108629 C4 Manual Rev1
Contents
1. Avoid damage to your glider by using well padded racks Careless transportation can cause considerable damage to your glider We recommend that you support the glider in at least 3 places to spread the load The glider should be transported with the control frame down to minimise the chance of damage to the cross tubes Flat straps should be used for tie downs to avoid damage to leading edge mylar Store the glider in a dry room off the ground Air the glider out regularly to avoid mildew and never store wet Issue Date May 2007 Rev 1 Page 37 Section 15 MAINTENANCE RECORD AirBotiie AUSTRALIA Date Details of Repair or Maintenance Carried out by Table 9 Maintenance Log Issue Date May 2007 Rev 1 Page 38 AUSTRALIA Section 16 HANG GLIDER COMPLIANCE SCHEDULES GLIDER MODEL C4 13 MANUFACTURED BY AIRBORNE WINDSPORTS Pty Ltd NOTE These specifications are intended only as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration Be aware however that no set of specifications however detailed can guarantee the ability to determine whether a glider is the same model or is in the same configuration as was certified or has those performance stability and structural characteristics required by the certification standards An owner s manual is req2. Inner Battens 20 Tip Batten 45 Issue Date May 2007 Rev 1 Page 32 AirBortne AUSTRALIA HANDLING AND PERFORMANCE TUNING The following table is designed to allow a pilot to reference methods of tuning the C4 to suit the individual Varying wing loading will affect the way the glider behaves in pitch and roll trim For example a heavier loaded glider will tend to increase the flex in the leading edge tube causing more washout This increase in washout will tend to make the glider more spirally stable A lightly loaded glider will tend to be less spirally stable requiring more high siding from the pilot Adjustments are described assuming that the glider is straight and all adjustments are symmetrical TUNING HANDLING PERFORMANCE BAR PRESSURE CENTER OF GRAVITY Increase in pitch pressure No change Increase in pitch pressure when CG moved rearward when CG moved rearward Decrease in pitch pressure No change Decrease in pitch pressure when moved forward when moved forward TIP PLUGS Rotating the tip plugs fortip Slightly reduced Increase in bar pressure Rotating the tip plug for the tip wand to stand up or down See Note 1 wands pointed up reduces high siding on a bank performance Rotating the tip plugs for tip wands pointed down increases the amount of high siding required Slightly better performance Reduction in bar pressure INNER RING Rotating the inner rings down results i
3. Make sure that each side of the main loop passes through the slots in the under surface Assemble the glider completely as described earlier in the manual Perform a complete and thorough pre flight of the glider in accordance with the procedures outlined earlier in this manual Issue Date May 2007 Rev 1 Page 23 AirBotiie AUSTRALIA Section 11 FLIGHT TECHNIQUE TAKE OFF DON T FORGET TO HOOK IN The VG should be in the full off position for launching The C4 has a slightly tail heavy static balance and is very easy to launch Hold the nose in a slightly elevated position approximately 20 degrees to the slope with the wings level accelerate smoothly to a hard run keeping the nose at the same angle It is important that the pilot accelerates smoothly during the launch run Taking increasingly larger steps until lift off is the preferred method Too fast an acceleration will cause the nose to rise rapidly with the risk of stall on launch TURNS The C4 can be easily directed into a turn even at slow speeds however for a fast roll rate and easier handling it is best to pull on a little extra flying speed The C4 will maintain a turn until the turn is removed by pilot input Allow yourself plenty of margin for safety Don t fly too slowly when flying close to the hill or other aircraft STALLS When practising stalls make sure you have sufficient altitude Push out slowly approx 1 mph per sec speed reduction the gli
4. front leading edge Align and push on the leading edge then rotate slightly to ensure it is located correctly It is impossible to rotate the leading edge if correctly installed Ensure the outer sprog exits through the zipper as shown in the photograph left shows RH rear leading edge applicable for serial numbers up to and including 13 14 Figure 10 Left Side Rear Leading Edge Installation for serial numbers greater than and including C4 13 25 C4 13 5 1 C4 14 21 Figure 11 Washout Strut Threaded Cone Connection Attach inner sprog to sprog cone with the clevis pin and locking ring as shown right Figure 12 Sail Leading Edge Tensioning You are now ready to tension the sail There is a webbing strap attached inside the sail with a small tang Tension this tang using a small rope as a handle and attach to the rear leading edges with the self tapping screw The tang fits into a slot milled into the end of the plastic bung which locates the tip rod cup Repeat for the other leading edge Ensure sail webbing goes in front of leading edge Make sure the rear leading edge does not pass through the webbing If you find this technique to tension the sail difficult the following method can be used Issue Date May 2007 Rev 1 Page 19 AirBotiie AUSTRALIA Remove the nose webbing tangs from their bolts at the nose plate Locate the tip webbing tangs with the screws as described previously Slowly spread the leadin
5. half way firstly then spread leading edges to their approximate flying position Check the side wires are not twisted IT IS ESSENTIAL THAT THE KEEL AND THE LEADING EDGES ARE KEPT IN THE SAME PLANE OR DAMAGE WILL RESULT INSERT TIP RODS Remove the tip bags and insert the tip rod into the fitting at the rear of the leading edge Ensure that the rod is inserted all of the way LOAD TIP ROD Move to the front of the wing For the left tip hold the rear leading edge with your left hand and the end of the sail with your right Bend the tip tube towards the trailing edge as you apply sail tension to the tip rod Locate the tip lever on to the tip rod When installing the right tip rod the leading edge should be held with your right hand CLOSE TIP LEVER Move to the trailing edge Place your right thumb in the rope loop of the tip lever and close the lever The lever should be held in the same plane as the trailing edge Do not let the lever close rapidly as damage may result Repeat loading and closing for the right wing INSERT MAINSAIL BATTENS Remove the battens from the bag The red battens are for the left side and the green for the right Insert the battens from the centre to the tip with gentle pressure until the batten meets resistance Shake the sail at the trailing edge whilst maintaining gentle pressure on the batten to allow the batten to be inserted over the cross bar DO NOT FORCE THE BATTENS Issue Date May 2007 Rev 1 Page 14 A
6. hole to crossbar attachment hole 3375 mm 132 87 Nose Plate anchor hole to rear sail attachment point 5955 mm 234 45 Outside diameter at nose 60 mm 2 36 Outside diameter at cross bar 62 mm 244 Outside diameter at rear sail attachment point 12mm 0 47 Crossbar Dimensions Overall pin to pin length from leading edge attachment point to hinge bolt 3141 mm 123 66 at glider centre line Largest outside diameter 75mm 2 95 Keel dimensions The cross bar centre load bearing pin 845 mm 33 27 The pilot hang loop Fwd 1385 mm 48 62 distance from forward nose plate hole Rear 1335 mm 92 96 Sail Dimensions Chord length at 3 ft outboard of centre line 1780 mm 70 08 Chord length at 3 ft inboard of tip 1120 mm 44 09 Span extreme tip to tip 10400 mm 409 45 Location of Information Placard Front RHS crossbar centre Location of Test Fly Sticker Front RHS crossbar centre Recommended Pilot Hook in Weight Range 85 120 kg 187 265 lbs Recommended Pilot Proficiency Advanced Table 12 Compliance Schedule C4 14 NB Conversions 0 4536 kg pound 25 4 mm inch 1 609km mile Issue Date May 2007 Rev 1 Page 41
7. is mandatory for any aircraft and the best technique is a circular walk around the wing The nose area is the ideal place to start your pre flight check followed by each assembly point Keep in mind the three most critical set up areas THE NOSE QUICK CLIP CONTROL BAR BASE TUBE FASTENERS THE CROSS BAR TENSIONER QUICK CLIP Starting at the nose we suggest the following checklist ensuring all bolts and fasteners have the appropriate thread protruding beyond the nut Check the nose plate assembly ensuring that the VG routing is normal Sight along both leading edges checking for similar curves Walk towards the tip feeling for dents in the leading edge Check cross bar leading edge junction through the zipper access Check sail tip lever is fully closed and the sail is not damaged Check the tip rod is properly located and the rear leading edge is undamaged Walk towards the keel checking all battens are secured Check the sprogs are in order and the zips are fully closed Check the cross bar retaining shackle is secured on the quick clip Repeat the above steps for the other side wing in reverse order Check all lower rigging is correctly routed and free from damage The most likely area for damage on wires is around the swage and thimble area Check control bar corners are correctly assembled with pip pin and cover Ensure the hang loop rocker is rotated 90 degrees to the keel and that hang loops are securely positioned and i
8. other servicing that in the judgement of AIRBORNE are made or should be made as maintenance Any defect caused by any alteration or modification not approved by AIRBORNE Any defect caused by the fitment of parts that are not made or approved by AIRBORNE Any defect caused by misuse accidents negligence or failure to carry out proper maintenance service Damage caused by continued operation of the hang glider after it is known to be defective Any defect or consequential loss damage or injury caused by overloading Loss of use of the hang glider loss of time inconvenience damages for personal injuries loss of property or other consequential damages Failure due to wear and tear accident fire incorrect or incomplete rigging and or assembly exposure to the elements operation outside the placarded limitations and repairs attempted or made other than by AIRBORNE or it s authorised agent AIRBORNE will replace free of charge any original part that is determined by it to be defective under the terms of this Warranty and reserves the right to pay monetary compensation or make good the defect in any manner it deems appropriate The customer is responsible for transporting the hang glider or parts to and from AIRBORNE or its authorised agent when making claims under this Warranty The hang glider or parts are at the customer s risk whilst in transit to and from AIRBORNE or its authorised agent NOTE Warranty service is available to the
9. the Climax is one of the most advanced high performance topless hang glider on the market The Climax C4 is the result of further refinements to the design Attention to detail and weight saving has allowed the C4 to have excellent static balance A larger than average VG range provides the C4 with ease of handling and a large flare window without compromising outstanding glide performance throughout the speed range The C4 has an elliptical tip which in the VG full setting allows a very tight mainsail whilst maintaining a progressive washout line right through to the tip AirBorne s original cam VG system has been improved allowing an increase in VG travel Not only does the wing pull exceptionally flat when full on the VG off setting is quite loose resulting in extremely light handling and improved climb ability There are several advantages using the cam VG system The drag in the pulley actuating system and lack of movement in the high load junctions allow for much lower operating pressures The cam VG system also maintains constant anhedral which significantly reduces glider oscillation throughout the VG range A combination of internal cloth ribs and hook and loop fastener tabs between the upper and lower battens control the under surface blow down at lower angles of attack Not only does this minimise glider oscillation the resulting pitch pressure is progressive and predictable Wire braced washout tubes sprogs are used in the C4 Th
10. the sail flatter the inboard sprog automatically lowers with the trailing edee The method described here is used to check the sprog angle relative to the keel angle of the glider CHECKING THE WASHOUT STRUT SPROG ANGLES Angles may be measured using one of the following tools 1 Protractor with built in spirit level these are available from Airborne part number 108624 PROTRACTOR SPIRIT LEVEL 2 Digital level 3 Protractor with plumb bob Inspection steps 1 Fully assemble the glider ready for flight 2 Pull the VG on full until the VG rope stops 3 Place the protractor level on the underside of the keel between the cross bar straps as shown in the following photograph Do not move the glider from this position 4 Raise the rear keel to horizontal as 0 is a convenient reference point Figure 20 Setting Reference Keel Angle Issue Date May 2007 Rev 1 Page 27 C4 OWNER and SERVICE MANUAL AirBorne 5 With the access zips to the washout struts closed place the protractor level on the underside of the washout struts so that it sits with good contact pressing through the sail as shown in the following photograph The wing being measured will need to be raised so that any slack 1s removed from the side wire Measure and record at each of the washout strut locations as described in the table below Figure 21 Measuring Washout Strut Angle The table below indicates the minimum differential angle for each of the washout stru
11. trim speed You will feel positive nose up bar pressure The VG should be in the off position Reduce air speed slowly by relaxing the bar pressure smoothly Keep wings level whilst looking straight up your runway When the glider reaches trim speed a full flare is required Flare aggressively in light or no wind holding the uprights out and up It is important that the pilot does not swing the legs forward whilst flaring This results in the pilot s centre of gravity moving forward which will cause the nose to drop Upon touchdown the pilots legs must provide a gentle deceleration coasting to a stop no aircraft lands well with the brakes locked on In strong wind it is possible to fly the glider onto the ground slowing up gradually Be careful not to push out too hard in windy conditions Issue Date May 2007 Rev 1 Page 25 AirBotiie AUSTRALIA Section 12 TUNING Your C4 was test flown and delivered to you in good trim by either your dealer or by factory pilots If however any adjustments are made to your glider we recommend that they be recorded in your maintenance log at the rear of this manual If you feel that the glider requires adjustment to trim in the roll or pitch axis you should check that the problem is not caused by something asymmetrical in the frame or battens In order of priority check the following Ensure that the wires are correctly routed Check the battens against the profile Check that the batte
12. ALIA SPROG ADJUSTMENT FOR SYMMETRY Sprog refers to the wire braced washout struts ADJUSTMENTS WHEN THE GLIDER IS CONFIGURED VG OFF TURN DURING STRAIGHT ARM DIVE ADJUSTMENT METHOD Remedy for left turn Remedy for right Q turn IN OARD SPROG ADJUSTMENT The glider should Raise the right sprog by Raise the left sprog a 5 be assembled with the VG off Unzip the outer sprog rotating the cone by rotating the cone tt and fold forward Remove the ring and clevis pin from anticlockwise by 1 2 anticlockwise by 1 2 lt the front of the sprog tube Make appropriate turn turn adjustment and install clevis pin and ring Install sprog INBOARD SPROG ADJUSTMENT If the glider still Lower the left sprog by Raise the left sprog an turns the opposite sprog can be lowered as rotating the cone by rotating the cone gt described clockwise by 1 2 turn anticlockwise by 1 2 turn ADJUSTMENTS WHEN THE GLIDER IS CONFIGURED VG 1 2 ON TO FULL ON ADJUSTMENT METHOD Remedy for left turn Remedy for right turn OUTBOARD SPROG ADJUSTMENT The glider Raise the right sprog by Raise the left sprog o should be assembled with the VG off Unzip the outer rotating the cone by rotating the cone 9 sprog and fold forward Remove the ring and clevis anticlockwise by 1 2 anticlockwise by 1 2 z pin from the front of the sprog tube Make appropriate turn turn 5 adjustm
13. GLIDER MODEL C4 13 5 MANUFACTURED BY AIRBORNE WINDSPORTS Pty Ltd NOTE These specifications are intended only as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration Be aware however that no set of specifications however detailed can guarantee the ability to determine whether a glider is the same model or is in the same configuration as was certified or has those performance stability and structural characteristics required by the certification standards An owner s manual is required to be delivered with each HGMA certified glider and it is required that it contain additional airworthiness information Metric Imperial Weight of glider with all essential parts and without cover bags and non 34 kg 75 lbs essential parts Leading Edge Dimensions Nose Plate anchor hole to crossbar attachment hole 3080 mm 121 26 Nose Plate anchor hole to rear sail attachment point 5490 mm 216 14 Outside diameter at nose 60 mm 2 36 Outside diameter at cross bar 62 mm 2 44 Outside diameter at rear sail attachment point 12 mm 1 77 Crossbar Dimensions Hl Overall pin to pin length from leading edge attachment point to hinge bolt 2871 mm 113 03 at glider centre line Largest outside diameter 75 mm 2 95 Keel dimensions The cross bar centre load bearing pin 760 mm 29 92 The pilot hang loop Fwd 1245 mm 49 02 distance from forward nose plate hol
14. IONS and MAINTENANCE MAINTENANCE SCHEDULE 1 Clean and service 2 Check as directed 3 Check for security cracks wear and faulty operation 4 Remove inspect and replace if necessary 5 Recommend replacement or overhaul MAINTENANCE REQUIREMENT Maintenance Period Daily Monthly Three Every 4 Years Years Flying 1 10 400 Days gt 2 5 2 3 3 3 4 2 2 3 5 Check leading edges keel amp A frame for straightness 2 2 4 Check leading edges keel amp A frame structural members 2 2 4 2 2 4 Remove hinge bolt and inspect bushes bolt and hole 5 2 2 2 2 2 Check variable geometry pulleys and cleats 2 3 5 showing outside each nut Check hang straps and karabiners for wear or damage 2 2 5 Check saddles and fittings for cracks 2 5 Table 8 Periodic Maintenance It is recommended that e Items marked 1 2 and 3 should be performed by the owner of the glider e Items marked 4 be performed by the owner in conjunction with another pilot and tems marked with a 5 be performed by AIRBORNE or an accredited AIRBORNE service agent LOG BOOK When maintenance is performed always check the appropriate square and make an entry in the maintenance log at the rear of this manual Issue Date May 2007 Rev 1 Page 34 AUSTRALIA NOTES ON PERIODIC INSPECTIONS AIRFRAME TUBING Installation amp Removal When removing tub
15. Remedy right turn DIFFERENTIAL BATTEN TENSION If the turn is mild then increasing and decreasing the batten tension on either side can adjust it If you increase the tension on the slow side you are effectively putting more camber in the airfoil therefore creating more lift on that side If you decrease the tension on the fast side you are decreasing the camber and reducing the amount of lift The batten hinge clip can be rotated clockwise to decrease tension or anti clockwise to increase tension Increase tension on last 5 battens on left hand side by 2 turns at a time Decrease tension on last 5 battens on right hand side by 1 turn at a time Decrease tension on last 5 battens on left hand side by 1 turn at a time Increase tension on last 5 battens on right hand side by 2 turns at a time TIP PLUG ADJUSTMENT TIP UP If further adjustment is required the tip angle on the fast wing is raised The tip plug can be rotated to raise or lower the tip angle on either wing To raise the tip angle on the fast wing access the fibreglass tip bung through the zip at the end of the leading edge tube Remove the Philips screw and adjust as outlined For serial numbers up to and including C4 13 24 C4 14 20 Rotate the right tip fitting anti clockwise one hole at a time as viewed from the rear of the leading edge For serial numbers up to and including C4 13 24 C4 14 20 Rotate the left tip fitting clockwise one h
16. THE AIRBORNE OWNER and SERVICE MANUAL Rev 1 AUSTRALIA Manufacturer AirBorne WindSports Pty Ltd Unit 22 30 Kalaroo Rd Redhead NSW Australia Phone 612 4944 9199 Fax 612 4944 9395 Website http www airborne com au PART 108629 AirBotiie AUSTRALIA AIRBORNE DIRECTIVES AS THE SERVICE HISTORY OF THE AIRFRAME EVOLVES AIRBORNE WILL FROM TIME TO TIME ISSUE AIRBORNE DIRECTIVES WHICH DETAIL ANY CHANGES TO THE MAINTENANCE MANUALS PILOT S OPERATING HANDBOOK OR ANY OTHER DETAILS THAT AIRBORNE DEEMS NECESSARY FOR OWNERS TO BE NOTIFIED OF THE WEB ADDRESS FOR AIRBORNE DIRECTIVES IS HTTPZANWW AIRBORNE COM AU WARNING THE INFORMATION IN THIS MANUAL NEEDS TO BE FOLLOWED AND IT IS NOT ACCEPTABLE TO MAKE CHANGES TO THE MATERIALS AND OR PHYSICAL FEATURES OF THIS AIRCRAFT IN PARTICULAR THE GRADES OF BOLTS THAT HAVE BEEN UTILISED IN THE MANUFACTURE OF THIS AIRCRAFT ARE CRITICAL FOR ITS CONTINUING AIRWORTHINESS NEVER REPLACE BOLTS WITH ANY OTHER SIZE OR GRADE GRADE 8 BOLTS ARE NOT INTERCHANGEABLE WITH AIRCRAFT AN GRADE BOLTS THE FATIGUE CHARACTERISTICS OF AIRCRAFT GRADE BOLTS ARE SUPERIOR TO OTHER BOLTS AND ALLOW LONGER SAFE SERVICE LIFE UNDER CYCLIC LOADS LIKE THOSE EXPERIENCED IN AIRCRAFT THE LENGTH OF THE BOLT IS IMPORTANT IF A SHORTER BOLT IS USED THE THREAD MAY ENCROACH ON THE LOAD BEARING AREA WHICH INCREASES THE STRESSES EXPERIENCED BY IT Issue Date May 2007 Rev 1 Page 2 MANUAL REVISION HISTORY A
17. USTRALIA TENSION CROSS BARS The cross bars are now tensioned by pulling the webbing loop until the shackle is positioned on the quick clip Ensure that the catch is positively locked When tensioning with the glider lying flat the keel can be raised approximately 200 mm to allow the side flying wires to be loose ATTACH FRONT FLYING WIRES Lift glider and attach front flying wires Ensure that the front flying wires are secure and that the quick clip is positively locked INSTALL NOSE FAIRING Attach the nose fairing applying the top hook and loop fastener first then gently tension over the nose plates and attach the hook and loop fastener to the under surface LOAD WASHOUT STRUTS The sprogs should be rotated into position over the red webbing loops and the zips closed fully It is a good time to inspect the junctions prior to closing all zips INSERT UNDER SURFACE BATTENS The under surface battens are inserted then pulled back into the rear of the batten pocket with the string handle PRE FLIGHT INSPECTION You are now ready for the wing pre flight inspection as outlined in the next section It is imperative that you carry out this inspection every time you rig and before you fly Issue Date May 2007 Rev 1 Page 15 AirBotiie AUSTRALIA Section 6 PRE FLIGHT INSPECTION The wing was designed so that drag would be kept to a minimum This means that most of the pre flight check points are enclosed A thorough pre flight inspection
18. any loose or unravelled seams Check all inspection zippers to see that they function smoothly and close completely Inspect tip webbing for damage Sail may be repaired with appropriate sail tape or a sewn on patch AIRBORNE or an authorised agent should be consulted about sail repairs Keep the sail clean of oil and dirt by washing the sail with soap and water Keep the sail covered when not in use Sails shrink over a period of time due to exposure to the elements approx 5 10mm per year for high exposure wings This results in an increase in leading edge tension and a decrease in trailing edge tension The sail leading edge tension will have to be adjusted over the life of the sail in order to retain its performance Refer to fig 1 page 31 CONTINUED EXPOSURE TO SUN DRAMATICALLY SHORTENS THE LIFE OF SAILS possibly to as little as six months INSPECTION AFTER HARD LANDING It is necessary to conduct a detailed inspection following any unusual stressing of the hang glider This full inspection should include all details listed for the six monthly maintenance The inspection should be noted in the logbook and any replacement recorded DEFECT REPORTS Details of any defect which develops in service and which if kept uncorrected would compromise the continued safe operation of the hang glider should be reported to AIRBORNE as soon as practicable Issue Date May 2007 Rev 1 Page 36 AUSTRALIA Section 14 TRANSPORTATION AND STORAGE
19. at the frame hardware particularly the cam plates and sprogs do not catch on the internal cells or hook and loop fasteners Do not force the removal of the frame otherwise damage will result If the sail is to be sent to the factory for repair the transverse battens should be removed The mylar can be left in but care should be taken not to damage the mylar when folding the sail Issue Date May 2007 Rev 1 Page 22 AUSTRALIA RE INSTALLING THE SAIL Install the transverse battens Fold the sail so that the mylar pockets are together The under surface should be on the outside Lay the sail flat and open up the nose area slightly Prepare the frame by taping the sprogs so that they are folded towards each other If possible it is best to have a cover over each leading edge as this will reduce the chances of the frame snagging on the cells or hook and loop fastened tabs Position the frame with the leading edges together and in the correct orientation ie cross bar to the top of the sail Slowly slide the frame into the sail through the main centre zip ensuring that the tubes are forward of all hook and loop fasteners and cells Make sure that the keel passes through the keel pocket You will need to periodically check that the sail is clearing all internal cells and hook and loop fastened tabs Be careful and slide the frame in slowly otherwise damage will result When the frame is around half way inserted into the sail route the inner spr
20. customer from AIRBORNE WINDSPORTS PTY LIMITED or authorised agent Issue Date May 2007 Rev 1 Page 10 AUSTRALIA Section 5 ASSEMBLY PROCEDURES The wing can be assembled in two positions either lying flat or standing on the control frame Assembling the C4 on the control frame is the most popular method of assembly in light winds This method is preferable as the sail is less prone to being soiled or damaged during assembly In higher winds it is preferable to lay the glider flat for assembly with the nose into the wind until ready to launch ASSEMBLING ON THE FRAME UNZIP THE BAG Lay the wing down with zip up and the nose facing approximately 120 degrees from the wind direction ASSEMBLE CONTROL FRAME Spread the control bar down tubes and insert the base bar The PIP pins are then inserted from front to rear with the covers firmly secured Check that all the rigging wires are outside the control frame STAND GLIDER UP Rotate the control frame to the vertical position and rotate the wing 180 degrees so that it is sitting on the base bar REMOVE BAG Remove the glider bag and unclip all of the ties The washout strut covers should also be removed at this time INSERT NOSE BATTEN Load the nose battens on the locating pins at this time If you fail to load the battens prior to tensioning the glider the VG should be pulled full tight before attempting to load the battens Figure 1 Nose Batten SPREAD LEADING EDGES Carefu
21. der will tend to mush without dropping a wing The sink rate will increase in this mush mode more than two fold If you push out faster the nose will pitch higher a gentle pitch down follows until the glider regains flying speed and recovers from the stall A stall at full VG will result in a much more rapid pitch down and should be avoided Never stall the glider with the nose pitched up too high This is a dangerous manoeuvre and can result in a tail slide and severe tumble As a guideline the angle at which the glider stalls results in a similar negative angle to recover If you push out too much in a turn the glider will turn tighter unless you are flying very slowly in which case you may tip stall So keep on a little extra speed in turns until you get used to the glider SPINS As with all recent gliders the C4 will resist spinning If you do stall a wing in a turn and enter the initial stages of a spin move your weight forward and to the high side of the rotation and the glider will recover Issue Date May 2007 Rev 1 Page 24 AUSTRALIA THERMALLING The optimum speed for thermalling is a little above stall speed it may be necessary to fly faster than this in rough conditions to maintain good control Depending on the nature and area of the thermal a bank angle of between 10 and 50 degrees can be used LANDING Landing is easy in the C4 Your final approach should be a straight glide into the wind with airspeed at faster than
22. e Rear 1295 mm 50 98 Sail Dimensions Chord length at 3 ft outboard of centre line 1688 mm 66 5 Chord length at 3 ft inboard of tip 1063 mm 41 9 Span extreme tip to tip 10000 mm 393 7 Location of Information Placard Front RHS crossbar centre Location of Test Fly Sticker Front RHS crossbar centre Recommended Pilot Hook in Weight Range 70 110 kg 154 220 lbs Recommended Pilot Proficiency Advanced Table 11 Compliance Schedule C4 13 5 NB Conversions 0 4536 kg pound 25 4 mm inch 1 609km mile Issue Date May 2007 Rev 1 Page 40 AirBortne AUSTRALIA GLIDER MODEL C4 14 MANUFACTURED BY AIRBORNE WINDSPORTS Pty Ltd NOTE These specifications are intended only as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration Be aware however that no set of specifications however detailed can guarantee the ability to determine whether a glider is the same model or is in the same configuration as was certified or has those performance stability and structural characteristics required by the certification standards An owner s manual is required to be delivered with each HGMA certified glider and it is required that it contain additional airworthiness information Metric Imperial Weight of glider with all essential parts and without cover bags and non 36 kg 79 Ibs essential parts Leading Edge Dimensions Nose Plate anchor
23. e centre sprog has a compensating system which causes the sprog to raise approximately 120 mm when the VG is released Certification pitch testing has confirmed the stability of the system with excellent pitching moment results throughout the VG range The C4 is easy to assemble or break down It may be set up on the A frame or laid flat thereby accommodating for personal preference or site characteristics and restrictions Pip pins and quick clips are used with integrated clip battens to speed up assembly The sprog tubes are secured by simply closing the zips Easy operating internal tip levers are used to load the tip rods At AirBorne we have a well developed quality assurance program ensuring that every glider is built in accordance with the standard it was designed and tested to This gives even the most experienced pilot a sense of security We hope that you have hours of great flying with your new glider Fly high and safely Rick Russell and Shane Duncan Rob Hibberd and Paul Mollison AirBorne WindSports Issue Date May 2007 Rev 1 Page 7 Section 2 SPECIFICATIONS AirBotiie AUSTRALIA C4 13 C4 13 5 C4 14 METRIC IMPERIAL METRIC IMPERIAL METRIC IMPERIAL SAIL AREA 12 7 sqm 137 sq ft 13 5 sq m 146 sq ft 14 3 sq m 154 sq ft WING SPAN 9 6 m 31 5 feet 10 00 m 32 8 feet 104 m 34 1 feet ASPECT RATIO 7 3 7 6 NOSE ANGLE 128 133 degre
24. ecure Sail condition no tears symmetrical appearance Harness straps and webbing secure height adjustment correct Emergency parachute secure correctly mounted and attached operating handle accessible Issue Date May 2007 Rev 1 Page 17 AirBotiie AUSTRALIA Section 7 BREAK DOWN PROCEDURE To break down your C4 just reverse the set up procedure steps as described Included here are a few guidelines to follow which will save you time and prevent potential wear areas on your sail It is possible to leave the nose battens in during daily operations Remove nose fairing Unzip sprogs and rotate them towards each other The sprogs remain outside the sail Remove four or five tip battens and the under surface battens Unload tip lever and remove tip rod Fold tip lever towards sail and roll sail whilst keeping tension along the trailing edge Fit tip bags Let off the sail tension and pull each wing in slightly Pull out the remaining battens Attach top control frame padding Fold both wings in symmetrically bringing both leading edges back at the same time or in small steps side to side Place padding over the keel end and rear quick clip Place sprog covers over sprogs Roll the sail up parallel to the leading edge One tie should be wrapped around the keel and leading edge to hold them together whilst the other side wing is rolled Ensure that the sail is rolled into the leading edge pockets It is important that the t
25. ed and test flown or re measured as appropriate When making strut adjustments for a turn it is wise to visually sight the struts to check for gross changes before test flying To sight the strut settings stand in front of the glider with the keel horizontal amp holding the nose wires Slowly rotate the nose forward and backward notice when the trailing edge of each of the strut locations comes into and out of view ROLL YAW TRIM Turns in gliders occur when they are asymmetrical If you have a turn in your glider you should confirm that the seven possible variables outlined at the beginning of this section have been checked The following tables outline procedures for adjustments Adjustments should be made to the glider in the sequence as listed The glider should be tuned firstly in the VG off setting and then checked with the VG and full on If necessary the sprogs must be tuned as outlined in the second table NOTE We refer to the fast wing as the wing on the high side of the turn i e The right wing is the fast wing if the wing is turning left and vice versa The tuning table refers to rotation of eccentric rings when viewed from the rear of the leading edge This is when standing at the wingtip and looking towards the nose of the wing Issue Date May 2007 Rev 1 Page 29 ROLL TRIM ADJUSTMENTS AirBotiie AUSTRALIA ADJUSTMENTS WHEN THE GLIDER IS CONFIGURED VG OFF TO 1 2 ON ADJUSTMENT METHOD Remedy left turn
26. ension 32 HANDLING AND PERFORMANCE TUNING 33 Issue Date May 2007 Rev 1 Page 4 Section 13 PERIODIC INSPECTIONS and MAINTENANCE MAINTENANCE SCHEDULE AUSTRALIA 34 34 LOG BOOK 34 NOTES ON PERIODIC INSPECTIONS 35 AIRFRAME TUBING 35 CARBON CROSS TUBES 35 BOLTS 35 SAILS 36 INSPECTION AFTER HARD LANDING 36 DEFECT REPORTS 36 Section 14 TRANSPORTATION AND STORAGE Section 15 MAINTENANCE RECORD Section 16 HANG GLIDER COMPLIANCE SCHEDULES GLIDER MODEL C4 13 37 38 39 39 GLIDER MODEL C4 13 5 40 GLIDER MODEL C4 14 41 Issue Date May 2007 Rev 1 Page 5 AirBotiie AUSTRALIA FIGURE INDEX Fig re 1 Nose Batten VER eR Hep AIMER C FTO 11 Figure 2 Attach front flying wires stu UPS ai Pes E NE 11 Figure 3 Cross Bar Haul Back ue trit tnter 12 Figure Load Tip BO ll N ROMS 12 Figure S Load Tip LEVET sssrini ensinei nnee 12 Fig re 6 Load Batten u u XU CHO RU Re EEE 12 Figure 7 Load Washout Struts 13 Figure 8 Insert Under Surface Battens as 13 Figure 9 Install Nose Fairing cs ccnccssacsussivosacnnssmcanssvnngdaslvsnvenssdensswasens
27. ent and install clevis pin and ring Install sprog OUTBOARD SPROG ADJUSTMENT If the glider still Lower the left sprog by Raise the left sprog turns the opposite sprog can be lowered as rotating the cone by rotating the cone described clockwise by 1 2 turn anticlockwise by 1 2 turn Table 5 Tuning Matrix Sprogs If after following the procedure as outlined above the glider still tends to roll one way please contact your AirBorne dealer or call the AirBorne factory Issue Date May 2007 Rev 1 Page 31 C4 OWNER and SERVICE MANUAL AirBorne LOCATING SCREW REFERENCE LINE Figure 22 Leading Edge End Cap Figure 23 Leading Edge Step Down TIP LEVER ADJUSTMENT FIGURE 1 POSITION B POSITION A REFERENCE POINTS POSITION D POSITION C INSERT ROTATED TO ACHIEVE ADDITIONAL ADJUSTMENT Figure 24 Tip Lever Adjustments The following table shows standard sail position and variations to the standard setting APPLICABLE GLIDER STANDARD POSITION ADJUSTMENTS setting and distance from standard position D C4 13 001 onwards Position C 7mm slacken C4 13 5 001 onwards Position D Position A 4mm slacken C4 14 001 onwards Position B 3mm tighten Table 6 Tip Lever Adjustments Adjusting Batten Tension Figure 25 Standard Batten Tension The standard batten tension is defined by the angle that the batten tip sits freely when it is not locked Battens on either side are locked
28. es 128 133 degrees 128 133 degrees DOUBLE SURFACE 93 93 93 5 22 6 24 6 24 6 GLIDER WEIGHT 33 kg 73 pound 34 kg 75 pound 36 kg 79 pound PACK UP LENGTH 4 9m 16 1 ft 5 1m 16 7 ft 5 3m 17 3 ft SHORT PACK LENGTH 3 8m 12 5 ft 40m 13 1 ft 4 1m 13 5 ft RECOMMENDED PILOT HOOK IN WEIGHT RANGE Includes Equipment 55 80 kg 121 176 pounds 70 110 kg 154 220 pounds 85 120 kg 187 265 pounds VNE Recommended Maximum Velocity 85 km h 53 mph 85 km h 53 mph 85 km h 53 mph VA Recommended Maximum Rough Air Manoeuvring Velocity 74 km h 46 mph 74 km h 46 mph 74 km h 46 mph VD Maximum Steady State Velocity 125 km h 78 mph 125 km h 78 mph 125 km h 78 mph Table 2 Specifications Note The stall speed of the C4 at maximum recommended wing loading is less than the minimum requirement of 25 mph 40 km h The minimum or steady state speed is at least 35 mph 56 km h for a prone pilot with correctly adjusted harness Conversions 0 4536 kg pound 25 4 mm inch 1 609 km mile Va Test speed x 0 707 Vne z Test Speed x 0 816 Issue Date May 2007 Rev 1 Page 8 AUSTRALIA Section 3 OPERATING LIMITATIONS WARNING Hang Gliding is a high risk sport The safe operation of this hang glider ultimately rests wi
29. g edges out Ensure the sail is able to move forward as the leading edges are spread and is not caught on the nose pulley or damage will result Fit both nose battens onto the locating pins The cross bars can now be tensioned Check once again the sail is OK at the nose Locate nose webbing tangs to original positions then let cross bar tension off Your glider can now be fully assembled as outlined in the assembly procedures BREAKDOWN FOR SHIPPING Reverse the procedure described ensuring that all possible wear points are padded Be careful when folding the sail as the mylar leading edge insert may be damaged When you have finished packing the glider place the front of the glider bag over the rear of the short packed glider Zip up bag carefully and place the rest of the bag inside the package the bag is installed back to front because it is tapered and the glider is more bulky at the rear when short packed Issue Date May 2007 Rev 1 Page 20 C4 OWNER and SERVICE MANUAL AirBorne Section 10 SAIL REMOVAL AND RE INSTALLATION Many of the maintenance requirements outlined in this manual will require the removal of the sail from the airframe When outlining the procedure to remove the sail we assume that you have had some experience in removing a sail from a glider If you have not we suggest that you have someone help you that does have experience or have an authorised Airborne dealer remove and re install the sail for you It is im
30. ies are not over tensioned as this can damage the mylar insert Position glider bag Roll glider over and undo control bar PIP pins Fold base bar rearward Attach base bar padding around down tube base Place padding over the speed bar Undo the two centre ties and fold the control bar down between the leading edge pockets Lay the wires smoothly to avoid kinking Secure the centre ties and zip up bag The C4 has 1x19 wires to minimize drag The wires are more prone to kinking and should be treated with care For de rigging flat attach top control frame padding Undo nose wires and pull wing forwards then follow steps as previous If resistance is encountered during any phase of set up or break down procedure stop and investigate before continuing Issue Date May 2007 Rev 1 Page 18 C4 OWNER and SERVICE MANUAL AirBorne Section 8 SHORT PACKING ASSEMBLE FROM SHIPPING LENGTH If your glider was delivered to you in the short pack form the following procedure should be used Unzip bag and remove ties Remove all padding from the tube ends Assemble the control frame as described in the set up procedure section Rotate the glider on to the control bar lying flat on the ground Spread both leading edges approximately 1 2 metre Remove the tip bags which have been used as protection on the rear of the front leading edges Check rear leading edges for R right and L left Insert rear leading edges in the appropriate side of the
31. ing do not bend or force tubes If resistance is encountered stop and check for the cause Do not force the tube Inspection Inspect tubing for cracks damage from abrasion elongated holes or distortion in tube surface Never attempt to repair tubing always replace with new part Inspect tubing for corrosion inside and out If corrosion is present the component should be replaced Replacement Aluminium tube comes in many different sizes and grades It is important that the correct replacement parts are used CARBON CROSS TUBES Installation amp Removal To comprehensively check the carbon spars and junction the sail should be removed from the airframe as outlined in this manual Inspection The carbon cross tubes should be thoroughly inspected for cracks The aluminium plug which is bonded into the carbon tube at the centre section should also be thoroughly checked for damage or cracking at the bond line torch should be used to check that the tubes show no signs of damage on the inside BOLTS Installation amp Removal After tightening all bolts should have at least one and a half to two threads showing All self locking nuts should not be installed more than two times Be sure not to over torque bolts when installing Inspection Check bolts for worn shanks bad threads or corrosion Issue Date May 2007 Rev 1 Page 35 AirBotiie AUSTRALIA SAILS Sail Inspection Check for tears in the sailcloth and or
32. irBotine AUSTRALIA Revision No Description Applicable Date Serial No 1 Climax C4 created from C4 13 001 May 2007 Climax flight manual C4 13 5 001 Section 18 moved for C4 14 001 Illustrated Parts Catalogue Revised tip structure and associated changes to the tuning matrix Table 1 Revision History Issue Date May 2007 Rev 1 Page 3 AirBotiie AUSTRALIA TABLE OF CONTENTS MANUAL REVISION HISTORY 3 TABLE OF CONTENTS 4 FIGURE INDEX 6 Section 1 DESIGN FEATURES 7 Section 2 SPECIFICATIONS 8 Section 3 OPERATING LIMITATIONS 9 Section 4 WARRANTY STATEMENTS 10 Section 5 ASSEMBLY PROCEDURES 11 ASSEMBLING ON THE FRAME 11 ASSEMBLING LYING FLAT 14 Section 6 INSPECTION 16 HANG GLIDER DAILY INSPECTION 17 Section 7 BREAK DOWN PROCEDURE 18 Section 8 HORT PACKING 19 ASSEMBLE FROM SHIPPING LENGTH 19 BREAKDOWN FOR SHIPPING 20 Section 10 SAIL REMOVAL AND RE INSTALLATION 21 REMOVING THE SAIL 21 RE INSTALLING THE SAIL 23 Section 11 FLIGHT TECHNIQUE 24 TAKE OFF DON T FORGET TO HOOK IN 24 TURNS 24 STALLS 24 SPINS 24 THERMALLING 25 LANDING 25 Section 12 TUNING 26 PITCH TRIM 26 PITCH STABILITY SYSTEM 26 CHECKING THE C4 STABILITY SYSTEM 27 CHECKING THE WASHOUT STRUT SPROG ANGLES 27 ROLL YAW TRIM 29 ROLL TRIM ADJUSTMENTS 30 SPROG ADJUSTMENT FOR SYMMETRY 31 TIP LEVER ADJUSTMENT 32 Adjusting Batten T
33. ition edge one hole at a time rear of the leading edge per adjustment Reinstall the screw once adjustment is made For serial numbers For serial numbers greater greater than and including than and including C4 13 25 C4 13 5 1 C4 4 13 25 C4 13 5 1 C4 14 21 14 21 Rotate the left tip fitting Rotate the right tip fitting clockwise one hole at a anti clockwise one hole at time as viewed from the a time as viewed from the rear of the leading edge rear of the leading edge REAR SECTION ADJUSTMENT Use the Y tool to rotate Use the Y tool to rotate the Z If the turn still persists after the tip plug rings have been the right step down ring left step down ring e rotated the front leading edge step down rear eccentric anti clockwise one hole as clockwise one hole as z Q ring can be adjusted The angle that the rear section viewed from the rear of the viewed from the rear of the gt protrudes from the front section can be altered by rotation leading edge This raises leading edge This raises tu 25 of the outer eccentric plastic ring The location of this the RHS rear leading edge the LHS rear leading edge ring is fixed with a small screw Remove screw and If the glider tends to turn the opposite direction after the rear section adjustment the tip plugs should be adjusted to straighten the glider Table 4 Tuning Matrix Frame Issue Date May 2007 Rev 1 Page 30 AirBortne AUSTR
34. lly spread both leading edges out half way firstly then spread leading edges to their approximate flying position Check the side wires are not twisted IT IS ESSENTIAL THAT THE KEEL AND THE LEADING EDGES ARE KEPT IN THE SAME PLANE OR DAMAGE WILL RESULT ATTACH FRONT FLYING WIRES Ensure that the front flying wires are secure and that the quick clip is positively locked INSERT MAINSAIL BATTENS 1 4 Remove the battens from the bag The red battens are for the left side and the green for the right Insert the battens from the centre to the tip with gentle pressure until the batten meets resistance Shake the sail at the trailing edge whilst maintaining gentle pressure on the batten to allow the batten to be inserted over the cross bar DO NOT FORCE THE BATTENS Figure 2 Attach front flying wires Issue Date May 2007 Rev 1 Page 11 C4 OWNER and SERVICE MANUAL AirBorne TENSION CROSS BARS The cross bars are now tensioned by pulling the 2 1 pull back rope until the shackle is positioned on the quick clip Ensure that the catch is positively locked Figure 3 Cross Bar Haul Back INSERT TIP RODS Remove the tip bags and insert the tip rod into the tip plug fitting at the rear of the leading edge Ensure that the rod is fully inserted LOAD TIP ROD Move to the front of the wing For the right tip hold the rear leading edge with your right hand and the end of the sail with your left Align the lever plug and bend
35. n an increase in the leading edge dihedral ie Left leading edge inner ring clockwise amp Right leading edge inner ring anti clockwise Rotating the inner ring down reduces high siding on a bank Does not affect performance No change with small adjustments Rotating the inner ring up increases the amount of high siding required Does not affect performance No change with small adjustments LEADING EDGE TENSION Increase in leading edge tension slows roll rate A slight increase may improve performance but over tensioning will cause the tip to bend up effectively reducing performance No change with small adjustments Decrease in leading edge tension improves roll rate Larger changes reduce the crispness of the landing flare Loss of performance if tension is reduced to the point where the leading edge starts to deform No change with small adjustments Table 7 Handling and Performance Tuning Note 1 Tip geometry varies between early and more recent models For early models the tip rod is located on the forward side of the leading edge Rotating the right tip clockwise lowers the tip rod providing anhedral down For late models the tip rod is located on the rearward side of the leading edge Rotating the right tip clockwise raises the tip rod providing dihedral up Issue Date May 2007 Rev 1 Page 33 AUSTRALIA Section 13 PERIODIC INSPECT
36. n good order The hang loop should be free to move in both directions Issue Date May 2007 Rev 1 Page 16 AUSTRALIA Check control bar top assembly and ensure that the down tubes are straight Unzip under surface and check cross bar hinge and restraining straps The VG should be operated and inspected to ensure it is functioning properly Ensure that the double surface is zipped up and nose fairing is secure Clip your harness into the main and back up hang loops and perform a hang check Make sure that your harness is the correct distance from the base bar your leg loops are secure and your carabiner is locked HANG GLIDER DAILY INSPECTION Inspection of the following items after every assembly of the glider is required Check for bends dents scratches in all tubes Check wire ends for bolt and or other fastener security Check wires for twisted or jammed thimbles Check wires are free of kinks frays abrasions broken strands etc Nose plate connections spring clip retains front wires Tips secure tip rod and lever undamaged zipper closed Battens and batten clip ends not broken or bent A frame connection on both sides spring pins located correctly Variable geometry operation full and free movement Rear keel connections spring clip retains shackle and tensioner cable Crossbar tension wire free of kinks frays abrasions broken strands Crossbar operation free floating Sprog tubes rod ends and clevis pins s
37. nnespanevavienndeanswsntsaanadnns 13 Figure 10 Left Side Rear Leading Edge Installation 19 Figure 11 Washout Strut Threaded Cone Connection 19 Figure 12 Sail Leading Edge Tensioning a 19 Figure 13 Remove Leading Edge Sail Strap sss 21 Figure 14 Remove Side Wires nne 21 Figure 15 Remove Rear Wires 21 Figure 16 Remove Control Frame sss 21 Figure 17 Remove Hang 1 22 Figure 18 Remove Sail Nose Tangs iocis tnter ate hax asss 22 Figure 19 Separate Frame from Sail sss 22 Figure 20 Setting Reference Keel sse 27 Figure 21 Measuring Washout Strut Angle seen 28 Figure 22 Leading Edge End 32 Figure 23 Leading Edge Step Down kp D ER ei cea i eii 32 Figure 24 Tip Lever Adjustments seen eene eene nnne enne 32 Figure 25 Standard Batten Tension bs sab aea i 32 Issue Date May 2007 Rev 1 Page 6 AUSTRALIA Section 1 DESIGN FEATURES Designed and manufactured by AIRBORNE WINDSPORTS
38. ns have the same tension on both sides Check that the keel is straight Check that the sail is correctly mounted on the leading edges Check that all sprog assemblies are not damaged Check leading edges are straight and the rear leading edges are located correctly PITCH TRIM To make the glider trim faster move the main hang strap forward and to trim slower move the hang loop rearward The hang loop should be adjusted one hole at a time A heavier pilot may make the glider trim slower than a lighter pilot The heavier pilot causes an increase in twist through extra leading edge flex Minor changes in hang loop position should be used to fine tune the glider for the particular pilot PITCH STABILITY SYSTEM Stability in the pitch axis is provided by maintaining twist outboard of the cross bar leading edge junction Internal washout struts sprogs are used to maintain a minimum amount of twist to maintain the required level of pitch stability Correct attachment and adjustment of the sprogs is essential for maximum stability Do not lower your sprogs below the factory standard settings Lowering your sprogs will result in reduced pitch stability Alterations to the lengths of rigging airframe or adjustments to the airfoil can also have adverse effects on pitch stability Issue Date May 2007 Rev 1 Page 26 C4 OWNER and SERVICE MANUAL AirBorne CHECKING THE C4 STABILITY SYSTEM The C4 has a compensated internal sprog As the VG pulls
39. ntelligently and conservatively The owner and operator must understand that due to inherent risks involved in flying a hang glider no warranty of any kind is made or implied against accidents bodily injury and death other than those that cannot by law be excluded We hope that your new glider will provide you with many hours of safe flying Issue Date May 2007 Rev 1 Page 9 AirBotiie AUSTRALIA Section 4 WARRANTY STATEMENTS This warranty extends to new Hang Gliders and or accessories and equipment manufactured by AIRBORNE WINDSPORTS PTY LTD Airborne and shall not embrace any other accessories or equipment in the sale AIRBORNE warrants to the customer the hang glider and or accessories manufactured or supplied by AIRBORNE to be free from defect in material and workmanship under normal use and service and of merchantable quality and fit the purpose for which they are ordinarily used This Warranty will apply for a period of ninety 90 days from the date of dispatch of the hang glider not withstanding the number of hours flown but subject to the hang glider remaining the property of the customer This warranty does not exclude any rights implied in favour of any customer by any applicable Federal and State legislation AIRBORNE will make good any parts required because of defective material or workmanship as set out in the Warranty THE WARRANTY WILL NOT APPLY TO Any mechanical adjustments parts replacements repairs or
40. og tubes through the sprog zips When the frame is in all the way the sail can be pulled on further at the tip to allow the rear sprogs to exit the respective zips After the frame is fully installed attach the rear webbings to the rear leading edge bungs When tightening the screws ensure that the tangs are located in their slots Using a piece of string on the nose webbings tension the leading edge pockets so that the tangs are installed on the nose plate bolts The nose webbings are easily installed with the crossbars tensioned later in the assembly Attach the front pulley bungie to the sail Re connect the bottom surface zip checking that the two sides are aligned Zip tie between the eyelets so that it secures the excess zip Route the side wires through the sail and install them on the cross bar bolts with the side wire positioned between the VG actuating cable and the leading edge Do not over tighten as the carbon tube can be damaged Attach the keel pocket tang and the rear wires to the quick clip bolt Ensure that the quick clip is oriented correctly before tightening Make sure that the flat spring is located properly Attach the down tubes and base bar then rotate the glider on to the control frame Spread the wings slowly checking that nothing has fouled and that the hook and loop fasteners and cells are located on the rear side of the cross tubes Attach the back up hang loop around the keel and install the main loop to the rocker
41. ole at a time as viewed from the rear of the leading edge reinstall once adjustment is made LL 5 The standard setting is 1 hole from the zero hole for the 2 C4 all sizes The fitting should not be adjusted more than For serial numbers For serial numbers greater z two holes from the standard position per adjustment greater than and including than and including E Note that the direction of rotation varies according to the C4 13 25 C4 13 5 1 C4 C4 13 25 C4 13 5 1 C4 two tip geometries used according to the serial number on 14 21 14 21 the glider Rotate the right tip fitting Rotate the left tip fitting anti Reinstall the screw once adjustment is made clockwise one hole at a clockwise one hole at a time as viewed from the time as viewed from the rear of the leading edge rear of the leading edge TIP PLUG ADJUSTMENT TIP DOWN For serial numbers up to For serial numbers up to If the turn persists the tip angle can be lowered on the and including and including slow wing Access the fibreglass tip bung through the zip C4 13 24 C4 14 20 C4 13 24 C4 14 20 at the end of the leading edge tube Remove the Philips Rotate the left tip fitting Rotate the right tip fitting screw and adjust as outlined anti clockwise if viewed clockwise one hole at a The standard setting is as above The fitting should not be from the rear of the leading time as viewed from the adjusted more than two holes from the standard pos
42. portant to re install hardware as you disassemble so that components are not misplaced REMOVING THE SAIL You will need a clear area of approximately 2 metres by 10 metres A rough surface such as concrete should have a tarp laid down prior to working on the glider Lay the glider on the ground and unzip the bag and remove all ties Figure 13 Remove Leading Edge Sail Strap Remove the Phillips screw which secures the webbing on the rear leading edge Remove the rear leading edges from the frame Figure 14 Remove Side Wires Remove the side wires from the cross tube and pull the wires outside of the sail Remove the rear wires and keel pocket tang from the rear quick clip Remove rope attached to quick clip block and tie around keel extension Remove quick clip bolt from frame Figure 16 Remove Control Frame Untie VG knot from the base bar cleat and remove both down tubes Issue Date May 2007 Rev 1 C4 OWNER and SERVICE MANUAL AirBorne Figure 17 Remove Hang Loop Remove hang loop Figure 18 Remove Sail Nose Tangs Remove the sail tangs from the nose plate bolts Undo the front under surface zip completely Undo Clip that retains two sail halves Untie front VG pulley bungie from sail Untie the nose nappy retention cord from the nose nappy bungie Figure 19 Separate Frame from Sail With the leading edges spread approximately 12 metre gently slide the frame forward out of the sail Be careful th
43. th you the pilot We believe that in order to fly safely you must maturely practice the sport of hang gliding You should never fly this hang glider beyond the placard limits The velocity never to exceed VNE for your glider is given in Section 2 as is the maximum speed for manoeuvres or flying in rough air VA The indicated airspeeds given are for calibrated instruments mounted on or near the base bar of the control frame It is recommended that you fly your C4 with an airspeed indicator as it is relatively easy in the VG on configuration to exceed the placard limitations Flight operations should be limited to non aerobatic manoeuvres where the pitch angle does not exceed 30 degrees up or down to the horizon and where the bank angle does not exceed 60 degrees Aggressive stalls and spins should not be attempted Operations outside the recommended flight envelope such as aerobatic manoeuvres or erratic pilot technique may ultimately produce equipment failure Your glider was designed for foot launched soaring and should not be flown by more than one person at a time It should not be flown backwards or inverted The setting up and breaking down of a hang glider transportation on cars and flying itself will have an effect over time on its structural integrity The glider will require maintenance as outlined in the maintenance section of this manual Like any aircraft safety depends on a combination of careful maintenance and your ability to fly i
44. the tip tube towards the trailing edge as you tension the tip tube Locate the plug on the end of the tube When installing the left tip rod the leading edge should be held with your left hand CLOSE TIP LEVER Move to the tip Place your left thumb in the rope loop of the tip lever and close the lever The lever should be held in the same plane as the trailing edge Do not let the lever close rapidly as damage may result Check that the lever is against the fibre tube and is not being forced above or below the tube Close the zip once the lever is properly closed Repeat for the left wing using the opposite hands Figure 5 Load Tip Lever INSERT REMAINING MAINSAIL BATTENS Slide batten into sail pocket Unclip pivot beak from threaded end Rotate pivot beak and locate in sail as shown While supporting the underside of the batten clip the pivot beak into the threaded end To adjust batten load tension release pivot PIVOT BEAK beak from sail and rotate batten clip ht Figure 6 Load Batten Tip Issue Date May 2007 Rev 1 Page 12 LOAD WASHOUT STRUTS The sprogs should be rotated into position over the red webbing loops and the zips closed fully It is a good time to inspect the junctions prior to closing all zips Figure 7 Load Washout Struts INSERT UNDER SURFACE BATTENS The under surface battens should be inserted as far as possible The batten should then be pushed in with yo
45. ts referenced to the keel Compare the measurements taken to the certified angles in the applicable table Make adjustments to raise the struts as required As a guide for the magnitude of adjustment e the inboard struts change approximately 0 5 per revolution of the threaded strut cone the outboard struts change approximately 1 per revolution of the threaded strut cone Strut Inboard Outboard Glider model VG on VG on C4 13 5 1 10 5 C4 13 5 5 8 12 1 C4 14 7 4 13 5 Table 3 Washout Strut Angles All Models Issue Date May 2007 Rev 1 Page 28 AUSTRALIA How to make a change to the angle of a washout strut 1 2 3 4 e tA Swing the strut out from the sail Remove the split ring from the clevis pin These parts are shown in Figure 11 the pin locks the adjuster cone and the strut together Remove the clevis pin To raise the trailing edge view the washout strut from the rear rotate the threaded cone anticlockwise until the clevis pin hole reappears this occurs in 1 2 turn increments To lower the trailing edge view the washout strut from the rear rotate the threaded cone clockwise until the clevis pin hole reappears this occurs in 1 2 turn increments Replace the clevis pin and split pin Replace the strut in the sail and capture it by doing the zipper up Tap the sail from above to jiggle the strut into its flattest position The strut angle is now ready to be sight
46. uired to be delivered with each HGMA certified glider and it is required that it contain additional airworthiness information Metric Imperial Weight of glider with all essential parts and without cover bags and non 33 kg T3 lbs essential parts Leading Edge Dimensions Nose Plate anchor hole to crossbar attachment hole 3080 mm 121 26 Nose Plate anchor hole to rear sail attachment point 5490 mm 216 14 Outside diameter at nose 60 mm 2 36 Outside diameter at cross bar 62 mm 244 Outside diameter at rear sail attachment point 12mm 1 77 Crossbar Dimensions Overall pin to pin length from leading edge attachment point to hinge bolt 2871 mm 113 03 at glider centre line Largest outside diameter 75mm 2 95 Keel dimensions The cross bar centre load bearing pin 760 mm 29 92 The pilot hang loop Fwd 1245 mm 49 02 distance from forward nose plate hole Rear 1295 mm 50 98 Sail Dimensions Chord length at 3 ft outboard of centre line 1620 mm 63 78 Chord length at 3 ft inboard of tip 1020 mm Span extreme tip to tip 9600 mm Location of Information Placard Front RHS crossbar centre Location of Test Fly Sticker Front RHS crossbar centre Recommended Pilot Hook in Weight Range 55 80 kg 121 176 lbs Recommended Pilot Proficiency Advanced Table 10 Compliance Schedule C4 13 NB Conversions 0 4536 kg pound 25 4 mm inch 1 609km mile Issue Date May 2007 Rev 1 Page 39 AirBotiie AUSTRALIA
47. ur thumb Use the string to pull the batten to the rear of the pocket Figure 8 Insert Under Surface Battens INSTALL NOSE FAIRING Attach the nose fairing applying the top hook and loop fastener first then gently tension over the nose plates and attach the hook and loop fastener to the under surface Figure 9 Install Nose Fairing PRE FLIGHT INSPECTION You are now ready for the wing pre flight inspection as outlined in the next section It is imperative that you carry out this inspection every time you rig and before you fly Issue Date May 2007 Rev 1 Page 13 AirBotiie AUSTRALIA ASSEMBLING LYING FLAT UNZIP THE BAG Lay the wing down with zip up and the nose facing into the wind Unzip the bag and unclip centre ties ASSEMBLE CONTROL FRAME Spread the control bar down tubes and insert the base bar The pip pin is then inserted with the cover firmly secured Check that all the rigging wires are outside the control frame ROTATE GLIDER Rotate the glider so that the control frame is under the wing Make sure the rigging is not tangled REMOVE BAG Remove the glider bag and unclip all of the ties The sprog tube washout strut covers should also be removed at this time INSERT NOSE BATTENS Load the nose battens on to the locating pins at this time Failure to do so will make it difficult to locate the battens after the sail 1s tensioned SPREAD LEADING EDGES Carefully spread both leading edges out
Download Pdf Manuals
Related Search