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the Spare Parts I11ust.rated

Catalogue ..

in the drawing to the ~ems in

\, ":'t

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ELEVATOR CONTROL

; ~UU)

15 Llo'

39

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NOTE

The figures in the drawing correspond to the items in the Spare Parts Illustrated Catalogue.

(
C

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Fig. 6-13

AILERON CONTROL
,-

r..,. .._

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ea talogue

Par ~'igures in, the The ts Il1ns tra ted

drawlng correspond to the items in the Spare

L
21')

---

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21

.;

Fig. 6-14

RUDDER

CON'rROL

-,

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17 Fig., 6-15 -!'-;-- .... ..:...~.::':~..: , r ..

;~20

TRIM TAB CONTHOL

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'.. . Fig. 6-16 :

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"'15

25')62 7"'0 .L.' , Lu

ER

The figures in the drawing correspond to the items .in the Spar( Parts Illustrated C3talogue.

AIR

BRAKE; AND WHEEL

t~ KR

(lrinml')[)T

"'J'-

~-:.:;:::-._'

'--

'.::::_-

--~_

"A

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17

11

r \\ ~

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8
NOTE :

The figures in thedrawine corresDond to the ite~8 in the Spare

Purta Illustratsc

Catnlogu~.

Fig. 6-19

FLAP CONTROL
'I!,

..

6.4.8. TOTAL ENERG

The special static in Fig 6 23. source for total energy variometer is shown

The elements dra\'1n th a continuous wi delivered, the user having to install Maintenance consists in the rear fuselage of periodically water settler.

ine shai lbe optionally the rest of the system. the water accumulated

removing

If broken wires, buckle chafe marks or damaged seams are noticed when checking belts and harnesses, replace the damaged Item. Warning: Do not wash the belts with oil-bearing products or organic solvents.

6.4.10.

OXYGEN

INSTAllATION cylinders (fig 6-2Ll) are optional. I.:: lhs apiece. (Baggae li;ilit).

Parts for conncctln:} ti'JO oxygen Cylinder v-ieightmust not exceed

Leveling is performed under the follO\Jing~circumstances: a. After an abnormal fl i9ht occurtlnce to check fo,- structural

distortio:\s.
b. I\fter rcp,drs/lno(:lfications/additions involving during which riveted ass~mblies or parts from the wing-fuselage junction have been dismounted. To level, make rneasurements according to the level Iing sheet (fig 6-26). Employ an experienced person. The measured values are compared to the initial ones (established during manufacture) and to the recommended limits. If the limits are not met. detennine the cause and remedy. 6.5.2. ~EIGH!NG and BALANC~ ~ALCULATiON

\~elghing shall be performed after repairs, repaintlngs. or addlton of speci.:d eq 'lpment of sufficient mass and/or location Itlhichcan influence the intial balance. For weighing. see the Indications on the drawing (fig 6-27). To perform glider weight and balance (after above operations), 11 in the data in the follo\'Jingtable.

fi

V.t,' {'~,t,or ,,----------.~.~~=:~-",_, 11" ...-r '':'It'~~,r('' 0

f
j ',_, l . ..., ' .

i
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'

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aft I

The support

points

for weighing

the glider

are as indicated

in Fig 6-27

a. At bulkead

#1 (where the nosecone screws on). Note: This can be done just as convenien~at the main gear, the manufacturer simply chose this point to do his referencing. Schweixer does too the lifting hole in the aft fuselage under rudder. reference line (longitudinal axis) must be

b. A bar passed During weighing, horizontal.

through

the fuselage

Using value dl from the leveling sheet and using the measured weights, apply the formulas indicated on the weight & balance sheet to calculate the balances required. In the event additional equipment is to be mounted, for which the distance between bulkead (station) #1 can be precisely established, the balance can be determined without reweighing the gl ide by applying the formula:

X0 (%MAC) :: _10_0 MAC Where:

lrG_o_D_o_+_G_o_I_D_l 2_+_G_i_i G8 + Gpl + Gp2 + Gi _ +_G_p_2_D _D

. (d - d 1

J 1

Gi:: additional equipment weights OJ :: distance between Station #1 of the front fuselage and the center of gravity of the additional instrument(s) or eauipment. The other notations are defined in Fig 6-27

6.6.

RECOMMENDATIONS The following a. b.

FOR TRAILER are

TRANSPORT for transport:

recommended

c.

d.

If shaped blocks are used to support the fuselage, locate same under structural members (bulkheads) To lock the fuselage, use one of the two cylindrical bolt pairs. (?????presume they mean one wing-attachment tapered pin on each side of the hull but who would know????) If the stabilizer is folded along the fin, be sure the tail dolly is mounted on the tail boom or the stabilizers will drag. Lock the stabilizer with the safety strab from the glider equipment kit ...which needs redesiqn. The wings are transported i~ the vertical position, with the leading edge down. The spar butts and Q shaped block 2/3 out the wing (at a rib) can be used as support points. WARNING: During transport, the spoiler control (bell-crank in wing butt) must be locked in the closed position. surfaces. which might

e.

f~

Put on gust locks or otherwise immobilize the control Tie ot tape down all control connections and pushrods either cause damage or be damaged themselves.

,,--'"",

\.~.~\

1. Airspeed
2. Variometer
':z:

Indicator + 5 m/s +
':2:

./.

V arlOEw"ev . ~

..10

1 m/ S

4. Altimeter

5. Vacuuo. flask
6. Trim capsule

7. Tee

8. Cross joL"t

9.

Tota]

preSSGre
pressure pressure pressure

S'jurce
sources plpe pipes
\

10. Static 11. Total 12. Static

F "1 ~J"g. 6 -c. r"nc'r"""-vrpn ,h.:) J\~h.~J.~"":)

The static pressure

CI1'-"~"''T\IOP vl~l\~''-'~

11~

~GRAu 1; [1. t
1.'J.

"I

sources are marked on the fus~laee 12

mrn;

by

a red circle

of 2.pprox.
3rd

1/2".
19'18
Page.6.37

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APHIL 197:3

Page 6.42

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SOjilpJanes

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270 I_/260 250 --1 -

~__ 1_ J This graph is for estimation only

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I I ' j LOADING GRAPH FOR LARK IS28B2 GLIDER

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And only for Lark 2273P SIN 102

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t-

1, PROJECT HORIZONTAL

LINE AT FORWARD

SEAT WEIGHT
I

Minimum Front seat weight solo - 95 pounds Maximum front seat weight solo - 200.5 pounds
I

2, PROJECTVERTI~6L~~1-J~_A!_~~~~~~~~i_~~I<3HT 3, IF INTERSECTION
f_u __I__ -

OF THE LINES IS WITHIN THE ENVELOPE,

- -- -----1
230

240

Maximum useful load - 396 pounds

4. GROSS WEIGHT --T-----r---T---r------.---r----r--~---1-'--- MUST NOT EXCEED 1301 LBS. -ur jTHE_c;IS V\I~THIN-L~ITiJ

220 210
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200 190 180 170 160 150 :200.5 POUNDS

--1----

W
A R 10
1_

17i
Forward CG Limit
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S
E IA T

140 130
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120 110

NO BALLAST
--I -

100

195 POUNDS

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60
50 40 AFT CG LIMIT

f---

----------.--

___________ L_

224 POUNDS

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