H.I.C.H. G.A.B.

INTREPRINDEREA de CONSTRUCT II AERONAUTICE

2200 BRA S 0 v

Casuta Postalia No. 118

ROM A N I A

FLIGHT AND MAINTENANCE MANUAL

IS 28 B2 GLIDER

This manual is applicable for gliders

with serial numbers beginning with 141

and for gliders with serial numbers upto 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

This manual includes instructions on using the 15-2882 glider, on periodic

inspections and maintenance. Information is structured into six chaptersas follows:

Chapter 1 - GeneralGhapter 2 - limitations

Chapter 3 - Emergency Procedures

Chapter 4 - Normal Fl ight Procedures

Chapter 5 - Performances

Chapter 6 - Maintenance

Each chapter contains its own detailed table of contents

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, themanual 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 byblack 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 1.

G ENE R A L

CONTENTS

1.1 Dimensions and Areas

1.1.1. General Dimens ions

1.1.2. Wing1.1.3. Tails

1.1.4. Landing Gear

1.2 Cockpit Description

1.3 Abbreviations and Definitions

Drawings:

PAGE

Fig 1-1Fig 1-2

Glider Drawing, 3 viewsControl 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.

r --c-~~=?,J

L __'!zQ()f) . - ---._,

FIg. 1-1 Gil6ER DRAWING - Three views

\

1.1.1. GENERAL DIMENSIONS

Span ••••.••..••••••••••.•••.•.•.••••••••••.•••••••

Max imum Leng th .••.•.•...••••...••.•.•..•.••.••...•Hax imum He i9 h t .

1.1.2 WING

Airfoil a. To 62% of semispan ..•••••••••••••.•••

b. Outer 38~ semi~pan •••.•.•...•.•••.•••Area: 18.24m2

Dihedral: 2.5 degrees

AIR BRAKE

IIType: Huter

location: Upper wing surface

AtlERON

Area: 2.56 m2

1.1.3. TAIL SURFACES

17 m

8.45m

1.87m

Wortmann Fx-61-165Wortmann F -60-126x

Horizontal: Stabil izer area:

Elevator area:1.37 m21.36 m2 (incl trim tab)

Vertical:

1.1.4. LANDING GEAR

Fin area: 0.68 m2Rudder area: 0.81 m2

Main, monowheel, semiretractable landing gearDamping (shock absorber): OleopneumaticWheel size: 500 x 5 (Press = 2.5 atm)

Tailwheel : 200 x 50 (Press = 2.5 atm)

Wheel Brake: Main wheel only

L.2. COCKPIT DESCRIPTION

The front cockpit is as shown in Fig 1-2

Both tandem seats are covered, by a plexiglass canopy, hinged on the right.

On the left side of the metal canopy frame (in front of each pilot) is the

close-open handle (red).

On the right side, symetrically opposite, is the canopy jettison handle (red).

On the canopy left side, in front of each pilot, is a sliding (clearview) wind~/.

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 themain wheel brake control (blue handle) are to the left of each seat.

....t..r<,.-i:~,~::",,'_,._'J:.

~ o•.•" .

"

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i-

~."

(:i:.-

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­•...~-.

-....:

-!".,....-.

,.

Flnp con-/"';trol

, ....•

./. ,-'" ./.

~~.,' /~. / Air scoop contr'ol~y/-:-.,. // , .Y" <' ~_-_- __ ~--- R"r~der ~...,.. ''''d·,'''trr-.-''''' n"",+-..,,1/ c ~ ~~~~ . vJ L.• :,. ,_ J -"" •.".:, ••.. l. .,l~~ ,J •.•..

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.4' .. : -;'/'~'- /1' , ~....•..........~- -. ,,~.~.<" s"f"'" • '''-..,,;

/c..:.::.::.....:.;:::.~/ ~ll .;.' ,.t , ,

t - - - -- -, q Bu 0 S t~" ....---.-. '-:-~~-~.-.~,M,,, ~ '

\ <::. ,,:) II ~ ././"."'~' -~-.)-' f "'., 1 ,,>" ': /

--- \....- - - ---.JI l'/ /. ,.' '-':-', ", I'''' h

C~ ,;,:;;:...-~, ~/71 //./ ' i: :) /~" ;", ''\ J,(,::" ):' ,,>,:\ / l..,' " /'" / ) flll/h' ,) \, f" ','" '1 ;. ',.' ("',~, \\ '\ /1./ .. /'" ~,,//~ / ! f "~;-.. \1\ ~ ~f ' , '" \ \) /

__ {-..' ,/ / /// "'"';" l'~ ,'., " ~ \\\ \ /1

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'frim tab /' ,/;.r: (L-'::-:::~::;\-':::'-f'\\'!"I:--:' \"""", •.,,,.,,~,",.,,,.~~,\, '.~ II '\:~.~~ ~. I II \1'\' I .... \\ ~'\ \\ ~:~ ,,\, ,'\::~ ~control I I J ',:" (11. II ,,'~ \\ "\' : ,', ", \',', "I., / i'l . I, '. ~.• "...• .-' ",',,.' -'._"~',;"') ••. ( , : , , : ; '\ 'I. \, \" ". ". '\ •Ji/'-' .If"" ._, .... ,••.- •• ~., •• _""'.J ,,\; " .. I I, "_"~" ••...,, ..••_\~ " " '\. '\ "\' " .••...,

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{.I.tI /1I .jl\.,rfflri:.'iir::iiflt.t· .•. ( .. \\(,\.~.\\~ \.\~II;\\"\'\.'~'''.~~. //,/' \\~t\'~. '\, \ '\. ". ~ .. 'I II/ 'I' ~1ill II I,::,'!:, ,':,::I:II ..'\\~\\\\\\,\\\\'\\\\\\';I. \ / ./,:'! ' " ,,'., , "" ~: \ I, II ,I :: i" I.: .:' I , " " , '.' , '.\ / ,. ,"/;' '.. '\. ~ .

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11!'.~J1'': ) . :3i~; }~'C

,,;, .. . \. -.,-,,-,-~t--...,." - .',.....:.- ...

. ',....•~~.".- ...•. __ ..-..:, --

The flap has five settings: 0---- +1

+2+3-1

00 deflection

+50+100+150

-50 (upward deflection)

Tri~ tab control is located on the left side, forward of the spoiler control.

Landing Gear Retraction control 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.

Ventillator control is on the upper central portion fa the front instrument panel.

Ballast Box is located on the floor just forward of the front Stick.

1.3 ABBREVIATIONS AND DEFINITIONS

OSTIV - Organization Scientifique et Technique Internationale du Vol a Voile

FAA - Federal Aviation Administration

IAS - Indicated Air Speed = Airspeed indicator reading with instrumentcorrection, but without correction of errors

from the speed measuring system.

CAS - Calibrated Air Speed = IAS + correction of static source system errors.

n - Load factor. Total lift referred to the glider weight.

CMA = HAC - Mean aerodynamic chord

CHAPTER 2

LIMITATIONS

Contents: Page

Certification

Speed Limitations

Airspeed Indicator markings

Load factors and limit weights

Maximum WeightsBalance

Permissible Maneuvers

Special InstructionsPlacards

2.1.2.2.

2.3.2.4.

2.5.2.6.

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.

2.9.4.5.2.9.4.6.

2.9.4.7.

2.9.4.8.

2.9.4.9.

Spoiler and Wheel Brake control

Flap controlTrim Tab control

Landing Gear Retraction control

Canopy Opening and Canopy JettisonTow Release control

Front Air Scoop control

Main Wing Junction Lock - direction

Miscellaneous other markings.

2.1. CERTIFICATION

The glider is certifiedversions:

dual control

solo controlFAA

2.2. SPEED LIMITATIONS

in accordance with OSTIV 1971 regulations, in the following

utility category

aerobatic category (with weight limitations)additional requirements

Never exceed speed-V -124 kts

Max speed at 15 m/s gust strength

-Vne -89 kts-Max rough air speedb

Max aerotow speed

-Vt

-75 kts

Max winch-launch speed

-Vw

-67 kts

Max speed, gear down

-V -124 kts

Max speed with 150 flap

-VIe -70 lts

Max speed with spoilers extended

-/0-124 ktsabMax maneuvering speed

-V -89 ktsa

2.3 AIRSPEED INDICATOR MARKINGS

RED radial line at

YELLOW arc (caution range)

GREEN arc (normal operating range)

WHITE arc (flap operating range)

124 kts

- 89-124 kts

- 38-89 kts

- 35-70 k~s

2.4. LOAD FACTORS AT liMIT WEIGHTS

At all-up weight of 1301 lbs (max Gross) .

At all-up weight of 1146 lbs (max aerobatic weight) ..

2.5. MAXIMUM WEIGHTS

+ 5.3 g,

+ 6.5 g,-2.65 9

-4 g

Maximum gross weight (max all-up) (dual) ...

Maximum aerobatic weight (solo) .•..•...

Maximum weight in luggage compartment (without

exceeding max gross)

1301 lbs1146 lbs

44 Ibs (incl 02 tanks

NOTE: The pilot-in-command is responsible for correct

loading of the glider

2.6. BALANCE (Manufacturer's CG limits)

Forward CG Limit = 22% MAC

Aft CG limit = 47% MAC

= 9.787" from datum

= 20.9111 from datum

WARNING Solo flight from front seat ~

In case of light pilots~ to keep the glider within CG limits, useadditional

lead ballast in the tray provided on the front seat floor forward of stick.

Ballast is required for solo flight when the pilot weight (incl parachute)

is less than 183 lbs.

Ballast weight(s) shall be added depending on Pilot weight, (incl.chute)~as shown in Table 2.1

'Pi16t's weight +

+ parachute

TABLE 2. I

Ballast ',wei£ht Ba.llast locat,io.n

21 c •]"~ 11) 11 ,..:.:'.J.- ,~, D. !

. J-~ ~ -- I -,--------~--- ..

- '7" 18~ Ih I' • - ~ . Q ~l~' .. I /~-~-,--,.-._;-'-.J. ',c - .J u• "I- " j ~, u~8 - u." '__ :~.!._. __,,_L _--",_ ~...-, ~", I -_, ->'_"-' •••. -.-~ ••• ~ __ .~_~~_ ••

75'-;7f3' ", ". 1(1-172 It I 8 . 17 ;; '"1 ~,~ ,. /-~i -:V-':'~;:---:-_"\. -~_~;-, _.J. (f. j ....••. , ;'-.. ---- •••• _/ ;~.~2~~ ~ ..e-.- J ~_....:. ..•.•. ,_. ~~~

,~ 6 ~ " ~ ~ .'--.,...., .;.,.. ',' /----:-~--.---_.---~.11: ) -1 ~I 1b 14 o· "-,.,.''/ - I' ,/ 1 " ••. ,/ I""., \ft~~ .L. - <' L ~ ~ ,"- -, ../ 0•...:,::.. ..L u. 1_ L_"~='_/_:-;~~~::;;~:[:.' :'~~__::-_, _

1h I' . /V-(;-;.-;~::-/-~-.~·~-:'\- '-'•.. - i· _ /_._/.•.._' --::...\.! .~'..=-~'..::::'.. ~:_':.'_"'" ._ .....••... ••. _ .•.•"",.o.r.- .•..• __ . ~ .•....

'5-r; 6 r- •J-)) --'_"'"2.7. PERMITTED MANEUVERS

~ the following aerobatic maneuvers are permitted: Spinloop

Stal1-turn(wingover)

Ro 11

2.8. SPECIAL INSTRUCTIONS

For winch launch or aerotow, the t~~ing cable (rope) shall contain

a weak-link of 1102 lbs strength (or less).

7

2.9. PLACARDS - The glider is provided with the foll~~ing placards.

2.9.1. LIMITATIONS PLACARD (painted in red)

ll' 'l-'-'-I"'~I"" I'i '/1 1,/t ., l I1/\/1 j h 1 LUl'~:)' .. l\m 111<no.lS mon I. i ,I

,,,)-l{ I 2.,--'0 -, -1'? I 'J' 0' 7¥ 'J IL't I'tJ

,:811G7 891103.

5- .. ~ 1LtO I 7:) I 871I I'\1-127 I Gr-' I 78 .

II[-,11T J\ R I

4-.A. I

~ f'IE

'0"

2.9.2. AEROBATIC MANEUVERING SPEED PLACARD (painted in red)

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

SPIN I 70 I 38\ L.3,.

LOOPING 1-170192j106

TUm! 1170 I 92 1106 IST;\LLTURI'1I1SQ! 81 r 93-

'fl.,;\ . (

brake

/ 1PL-v

i~l bh}c).

+ Bctunted

,..-----------,G b~ ,,~o ,nn ~:, 1max. vSdJ- L.U il'J •

M/\~IL1Ur/1 6AGH.e,

lO AD 4!~lb

Ret~bc~~~ alrbr~ke

t=" -,.n r"""~; -'< '" 1-""""''; - ~ C>T' • 1 ,,- + Cj;·.'0~ (~_-)_L-'--..Leru ";:~\j._l..no 3. Sc...Lla nG.'-"l) ~.

air

cont 1'01-----

Retractc:1

j

!

II

,Ji,'\

:~~-'D T'l r + ~I...~'-'J, d ••.~on~~or ','.heelcontcol

':ir-sctionlJc2kc

I/~ ]\

·[Ir

Extende.:l fl[;p

:::;'et+l' nu + ':'; = C,ett-..l.·,:,'C" +:; = :=:.ett';. ,-,Cf +;; ::: C',pt,t'; -0" 0 ::: ~ettl' ~\:- --;_ v W ,.# .-' -~:..:- - --- "'-40""- -- - ..•...-0 - .•.•...:,..~-

deflection +150 deflection+ 10

deflectio.:',+ 5(:'

r;.eutr21position

,n '" r ~- ,-,01 (gr:::> c>Y', cola \'" :-,~)...... ".,' _ ~ .....""- •.....' -. '-' ,-. J.l •....- -.........•.

1'iT: C'! . ,. - - ~":"..t. ', .••.•" ..l. .: '\-r:-j;'.0", e, -lli ~ r;jG~Ild_'..H - ' Divini; pas i ti 0:-1

r

J

if

::ontrc2- (t12ct cclouI'oJ. )

"

'I..~

Retrectedlan~Jinf" geQr

~xter,dcj:RCluJIUC gc[\r

2.S.4.5.( r e ~1 c 010u re j )

DESCHIS

Ac tUG te in tI-~eindicated di.rsctionfor C~r'on" ~.....n-r'l·Y',r(.....:.:. }--J v ~I...J ••••••~ .:. .1 •• C

i\C tUB t.e ir: t;10indic~te~ Ji~2C~io~s-,.,. ("l. r.'t ....--"iT ' C". J.. -+ • ,.- . .,."~ 0 r ~(;.10 i-\) J,-, v v l :)0 J l

Release by pulli~g

Q

•

f~ Ire[ule. t].on

tI,J

ij

..

t'

,')

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

~~_ r\LU_a--~~LOCK~D

~.-...,. 1

Lock and unloc~:

3C C0 :~.Jin[~ to theinJicrlte:l lirecticLs.

oj

ISstU - Po[;e.2.iO.

2.9.4.9 OTHER MARKINGS

Near the tail wheel .•....••....

On the rudder, 81 cvator a:H: flap .

Leveling points and static pressure sources

a.b.

c.d.

e.

Near the landing gear wheel •..•.•.• 2.5 Atm (35 psi)On the landing gear ol~o-pneumatlc damper .• 60-65 Atm

(840-910 psi)2.5 Atm 05 ps i)

DO NOT PUSH

are marked.

CHAPTER 3

EMERGENCY P~CEDURF.S.-----

(J

\3.1. LANDL~~ ~~IIJ1_RETYACTED LAND HiG GE.D..R

When the landing 0ear cannot be extended, the pilot can land safely, becausethe 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

d. Contact speed - approximately 35 kts (spoiler shut)

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 forwardstick. When the spin stops, recover from the ensuing dive by gradualapplication of rearward stick.

The altitude loss per turn in a spin is approximately 260-295 feet. Speedat spin recovery is approximately 81-86 knots.

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

In the event the glider must be abandoned during flight, the canopyis jettisoned as follows:

a. Simultaneously push forward the canopy opening handle to the left

of the cockpit, ~nd the canopy jettison handle (painted red)symmetrically located to the right.

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.

c. Unfasten seat belts. Depart the glider as quickly as permittedby the glider position and gyrations.

1;;1

CHAPTER 4

NORMAL OPERATING PROCEDURES

q.l. PKEFllGHT INSPECTION

After cleaning the glider, inspect at least the following points:

a. Wing attachment fittings.b. Control -surface clearances

c. Flap and spoiler closure and clearances

d. Condition of skin and riveted jointse. Horizontal tail attachment and clearance.

f. landing gear and shock absorber condition + pressure in main and tail tubes.

g. Air scoop condition

Check the following in the cockpit (both seats):

a. landing gear retraction control lock

b. Spoiler control lock

c. Flap control operation

d. Trim tab operatione. Stick movement and associated clearances

f. Rudder pedal operation. Note the possibility of t~e rear rudder pedals

catching on the side(s) of the front seat. NOTCH.

g. Jettison handle lock ••..seal wire.

PREFLIGHT CHECK ~OUTE

~.2. ACCEPTABLE DAMAGES FLIGHT STILL PERMITTED

The glider may still be accepted for flight it it shows the following damages:

a. The landing gear cannot be retracted, but is locked in the "down" position.

b. Small dents in the skin resulting from blows/rocks, etc.

c. Cracks in the canopy, but not exceeding 4"; lack of windows.

d. Breaks in the control surface fabric, not to exceed 211•

In the case of other damages, a specialist shall be consulted prior

to accepting the glider for flight.

4.3. OPERATING PROCEDURES DURING FLIGHT

4.3.1. CHECKLISTS

4.3.1.1. PRIOR TO TAKEOFF (aerot~')

1. Additional ballast, as required by pilot's weight2. Seat belts and shoulder harness fastened

3. Spoiler control locked

4. Flap control locked at "0" position5. Trim tab control set

6. Control (stick + rudder) operation normal

7. Instruments checked8. Altimeter checked and set

9. Canopy closed and locked10. Tow cable connected and release tested

11. Wings levelled (pattern clear)

4.3.1.2. TAKE-OFF (aerotow)

1. Initial roll .•.•elevator neutral, wings horizontal

2. Take-off speed ••••• 38 knots

4.3.1.3 AFTER TAKE-OF~ (aerotow)

1. Trim tab control set to minimize stick oressure.

2. Landing gear retracted (only after tow release)

3. Optimum aerotow speed = 59-62 kts4. Maximum aerotow speed = 75 kts

4.3.1.4. FREE FLIGHT

1.

Optimum glide speed .•.••.••• Dual = 54 kts

Solo = 51 kts2.Minimum sink speed (135 ft/min) ••. Dual = 46 kts

Solo <= 43 kts3.

Minimum airspeed (flap = 0) ••••..•• 38 kts

4.Minimum airspeed (flap = 3 or +150) •••• 35 kts

4.3.1.5.

BEFORE LANDING

1. Landing gear extended and locked

2. Flap control at +3 (15 deg deflection)

3. Optimum approach speed = 54 kts

4. Minimum approach speed = 46 kts

5. Trim tab control set as required

6. Final glide slope set by actuating spoilers as required

, 1

4.3.1.6. LANDING

1. Normal landing speed = 35-38 kts

2. Wheel brake actuated as required •.

4.3.1.7. WINCH LAUNCH

A. BEFORE TAKE-OFF

1. Additional ballast as required by pilot's weight.2. Seat belts and shoulder harnesses fastened.

3. Spoiler control locked.

4. Flap control set at #2 (+100)5. Control (stick + rudder) normal.6. Trim tab control neutral.

7. Instruments checked.8. Altimeter checked and set.

9. Canopy closed and locked.10. Tow cable connected and release checked. Use CG hook,

11. Wings level (pattern clear).

b. TAKE-OFF and CLIMB

1. Initial climb slope at 43 kts.

2. Optimum climb slope at 54 kts.3. Release: a. Hand actuated

b. Automatic override

Note: Remember to unload (relieve tension on)

the cable by lowering the nose slightly

before releasing.

4.3.2. FLIGHT OPERATION DETAilS

4.3.2.1. BEFORE TAKE-OFF (aerotow)

Install the required ballast in the boxes provided on thefloor 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 - afterbeing checked in all positions - should be locked in the

110" position.

Check trim tab operation. Set in a slightly "down" (forward)

position.

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.

4.3.2.2. TAKE-OFF (aerotow)

During the initial take-off roll, keep the wings leveland 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, adjustthe 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 towrelease .•.• 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

to fly in the same direction as the towplane until towropedetach~ent has been verified.

13

4.3.2.4. FREE FLIGHT

The 152882 has good maneuverability, even at low speedsnear the stalling spee~.

The stall warning starts with vibrations at approximatelyI 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 rel­

easing the stick.

The maximum glide ratio is attained at an airspeed of

51 kts (solo) or 34 kts (dual). 'linimum sink speed isattained 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 flights, as benJeen thermals, the negative

flap position can be used effectively at speeds above 86 kts.

The glider speed pc12r is shown in Chapter 5 (Fig 5-2)

4.3.2.5. BEFORE LANDING

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

and lock the landing gear. Depress the chrome gear-lockingbutton 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 therear until the detent latching sound is heard in the rear­

most position. Check that locking occurred by moving thegear 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 final approach, extend the flapsto +3 (150 deflection).

The optimum approach speed with spoilers fully extended

is 54knots. 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 theglider 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 winchlaunch, never for aerot~J. Cable handler should check

for correct connection by applying tension to the cable.

Set the trim tab in the neutral or mid position.

Extend the flap to +2 (100 deflection) for rapid lift-off.

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 hasincreased 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 75° is attained between

the winch cable and the ground, release occurs automatically.

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.

,I"

4.4. SPECIAL FLIGHTS

4.4.1. CROSSWIND TAKE-OFF AND LANDING

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 heavilyon the pilot's skill and experience.

4.4.2. FLIGHT IN CLOUDS

\ Glider flying in clouds is prohibited in the United States sincea 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 thefollowing instruments:

Airspeed Indicator

Turn & Bank Indicator (Gyro)Altimeter

CompassVariometer

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 soonas possible. In such a situation, all controls must be brought to the

neutral position, except the stick should be slightly forward and thespoilers fully extended. Such a maneuver will bring the g1 ider to appr­

oximately straight-ahead descending 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 notoccupied.

Before performing aerobatics, the pilot must adjust his seat belts.

The glider must be trimmed to 54 knots. Various maneuver entry speedsare then obtained with the stick. This permits the glider to recover

itself to normal flight if a confused pilot will simply remove hishands and feet from the controls for a short period.

4.4.3.1. SPIN

Execute a controlled spin as follows:

1. Reduce the speed gradua lly (flap at "Oil) and wi thoutraising the nose above the horizon excessively.

2. At approximately 39 knots, apply full rudder in the

desired direction of spin.

\

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.

4. 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.

The speed during pull-out is approximately 86 - 92 knots.

The glider will not execute a controll€( spin with crossedcontrols.

4.4.3.2. LOOP

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.

4.4.3.3.

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 stickcompletes 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.

WINGOVER (Stall-turn)

The recommended entry speed for the wingover is 92 knots.

Start the sideways rotation by gradually applying rudderin the desired direction of turn at an indicated air speed

of approximately 70 knots.

After reaching the entry speed, gradually apply back stickuntil 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 rot­

ation to prevent inverted flight caused by the additionallift of the outside wing.

When rotation is nearly complete (180°) and the nose has

dropped ear~,"j2rd, neutral ize all controls. The 91 iderrecovers easily from the resulting dive.

The maximum speed during recovery depends on pilot skill,

but is generally equal to the entry speed.

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

After finishing any flight, but especially an aerobetic flight, it is recommendE

that the glider be inspected in accordance with the specifications contained

in paragraph 4.1.

CHAPTER 5

PERFORt1ANCES

5.1. GENERAL

The folloy-dng performance data and restrictions refer to the ma~d1"'1url weights:

Solo & Aerobatic ­

Dual (Utility) =

5.2. ~AXIMUM GLIDE RATIO

11L;G lbs max

1301 1bs max

Note: Speeds in this chapter are CAS.

The IS-2882 maximum glide ratio is 34 at: 51 knots

54 knots

solo

dual

Rate of descent for maximum glide ratio is: 161 ft/min solo169 ft/min dual

The calculated glide ratio vs speed curve is in Fig 5-1, and the calculatedpolar is in Fig 5-2. --

5.3. MINIMUM SINKING SPEED

The minimum sinking speed is:

5.4. MINIMUM SPEED

43 knots46 knots

solo

dual

The minimum speed without flap (at Max Gross = 1301 lbs)

The minimum speed with #3 flap (+150 def1)

5.5. POSITION ERROR

= 38 knots.

= 35 knots

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 6

MAINTENANCE

6.1. CLEAN IliG

Keeping the glider clean is important to its general condition. Cleaning

reduces the possibil ity of corrosion and makes inspection and maintenanceeasier.

6.1.1. 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 (or paper) since' the dust may scratch

the plastic surface.

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 with IIPlexipol" water, using a soft

cloth or cotton ravellings.

CAUTION - Do NOT use organic solvents or oil-bearing

products, since they will soften and craze­

crack 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 wash­

ing, 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 INTERIOR

To clean the cockpit interior, proceed as follrnvs:

a. Brush or vacuum-clean the upholstery to remove dust and dirt.b. Oil spots and stains may be cleaned with house-hold spot-removers,

sparingly.c. 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.

c..

Co

6.2. GLIDER ASSEMBLY AND DISASSEMBLY

6.2.1. GLIDER ASSEMBLY

5efore assembly, clean all fittings and pins. Lubricate

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 simul­

taneously by a special wrench.

Fig. 6-1: FUSELAGE-WINGJUNCTION DETAIL

c

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, usethe 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, mount

the wing and turtleback fiberglass fairings.

6.2.1.2. HORIZONTAL TAil MOUNTING

The horizontal stabilizer can be in three positions:

1. Completely dismounted

2. Folded along the fin

3. Mounted in the flight position.

To mount the horizontal tail assembly (Fig 6-3) fromthe 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 elev­

ator 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 oper­

ate normally and smoothly.WARNING: Do NOT force

the stab; 1izers.

Insert the second locking pin and check its securing.

The system is designed to automatically cr.uple theelevator and trim controls.

Mount the fiberglass fairing between stabilizer and fin.

Fig 6-3: TAIL JUNCTION DETAilS

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

Disassmbly is performed in reverse of the assembly order.

When detaching the spoiler pushrod, unlock the cockpit control

to release tension on the pushrods to facilitate uncoupling.

All coupl ing fittings (locked in place) remain in the fuselage

portion of the couplings.

\

MOUNTING

6.3. MAINTENANCE REQUIREMENTS

6.3.1. NON-PERIODIC INSPECTIONS

\\

\\

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

WARNING

'Do'NOT fold the stabilizers

downward unless the tail­

doll y is in place!!!

6.3.1.1. DAILY INSPECTION - is performed whenever the glider

is prepared for flight activity.

This inspection is performed in

compliance with Para 4.1

6.3.1.2. SPECIAL INCEDENT INSPECTION

ThGs inspection is performed whenever abnormal eventshave 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 operationmay have been appl ied.

After excessive stresses, inspection shall be performed

to all vital elements (wing junctions, tails and adjac­

ent structures, fittings, control connections and surf­

aces). Inspect at the same time for any distortion of

paint or skin which could indicate possible local over­

stressing.

Fig 6-5: LUBRICATION POINTS

Details of lubrication procedures are located in the control diagrams.

lubrication points must be cleaned of dust and old grease by washing with gasoline

or other organic solvent. After washing, apply fresh grease.

Use M.I.L. - G. 7711 or other equivalent lubricant.

6.3.2. INSPECTIO~ AND MAINTENANCE SEQUENCE

Maintenance and periodic inspections have the following sequence:

C •••

R •••

RK •••

100 hour inspection

200 hour or annual inspection

Overhaul after 400 hours or 4 years of operation.

c,~'Y ,,-"~\,~.... r7",L.X.-'1 Uprovisionally indicated as ~hours

/ \ i, ", .Ii, / ~'~, 1/" I ,-,L -C'rT I/,/l/

During the lOO-hour inspection, perform a minute inspection

of the glider and lubricte all points indicated in the diagramscontained in this chapter.

During the 200-hour/annual inspection, perform all measures as in

the lOO-hour inspection. Additionally, measure all control surface

deflections for proper rigging.

The 400-hour overhaul is performed by the manufacturer at the factaor by a specialized and authorized workshop, according to the

approved repair manual.

The gl ider safe life is

and/or +5600 landings.:25, cue;

The only a~semblies in the glider construction which have a

limited safe 1ife are the tow releases. According to TOST

specifications, the releases are dismounted and sent foroverhaul/rebuild after 2000 starts and 3 years of operation.

For aircraft instruments produced by the PZL company, no totallife is indicated.

6.3.3. ADJUSTMENT

The adjustments performed by the manufacturing plant shall be

checked during annual (20Q-hour) inspections.

Control surface deflections shall be measured to check the values

indicated in paragraph 6.5.1. If these do not meet tolerances,

readjust.

Total control clearances shall be less than:

a. From end of control stick to obstacle:

b. From rudder pedals to obstacle: 5 mm

Elevator

Ai Ieron

= 4 mm

••.4 rnm

To measure the clearances, lock the control surface and measure

the stick displacement in the direction of movement. Measure the

following clearances:

To flap .•.• = 5 mm

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 retractioncontrol 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, dis~~unt

the control in question and relace the worn parts.

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

o100 ho.\Jr 1iT_~"!,,i''''::}UbricH'eio en

1. Shock-absorber lubricator

2. Landing Bear retraction control ax~e

3. Landing g2nr wh0cl

4. Retraction fork shaft

5. Tailwhocl shaft

6. Releases

7. Rudder control SYSt0~

8. Elevator centrol

9. Ailerons contr31

3ystcn

c . . 11. Flaps control sJstem

12. Fuselage wing junct:ic.n fittings

13.

"i,

14. Control pulleys and cables

15. Control surfaces hinges

16. Canopy hinges

Greasing dc:tails are shown in

the contro~s diagrams.

AI\H1L 1978 Paee ,G.13

FLIGHT AND IJAINTL:1!J;CE MAlWP.L IS - 28 82

--. ,.

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After each

2o~~£..:1Ai'ter each

1.,00nl}Ot~rs

~ /,

I ~

1. Gear holder and structures riveting

2. Wheel fork

3. Shock - absorber

4. WhCGls (~&in wheel Dnd tail skid), bearings,

tyrea

5. Brake

7. nnlea3et~

~d IP('l'G. Apn II 10'78".lJ..I \....h .•.J 'J~'.' ,1-" ~ j ..L::J

COt';TRpI~.

1. Cables, pulleys, bearings

2. Control coIuml and under floor area

3. Trim tab

4. Hinges joints

5. RuJder- bnr 8ssembly

6. Skin and control surfncea structuro

3Cl

o

o

(if' provided)

1. Glider outside

2, Glider structure

,. Wing j~1ction check

4 •. Tails junction check

5$ Plexiglas3 canopy6. Seats, uphnlstery, 2cjustment! fixiLg, belts

1..Instru::rwnt paIl.f;l shock-absorbers ~ L.'1stru-menta, ffi2rkines. labels

8. Coopas8 t.rim

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

10. Water se~tler

11. Radio, antenna,

t'rIIi.\

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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.

2. The landing gear shall also be checked after any abnormal landing on rough

ground.

3. The adjustment is performed every 1000 ~ourst or when new instruments have

been ins~alled in the panel t especially those creating electroma9netic fields.

4. The steps shall be perfor~ed in compliance with the maintenance and operation

instructions for releases TOST type E72 and E73.

6.4.2 RELEASE tIAIi'lTENANCE

Release control is transmitted through a cable (Fig 6-6)

WARNING

Perfect release

operation is very

important for safe

flight.

Maintenance of this control consists of greasing the points indi­

cated in the diagramt and checking integrity of the cable andconnections.

At periodic inspectionst clean and wash the two releasest thenlubricate with mineral oi1t using an eyedropper.

For other maintenancet TOST instructions shall be consulted.

6.4.3 CANOPY MAINTENANCE

Checking starts with a test jettison simulation on the ground.

Check the hinges and locking sytem condition. Clean, grease andreassemble the unit.

Check the condition and attachment of the canopy jettison

limiting cable.

Secure the jettison handle with brass wire of 1/32" diameter.

6.4.4 LANDING GEAR MAINTENANCE

Landing gear maintenance consists of lubrication and inspection.

Lubrication points 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 tireProceed 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 control force is transmitted via metal rods (Fig 6-8). Both

seats are equipped with landing gear retraction controls.

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Illustrated Cntalogue. ~~~~Fig: 6-7 LANDING- GEAR ~

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Adjustment

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Fig. 6-8 LANDING GEAR RETRACTION CUl'J'l'hOL

Maintenance consists of lubricating the points in the diagram.

After remounting the l~nding gear, check its correct operation,lock and selflock in extended position when position 3 (?) musttie down on the pressure plates.

The landing gear shock-absorber maintenance as fol~ows (Fig 6-10):

a. If fluid leakages are· noticed, the shock-absorber must be

sent to a specialized workshop for overhaul and replacemenof seals.

b. 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

Do NOT fill the shock­

absorber with oxygen.

Explosion danger exists.

6. Screw the handle slightly and gradually (item 4)to allow air into the shock-absorber. Observe

S9-'~ the pressure on the gauge (item 5) until pressureof approximately 70 psi higher than the prescr­ibed fi 11 pressure (782-853 ps i) is reached.

7. Unscrew the handle (item 4) to close the air accesinto the shock-absorber.

8. Screw the closing nut (item 6) in the supply

connection point.

9. 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)

10. When the nominal pressure has been reached, unscrew

the handle (item 4) and dismount the filling

tap (i tem 3).11. Screw the cover (item 8)

fig 6-10: LANDING GEAR

SHOCK- ABSORBER

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6.4.5. AIRCRAFT MAINTENANCE

6.4.5.1. 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). Carefully

inspect the glider structure.

Examine the panels, spars, riveting, control holders,

pulleys and guides for proper condition.

Remove any dirt and foreign bodies.

Check the wing junctions and tail condition and theirattachment points.

If damages or abnormal conditions are detected,

perform the necessary corrective measures.

After completing all operations, close the inspectioncovers.

6.4.6 MAINTENANCE OF CONTROLS

6.4.6.1.

6.4.6.2.

ELEVATOR CONTROL

The control is transmitted through metallic pushrods

(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, lock same with brass wire 1/32" diam.

Recommended cable tension is 33-44 lbs.

Lubrication points are 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 theweld condition.

AILERON CONTROL

Control is transmitted only through metallic pushrods

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.

In the event of a trim spring (counterpoise) breakage,dismount and replace both springs.

6.4.6.3. RUDDER CONTROL

Control is transmitted through levers, rods, cables

and a torsion shaft (fig 6-14).

Cable tension should be 44 + 4 lbs.

This control maintenance consists of lubrication at

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 atthe points indicated in the diagram, and adjustment

through turnbuckles. After each turnbuckle adjustment,lock wi th 1/3211 wi reo Recommended fuselage cab 1etension is 15+6.6 lbs.

The glider may not be accepted for flight unless thecontrol of at least one of the trim surfaces is

connected.

6.4.6.5. SPOILER and WHEEL BRAKE CONTROL

Spoiler control is shown in Fig 6-16.

Control is transmitted through metallic rods and levers

The spoiler locking force is adjusted through rod 17.

A correctly adjusted control is unlocked by a forcebetween 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 thetensioning screw travel is insufficient, rotate the

shoe cam driving lever by moving the lever one or moreteeth on the spline shaft.

6.4.6.6. FLAP CONTROL

Control force is transmitted through metalic rods

(Fig 6-19).

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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Fig. 6-14 RUDDER CON'rROL -,,I

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The figures in the­drawine corresDond tothe ite~8 in the SparePurta Illustratsc

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NOTE :

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FLAP CONTROLFig. 6-19

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T r \\ ~r.•..:

It> .<1.:.:.. ..•. I ••••• , .• ,.,.. ,., J;:>O,

R :.x t..1juotm~nt

~\~~rlf\n

~j= Hand lub

~

~-:.:;:::-._' '.::::_- - --~_ "A ,~:::.'~_',:.'--

.'

6.4.8. TOTAL ENERG

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

The elements dra\'1nwi th a continuous 1 ine shai lbe optionally

delivered, the user having to install the rest of the system.

Maintenance consists of periodically removing the water accumulated

in the rear fuselage water settler.

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-bearingproducts or organic solvents.

6.4.10. OXYGEN INSTAllATION

Parts for conncctln:} ti'JO oxygen cylinders (fig 6-2Ll) are optional.

Cylinder v-ieightmust not exceed I.:: lhs apiece. (Baggae li;ilit).

Leveling is performed under the follO\·Jing~circumstances:

a. After an abnormal fl i9ht occurtlnce to check fo,- structuraldistortio:\s.

b. I\fter rcp,drs/lno(:lfications/additions involving duringwhich 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 Itlhichcaninfluence the intial balance. For weighing. see the Indications

on the drawing (fig 6-27).

To perform glider weight and balance (after above operations),fi 11 in the data in the follo\'Jingtable.

~.~~=:~-",_,...-- ---'I." 'I .-·-------·--.l------ ~ .._.

f V.t·,'·· {'~,t,or i I I,,----------.- -I i·-~---· ..--r·------- ,j ',_, ••••• t !

r '':'It'~~,r('' 0 1" ~ L'l .••••• ..., ' .••• 4 .• 1.. - 1 l.,.. r J.

fl•• __ -. _ ' •• _{ •.....

I ~-,", . 't t I1 f' '. -.' , r' ','" "'1 1,-r-' ~'jl ....•.. : .li~..;..;.~.••. at t.:. t~1l !-·',·l(1C·nt 1"'1'''''''", ,~ 'It, ..••..••.• ·• V -oJ. ~t l. J

/ ~ ,- r ._I ..••••"'••.~ l...

1 ·,·~'-·1·t ! "'o··"~·! I II

~ :;"._,~,Ii! - .L. 1 'e., !I -,a"1 (' l< i ::'> t e .j I If '-.. ,J.••.. ...i...,-\ - I ,. 1 ••• ~ ··1 i tI 1- , ..••• ,.') Cp I r I I

~,}.l'-ll_ - j - aft I \ I 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

b. A bar passed through the lifting hole in the aft fuselage under rudder.

During weighing, the fuselage reference line (longitudinal axis) must behorizontal.

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 • rG_o_D_o_+_G_o_I_D_l+_G_p_2_D2_+_G_i_D_i_ .• (d - d1JMAC l- G8 + Gpl + Gp2 + Gi 1

Where: Gi:: additional equipment weightsOJ :: 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 FOR TRAILER TRANSPORT

The following are recommended for transport:

a. If shaped blocks are used to support the fuselage, locate sameunder structural members (bulkheads)

b. To lock the fuselage, use one of the two cylindrical bolt pairs.

(?????presume they mean one wing-attachment tapered pin oneach side of the hull but who would know????)

c. 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.

d. 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.

e. Put on gust locks or otherwise immobilize the control surfaces.

f~ Tie ot tape down all control connections and pushrods which might

either cause damage or be damaged themselves.

,,--'"",

\.~.~\

1. Airspeed Indicator

2. Variometer + 5 m/s

':z: V . ~ ':2: m/./. arlOEw"ev + ..10 1 S

4. Altimeter

5. Vacuuo. flask

6. Trim capsule

7. Tee

8. Cross joL"t9. Tota] preSSGre S'jurce

10. Static pressure sources

11. Total pressure plpe

12. Static pressure pipes\

The static pressure sources are marked on the fus~laee

by a red circle of 2.pprox. 12 mrn; 1/2".

F• 6 "1 r"nc'r"""-vrpn CI1'-"~"''T\IOP "I ~GRAu~J"g. -c. ,h.:) J\~h.~J.~"":) vl~l\~''-'~ 11~ 1;· [1. t 1.'J.

3rd ~(:''''T'-'- '11]'IL 19'18J.'..h.h!. - !\ \ Page.6.37

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rd~ l(~(-'Ur.' 0/ 0\..) J,J • APHIL 197:3 Page 6.42

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x 670 in -- ).~\:::t::-?y~;'"·[~,J2LJ' -- ..-"1

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1i2 ~'7;+~6:n [EJ-' .' 'VI ·-?"'1·1~-=_.:::__-·""~..II ... :.rl-::ILI I'! ,'~ /" ;':, ;: L:"I-)7-~i--)-;;r'll11 ;911...';4' I 7D ('.:{ .,..(.. 1 "'-"-.. ~I . r::;"~' /~ ,..:.......::i....:,_,~. ..JAn~.4 "o~r.','-;.,•.{6'n~~. I ~::C'''~:}Z;tt ..~,l::''.~ ---'-'--T";Ll"±2"[I!'77T:;1'1"~• ~l-i'- ,,~~~/~ ,! I~CII '[I '--1 "~""~"'--I .'. -".._E~~.:...J,

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... -.-- ::::'::.- ':" ., __ . _ ,'ft' '::. II !-.;\ I "\S,.... '2"-' -:" /~, "',- I" I,." .,1 \ ' •••.

/" \' ~, l..~ '_" '" ~ ! \'} ~;"1 I , ..••• 1'1 t~T ../'" ,\ .. ,*__.~.. ", ---..: F \ . 1•. \ ,I 11 •• 1 "I ,l\ ·i..)I:.....JI. II',..,_.__ .'\,-_~ -,-0'- _" -"~~JJi"- -i i \ :\ ' I • , , '. I -,'

-71----' '-=::: =":':::"::~ ----=--=::::::::.--0~---.,.- -- ...•__J...;. .. ~ f' ~ ./ "~ I" ul [.ILlZ: j ,:.ll in hC:izL'1f'; LJ i ',,' ;~- ".' "

~<1 A --,,_ .. - ::;=-..:.-r--:·:t:;I- II" -I"'" b"Y c',I" .f"" 'r v. i'~, ',""'.! ',', , , __----- [;' c ~ I I .,'-",,.. \. 11.( llr.1 ;)1".,-:' (.1( Hk'.'O li.J·-!L, ,,' 'i';' ,\ !::):';I -----<:',:---\ ; ~ I ':"'" - ., (; '.,.." ,',: I '-, \...::j ;o'?t::: I \...1:-,. \,~.)., U" !,. j,..;." I.,-.I,'~,! ~;,-< ,)'t~.7mrn l I i - '. I'. ' ,

LEYELLN_G wm GLlDE~j'(gi28B2 (61) ~-ff G:i.;,i,~:;!~H:o~',;i'!i!:\'t~;~' , r~: ".;;,.." (~.~~;, "'\ '1. C':'\ 1..;4 7() '. I j 'r N fTL••... --- -. i·· ~ Tur k'vt': !;i llJ llilcJ St'; i ;I"l) ". '. '"".{ ,J.,,~' ,""J, .'J •. , () ~eco"("~9' \i r k" ---- 'N ' - ",_' .. _ I 1 11,[' \l..!\ ;\ Ii

--·---.1.:,::f \~.\~:;:::.:l__ --J I.' .."J~ . , i " ! j , •...•. ~.' ....

.\ , : ' " 1 I,J . \ ,", (:3, r;tL '

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, ,."'--.'

':.--

•• ~ '->,, -"I.

'.

. -:-" ~ --~~ - •...•. \ ..•.- ...••.•.. - ...:t,:'

~V[IGHT, ~JJD BAL ANC[ SI~~ET IS.2B. B2~' No. __I _•.

h'.··:'··'~C"·Dc:.'~ ,' .. _ .. ~;. '\,1'11" ,,'., -1 , · 7~ j'- " ; 't,l~r'''' ...,t.,.O...., .41 {,S' ,. _."' "._ _---9.~ .' /:-"1"17'" I\'.~ "./' -.- fYlr::~:: :;:ji~::; pdTl "1'.-, .In- rl .: , ,. _ ., . ,. D 5 : .. " '"1 , j.', ... , ':: ':J "'1, ,.,.,~ (i:, !.1, ;

ballast \fT-"- ---=.:r~~ 1. i' '. In: ;' , d . ,,1.6 .1 ••:1 I-'N'=L,.n

W

\IG;-~ Gp1~~-~f;G7~2!-='~~":+ " I • f "iht~I;:;Dz .. 191~ mm 77.lt'3 in/i\'Z_l· I I lX'''. r',~ ' .. ' Db "" 2GOO rnm 102.35 in/Tl/ //11).,' I- a, .

r';~1_1. '-, ,C;~.~ .' ",' " ' . D" = 3GG mm 14.41 In

ft=~----==~:rib-'--_ ~--r~ v~4b ._, '. , .)7 G,2

:. \., " ; I • D " " ,: ,d1,:= ml11,. in

~~._---.--- . - .. ~-~: . ~' ... " .. , (le;eli~9;.card :poge 17)

1. cokulatior1 of 'the bolonce', 'Empty; so'dplone. 2, CalcuIClfjo~~f fhe balance limits, ,:,

. [../ 1 Do - (d- (1)' I " '''0/ l' r 1)0 Gn + D1Gn-. T DzGn., (~ )J'" 1~{)Xo 10 MAC ':::-:--~M-A-C-100 X1,2l/o.M;\C ::I-··--y-G~~G·~-:-Gp------r-~-d-d1 . -M-AC. L 0 t1 -2G D .

Do = __ T:;L.1- ) Go ~ G1 -+ G'2'''0

I Id'

G1 . G7:G~DoXou

~1f__lb

1Ir.-IbkefIb °lc t;'i,A~1'-0'

mmII):.d

,J'---. -- ". ,, .- ;,.' , i I' ., i

D:J7E:'; .

~. t-.J jliO :un; I

Gp1 GiJ2x"lol [ MAC 1

'-'J '--r-"--'

coku loTed1Perr.1"iM edVrf Ib v ....r lib "J "':ll I1-------_. ,.------ ___ ", ,,-'.--' ,,-_.-------- ..-----

Front pilot(,1 1:)/t,j' - - 47

.I

-~---_.-.--,--".--~,_.__ .-'--'..-----.

gO193.7gq1737 .n

1\,\10 oilots ~- ---~---~----'--'--. ( . 712157'J21- ,,' .. lJ,7 .

,

I .

App\icab\e. -to, sClilplones siN -45 and bd~wJ.

, F:o {; •. 71'3

I/

~.;

r--c-

:::Jt<"

t...J

.., --..,;-~'1

c•••••

r:-1

c::::

--.j .•••::~

..•.--...:...-.-..,..

... - ..-~-r-'- l./>

f.....)C:Jc::;::;"'.)

..".

,,,'

..•. ':~- _.'- ·~t'l:',ll..,,;,~:.i·, ..••

..,." ...•-...•.•.. ; ,~- ~--.-,

')c;'

"

i!

Qo

120

MAC

t/IAC v: 1130 "';Tjif-!.,. LIS ::1i-' i . I ~ \4 •

,I, I.'I ;== 2170 rnm

("'I~ I •••0 ()J.~tj i;'lI •D

,

:"" 7500 mil) '295. '27 in

01

- 2·~9f):m"51.07 i!1

D2

- 1°"-7-;./.;,3 Il)- ;J'O mm

'Db

.•• 2500 mrn"or'~'I ,,~o III

°3= 3SG mm1Lr.41 In

I

"d

" fr-, 7? -,~'1 ',1::: I'C,~ •...,-mrnO.·<.s In

(Levcli\19 wrd pcg2'17)

~ f ""!"iO. \ .1

,, ,

~r~c, '

J \.12 '

, , I\

I('"> "l 0 -.,~"'. ",~ I,.,, .)-t.e, i,J l..J5f''''' :-..•.

, , " I.,. ~

rll- 1: !.

,~I'\ L t ":"'c"''i. ~,,~:Uf'. 'qi_'-

" ,

2. Colculdion of the bo I ance Ij~ifs,: _

X1 ; [% MAt 1JpQ.c;,,+D.J~PL+._02_GEi_ -( d-d l).J> 'l GO;'Gp1+Gp2

--~-"'-]"~'-'~""'~'-~I-.'-'--·-l·-'-~-""..GP1~ Gpz X1,1% [~lt\c]

",'(e~if':r:, j :Gfl\1f 10 ko·ll-ula{c.~I~'r!M."·I?!+"'r1i••••. ., i tU l~'~l j "-' \... j • \....1.1\•• l .•~.Il~\J

.,,L"L __~.",IL , ,"_._,,_.__.__~_"_,,__:front ilot I 83 '183 ~ - ~~) \'!ili It 47--~p---~-- 1.. "':..- "'" ,-,"," "'-'," , ',,,,., ',------- --, r-

0D ~9/')C:; 90 1nQ c::. .) I / ••••'-i '22t I." I 6.( , 17 ,\ (/"-:". ,-,'\.,..' "

-r- I ' ~. " ,IWO tJi 10 $-;-"--' ··-,:-,,·-i----m 1---- :-j"",",T -----,,! ", t;<::, 1-) 1 r.::7t;' ~I'))ll· i ")(../.?.f.-·{I '.i,' 7/ / - / •.. l •••.J' ',";--::' I "J"-'>' , (

Applic.able to SOjilpJanes SIN' 45 cnd abb\~'~

ffq;S-27

n

~ r',rf'lnaHJ

Xo

L~'5:..

VJflGHT

Do

:Empty ~dllp!ane,

I

Go: G1 +G,

G1 '

Do::: g~JL .. r: )L10

GzTGo

'ff II' 'KrJfllb fv rll' ·1· 01 u'ACr\9 i 0 1':11 "" .' 1'·9,,, 0 mm· III .. I~, IV,. "

'''''-.-'~--.-.-, - -,..'k'''.-.. "'--'-.f"'-.' "'- ... --.,----•••• ~I. ,'-, I" . " -,; .

.\"J_ .•• 0'"1 '. '_., '-,J.'" .~) .., I \ .\ I , .••• ', ."' •.•. I '"

,), . ~~ ,~ .. I":,,,,'''' ~;~) '" \.C/,. ,,_ "0"',".,'".-/ ~ ~ r,'....:-' \ .. ; " " /l / I .' _C" 5" -": :...:.~ \j,,,,, , ,,/ ,~~ •••" '<C,:"> ,:::;;., C~·;'_L:'' ••.•. \' ,,' <r, , • ,\, ''''

>--J '.:::".,,\~ J:.." •. ('·,.c ,,,"" r ~ ~_ """:'" \":~,,,,: '-

D l" •.. V"" "..• I-'aIe, 0' \...0-:" '.\::) 1..•• ;:..

(~ _ \.>' ''''.;}" ,L:" r ,'; v"-..( nr'l-.fur ••.' I,) -.' ...;~,•••• .\ 1.4 '" " ••••••••• " .~l./

J . ~_ \"~' ~,:t-. .,.,..,, '.J"

, " ~,,_ ~,'-~: __:~~"~~,,D.o__ , : ~\"" ," _ -, ' , , ,

, I', d' ,:={ "'C ' ",-,~

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

• J • , / L ',,~:;~,_ ..••.•. , ot;·,'!Ii.~11.'f, .\ . i'I··~::-_.-_io __ .. ~-.~_, " £",.1)-'

"{,I, -:, I " Il>~" , i '. --'';;'''''-::'''::-''~'------'-;--, -, ---"" ,," ./, b ~<]'\"~"".==~,,,,,"'''''~-=--:--c:-:/~r' , --':"~l-::-~,'"\i,l1 ~bGp1;"rT" "!J'J~':"ILCJJ, r c;:.":"·"f\

o 3, ' •. L __ "jL_-:" ' '-;',7, 'j>;;;",

/~ 'r

/Tl!>':,'\ ~ X}"D1 ' -, f ~.-\! ,'--_ \"Go"

, 2, ~' '-,-_.,-,,,,,,,,, '''Ti''---j....-,--,-'-----yh ' -"

'}Gb'. ¥

~fG~---"'---:----~-' -,"""-,,",-~-1. C~1cula HOll Of 4he. balance

co ••••• Do - Cd - d 2 "Xo [% MAC 1 = ---"tYiAC--J ,100

~~

,'lIi::.., ,.

~ ~ WWWW W-I'>-0~ -I'>-~m~ m00 0 0000 00

:L

~__ 1_ J I lJ_-+-_+This graph is for estimation only

And only for Lark 2273P SIN 102

]T] ] I i jUI

Minimum Front seat weight solo - 95 pounds

Maximum front seat weight solo - 200.5 poundsI

Maximum useful load - 396 pounds

~I~I~I~I~I~I~I~I~~ ~ w ~ ~ m ~ ro.mo 0 0 0 0 0 0 0 0

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

I

--I -

-

In

I ' II j

LOADING GRAPH FOR LARK IS28B2 GLIDER

]

1, PROJECT HORIZONTAL LINE AT FORWARD SEAT WEIGHT

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

3, IF INTERSECTION OF THE LINES IS WITHIN THE ENVELOPE,

jTHE_c;£IS V\I~THIN-L~ITiJ ur n[l~n_t 14. GROSS WEIGHT MUST NOT EXCEED 1301 LBS.1-'-----T-----r---T---r------.---r----r--~---- --

___________ L_

224 POUNDS

~'I I

~-

f_u__I__-

f---

t-

i

S IE IA IT

I

R lEA IR

NO BALLAST

17iForward CG Limit

I :

I I

--1----

I

I

--1 -

300

29°1----1-280 :

270I_/­

260

250

240- -- -----1

230

F 220

o 210

R 200

W 190

A 180

R 170

10 160 :200.5 POUNDS1_

150

S 140

E 130

IA 120

T 110

100 195 POUNDS

I~:@j 6050

40 AFT CG LIMIT

: [ f jo

~,i' ! '\J

'~,~\

I",\~~'" )