Flight and Service Manual - Schempp-Hirth Standard
Contents
1. The relevant inspection progr Schempp Hirth Flugzeugbau GmbH ay be obtained from The inspections may only be accomplished by the manu facturer or by a licensed repair station Technical Note No 278 28 September 1995 STANDARD CIRRUS SERVICE MANUAL The results of the inspections are to be recorded in an inspection report wherein comments are required for each inspection step If the inspections are carried out by a licensed repair station a copy of the records must be sent to the manufacturer for evaluation The mandatory annual inspection is not affected by this regulation Technical Note No 278 28 September 19952. 2 601n 13 4 3 mm 1 30 jn t0 2 mm Bi 2400 mm i woes E DOWN mnt 1 77 in 0 4 0 2 Measuring point on elevator 190mm 24 E75 in 485 CONTROL SURFACE MOVEMENTS _ STANDARD CIR2US OEE CSOD Srey STANDARD CIRRUS FLIGHT MANUAL Weight and Balance Datum Wing leading edge at root rib Leveling means Slope of rear top edge of fuselage 100 to 5 1 Determination of the empty weight and empty weight C G always without water ballast Weight at landing wheel Wy Weight at tail skid Empty weight Distance Distance b Empty weight C G position Wo b x aft of datum PB STANDARD CIRRUS Service Manual Assembly The sailplane can be assembled by two persons when a wing support is used Generally the rigging will be done by three persons in the following manner Wings Clean and lubricate the wing attach ment bolts and also the corresponding bearings on the fuselage Put the left wing fork type spar root into the fuselage until the nose and rear attach ment bolts are entirely inserted into their bearings on the fuselage Insert the main bolt into the front bushing of the fork about 4 cm 1 5 inches deep Put the right wing tongue type spar root into the fuselage The nose and rear attach ment bolts should just gear a little into their bearings on the fuselage Move the fuselage slightly b
3. STANDARD CIRRUS SCHEMPP HIRTH K G KIRCHHEIM TECK Flight and Service Manual for the Sailplane STANDARD CIRRUS Translation of the German Manual Issue November 1969 This manual should always be carried in the sailplane It belongs to the Sailplane STANDARD CIRRUS Registration Marks Serial Number Manufacturer Approved by the Luftfahrt Bundesamt March 16 1970 aS STANDARD CIRRUS Flight and Service Manual Table of Contents Page Amendment List 2 Flight Manual Operating data and limitations 3 Flying operations 4 12 Minimum equipment 13 Wing and tail setting 13 Weight and C G range 14 Cockpit load 15 Control surface movements 16 Weight and balance 17 Service Manual Assembly 18 20 Check list 21 22 Maintenance 23 24 Backlash of attachments 25 26 Adjustment of the air brakes 26 26a Replacement of wing attachment ball bearings 27 Weights and hinge moments 28 29 Periodic maintenance 30 31 Inspection process for the extension of service life 32 33 Appendix Polar Repair instructions 2 STANDARD CIRRUS FLIGHT MANUAL Amendments Item Modification of the ASI calibration due to the installation of a static pressure intake formerly cabin pressure Supplementary to page 14 14A November Checking of the empty 1970 weight C G by tail hg Appendix A Flight with water ballast Technical Note No 278 3 Increase of max weight June w
4. 81 knots The loss of hight jn one complete turn is about 70 meters 230 feet The acrobatic maneuvers as specified before are to be executed by experienced pilots who have an acrobatic flight license The permitted acrobatic maneuvers should not be executed in hights less than 400 meters 1320 feet above ground in order to have sufficient reserve in hight when failing the maneuver Spins should be recovered at least in that hight Other than the afore mentioned acrobatic maneuvers and maneuvers involving negative g are prohibited l2a STANDARD CIRRUS FLIGHT MANUAL lt Appendix Flight with water ballast The water tanks are integral compartments in the nose of the wings with a C G position of about y 1 5 m 5 ft from the root rib The tanks have a capacity of about 30 Liter each Filling The tanks are filled through a hole on the upper wing surface It is closed by a cone cap which has a small hole for vent After filling the cone cap is to be sealed by an adhesive patch Take care to open the vent hole again after sealing by piercing a small hole in the tape Both tanks should be filled with the same water quantity for stability reasons Draining The water is drained off through a hole in the lower wing surface in a distance of about 1 m 3 3 ft from the root rib The connection of the draining off device of the wings to the fuselage is made auto matically when attaching the w
5. Airspeed limits km h m p h knots ee BONE Glide or dive 220 137 119 In rough air 220 137 119 Airplane tow 150 93 81 Auto winch tow 120 25 65 Airbrakes extended 220 137 119 Maneuvring speed 170 105 92 Weights Empty weight approx 210 kg 463 lb Maximum permitted all up weight 390 kg 860 lb Maximum weight of non lifting parts incl payload 220 kg 485 lb Cloud flying and restricted aerobatic maneuvers without water ballast max all up weight 330 kg 728 1b PERMITTED with water ballast PROHIBITED See comments on pages 11 12 Category Glider utility High performanc according to the German Airworthiness Requirements LFS C G range in flight Datum Wing leading edge at root rib Leveling means Slope of rear top edge of fuselage 100 to 5 1 250 mm to 400 mm 9 8 inches to 15 7 inche aft of datum Weak links in tow cable Maximum 500 kp 1100 lbs Cockpit placards in full view of the Pilot Maximum permitted all up weight s eeeeee05 390 kg 860 1b Maximum permitted airspeeds IAS km h mph kts Glide or dive 220 IT TiS In rough air 220 137 119 Aerotow 150 93 81 Auto winch tow 120 75 65 Airbrakes extended 220 137 119 Maneuvering speed 170 105 92 Cockpit load pilot and parachute maximum load 110 kg 242 lbs minimum load 70 kg 154 lbs A cockpit load of less than 70 kg 154 lbs must be compensated by ballast Weak links in the tow rope max 500 daN 1102 1b Landing w
6. be adjusted see page 20 Take off the tail plane Screw out the setting screws little by little until the tail plane cannot be locked any longer Then the setting screws are to be screwed in about a quarter turn Tighten the lock nut using a 7 mm socket wrench When mounting the plane thereafter the locking hooks B should snap tightly onto the axle C Techn Note No 278 15 June 1975 STANDARD CIRRUS Service Manual June 1975 Note No 278 15 echn be 536i It may be possible that the adjustment of one setting screw must be different from the other This is the case if there is still a backlash existing though the locking mechanism has a very tight fit The setting screws then must be adjusted by steps until both locking hooks B are oe the axle C with the same tight t Rudder Due to the continuous control cables no backlash of the rudder control occurs Adjustment of the air brakes If the top of the air brakes should open at high speeds check at first the wings for excessive tangential backlash and eliminate it if necessary Adjust the air brake control rods thereafter Before the air brakes are fully retracted the spring loaded top of both brakes must have the same distance to the upper wing surface to warrant an equal spring load acting on the top If an adjustment of the distance to the wing surface should be necessary turn the control rod connector of one wing about one r
7. i e did the locking hooks snap tightly onto the axle up to the rear stop Before Take off Check the function of the control surfaces Do the controls reach the limit of their travel with sufficient ease and smoothness Do the airbrakes operate properly Make sure to lock them after the check Is the landing gear handle locked in its front wheel extended position SCHEMPP HIRTH FLUGZEUGBAU GMBH KIRCHHEIM TECK STANDARD CIRRUS Flight Service Manual Connecting the L Hotellier control rod couplings securing them with a dekind safety e Pull back spring loaded safety sleeve and push swivel joint fully home over the ball joint with the wedge shaped locking slide held open When properly connected and locked the wedge shaped slide must have moved slightly back so that the Wedekind safety sleeve once released will be pushed over the wide end of the locking slide thus preventing an unintentional disconnection Test Check coupling s for proper connection by pulling crosswise with a hand force of about 5 daN 11 1b in the direction of releasing hollow rivet February 1994 AD No 93 001 Technical Note No 278 35 LBA app STANDARD CIRRUS Service Manual 4 E e n Is the plexiglass canopy properly closed and locked The red ball knob at the left hand side must be in its front the red ball knob at right hand side in its rear position Is the rescue par
8. 2000 hours if for each individual air craft in addition to the obligatory annual inspections the airworthiness is demonstrated according to a special multi step inspection program particularly with regard to the service life Dates When the sailplane or the powered ilplane has reached a service time of 3000 hours an inspection must be done in accordance with the inspection program mentioned under section 3 If the results of this inspection are satisfactory or if any defects found have been duly repaired the service time of the sailplane or powered sailplane is extended by ER 3000 hours to a total of 6000 hours first step The afore said inspection program must be repeated when the sailplane or powered sailplane has reached a service time of 6000 hours If the results of this inspection are satisfactory or if any defects found have been duly repaired the service time may be extended by another 3000 hours to a total of 9000 hours cond step The afore said inspection program must be repeated when the sailplane or powered sailplane has reached a service time of 9000 hours If the results of this inspection are satisfactory or if any defects found have been duly repaired the service time may be extended by another 1000 hours to 10000 hours third step after a further 1000 hour inspection to 11000 hours fourth step and finally after another 1000 hour inspection to 12000 hours fifth step
9. achute properly connected Are the safety belts put on and secured Is the altimeter adjusted for the equivalent altitude or for NN Is the radio frequency adjusted for the airfield and or for the air traffic control After Take off Is the landing gear retracted and its handle locked in the rear position The wheel can be retracted during the tow Check the trim 23 A STANDARD CIRRUS Service Manual Maintenance Take good care of the surface finish Remove all contaminations as dust grass seeds insects etc using warm water and a soft sponge Add soft cleaning lotion if necessary Use no polish which might attack the paint Smooth all scratches carefully using a resin filler E Though the sailplane is not much affected protect it from moisture Never try to clean the plexiglass hood with a dry cloth Use special plexiglass polish after cleaning with warm water and a soft clean chamois Check the safety belts frequently for cuts an stains the metal parts for rust The tow ho k mounted on the bottom of the fuselage right in front of the lower cross bar of the welded steel tube frame is much exposed to dirt and must be checked quite often for damages Keep it clean an lubricated It is easy to take off the tow hook for inspection or repair Remove the seat disconnect the cable and unscrew the two attachment bolts In case of belly landings the tow hook is protected by two angu
10. ack and forth laterally until the bolts on the fork end are in line with their bearings on the root rib of the right wing Push the wing fully into the fuselage moving it again slightly back and forth Push the main bolt completely through the spar bushings the top edge of the tongue should be about 6 to 8 mm 1 4 to 5 16 lower than the top edge of the fork Attach the bolt handle onto the provided fitting on the fuselage shell and safety with the cowling pin The control connections of the ailerons and airbrakes are to be made in the back of the spar root It is advisable to get familiar with the ball spring safety couplings of the push rods before doing the wing assembly Connect the aileron push rods first with the STANDARD CIRRUS Service Manual right hand holding the control stick in neu tral position with the left hand Then connect the push rods of the airbrakes in same way Horizontal tail plane see sketch on page 20 The tail plane should be mounted by one person only Put the plane from the front onto the fin so that the front bolt bearing fitting A is just dipping into the upper opening of the movable glass fiber fairing on the top of the fin Push the tail plane slightly down until its lower surface is fully lying on the fairing Push the tail plane backwards until a clear audible CLICK indicates that the locking hooks B are engaged onto the axle C Move the locking handle D usi
11. ast about 10 km h 6 m p h 5 knots aba ft Face STANDARD CIRRUS FLIGHT MANUAL Cloud flying This sailplane has sufficient strength qualities for cloud flying Nevertheless observe the following instructions a Do avoid extreme airspeeds in any case Make it a rule to extend the airbrakes already at speeds of about 150 km h 93 m p h 81 knots b Cloud flying is permitted only when the following approved instruments are installed Airspeed indicator Altimeter Turn and Bank Variometer Compass An artificial horizon an accelerometer and a clock are recommended c Take care to follow the official regulations about cloud flying Acrobatic maneuvers paste Sil aa ra aa a Sd The STANDARD CIRRUS is certificated for the following acrobatic maneuvers Inside loops stall turns tight turns spins Due to the high wing loading the following speeds must be observed for the initiation of the maneuvers Inside loops 180 km h 112 m p h 97 knots Stall turns 180 km h 112 m p h 97 knots Tight turns 120 km h 75 m p h 65 knots The sailplane enters into a spin from a sharp stall applying full rudder The control stick should be pulled during the spin 12 STANDARD CIRRUS FLIGHT MANUAL The action of recovery is initiated by easing the control stick forward and giving slight opposite rudder When diving out gently and promptly the speed must not be hicther than 150 km h 93 m p h
12. d be necessary cables 3 2 mm 1 8 LN 9374 made of zinked carbon steel strands are to be used The thimble eye splices are made with Nicopress Oval Sleeves No 18 3 M or No 28 3 M using a tool No 51 M 850 and following the special instructions for making and checking the sleeves Ball joints After every 500 flying hours the ball joints on the air brake drive lever in the fuselage are to be replaced by new ball joints No MS 961 150 150 L3 961 S 150 150 L3 Towing hook Inspections ure to be carried out in accord with the Operating and Maintenance Instructions for Special Towing Hooks S 72 and SH 72 dated May 1975 LBA approved s January 1979 Techn Note No 278 23 March 1993 a ST lt STANDARD CIRRUS Service Manual Instruments Follow the instructions of the respective manufacturers Suppliers Cables sleeves main landing wheel Schempp Hirth GmbH amp Co KG Krebenstrasse 25 7312 Kirchheim Teck West Germany Nicopress sleeves and tools R Lindemann Osterrade 12 2050 Hamburg 80 West Germany Towing hook TOST Flugzeuggeratebau Thalkirchnerstr 62 8000 M nchen 2 West Germany Techn Note No 278 23 January 1979 STANDARD CIRRUS SERVICE MANUAL Inspection process for the extension of service life The results of fatigue tests subsequently carried out on wing spar sections have demonstrated that the service time of GFRP CFRP sailplanes and powered sailplanes may be extended to 1
13. ditional equipment and after a new painting the empty weight C G is to be checked If it should not be within the limits equalizing weights must be added If the limits of the empty weight C G are followed it is certain that the C G in flight is also within the permitted range The following empty weight C G range aft of datum must be observed Datum Wing leading edge at root rib Leveling means Slope of rear top edge of fuselage 100 to 5 1 E weight C G range E weight C G range kp mm lbs inches 200 630 694 441 24 80 27 32 205 621 686 452 24 44 27 00 210 612 680 463 24 09 26 77 215 603 673 474 23 74 26 49 220 595 667 485 23 42 26 25 225 572 661 496 22 51 26 02 230 550 655 507 21 65 25 78 235 529 660 518 20 82 25 59 240 509 645 529 20 03 25 39 245 489 640 540 19 25 25 19 C G range in flight gross weight C G aft of datum 250 mm to 400 mm 9 8 inches to 15 7 inches eae ee STANDARD CIRRUS FLIGHT MANUAL Checking of the empty weight C G position To facilitate the checking of the empty weight C G position of your STANDARD CIRRUS by weighing the glider at the tail skid only with fuselage in horizontal position the following table shows the permitted maximum weight at the tail skid for different empty weights incl equipment If these specified weights calculated for the backward limit of the empty weight C G are not exceeded it is certain that the
14. ee See A shaped glass fiber support serving as a stowage recess for automatic back type parachutes is attached onto the rear part of the seat by means of four screws When using a short back pack parachute it is advisable to take it off Canopy The hinged one piece plexiglas hood is opened at the left hand side of the cockpit PULL BACK the red knob of the locking device on the canopy frame and lift the canopy with the free hand Take care that the cord which holds the opened canopy in place is attached The jettisoning device is mounted on the canopy frame at the right hand side of the cockpit For jettisoning open the canopy as described before then push the red knob at the right hand side forward Techn Note No 278 8 Sept 1973 16 STANDARD CIRRUS FLIGHT MANUAL Operation of the retractable landing gear The retractable landing gear is operated by a push rod with a handle at the right hand side of the cockpit The handle is pulled resp pushed through a guide slot with two locking recesses The handle is retained in the forward locking recess by a spring to avoid unintentional unlocking on the ground Handle in forward position EXTENDED Handle in backward position RETRACTED Retraction Swing the handle out of the front locking recess pull it back through the slot and push it into the rear locking recess Extension Swing the handle out of the rear locking recess push it forward through the s
15. el to the already installed round bar a square or round bar of the required weight is to be glued onto the inside of the nose strip and covered with a glass cloth layer additional mass balance Technical Note No 278 23 January 1979 29 STANDARD CIRRUS Service Manual Mass balance on the elevator Drill a 20 mm 13 16 dia hole into the lower surface glue in with Epoxy resin granulated lead mixed with micro balloons Let dry and close the hole following the repair instructions see appendix al in 420 mo 0 8 in 20mm The hinge moments must be determined on the disassembled control surfaces M P r M hinge moment P weight r lever arm Mass balance The control surface should be supported at its hinge axis The force P is to be measured by means of a letter or spring balance After the installation of an additional mass balance the control surface movements are to be checked for their in limited travel Technical Note No 278 23 January 1979 Da STANDARD CIRRUS Service Manual Prescribed periodic maintenance Rudder control cables After every 200 flight hours and at every annual inspection the rudder control cables are to be checked in the area of the S shaped tubular guide on the pedals with pedals in the front and aft position The control cables should be replaced if injured worn or corroded A wear of single outer strands up to 25 is permissible If a replacement of the cables shoul
16. empty weight C G position is within the limits WE Empty weight incl equipment CG EB Backward limit of empty weight C G w t Permitted maximum weight at tail skid WCE CG EB w T WCE CG EB w t kg cm kg lbs inches lbs 210 68 0 29 5 460 26 83 64 8 212 6767 29 6 465 26 71 65 2 214 67 4 29 7 70 26 59 65 5 216 67 2 29 9 475 26 48 65 9 218 67 0 30 1 480 26 37 66 3 220 66 7 30 2 485 26 25 66 6 222 66 5 30 3 490 26 14 66 9 224 66 2 30 4 495 26 04 67 3 226 66 0 30 6 500 25 94 67 7 228 65 8 30 8 505 25 84 68 0 230 65 5 30 9 510 25 74 68 3 C G positions aft of datum based on a min payload of 70 kg 154 lbs 15 2 STANDARD CIRRUS FLIGHT MANUAL 6 Cockpit load Permitted payload pilot incl parachute maximum minimun 110 kp 242 lbs The maximum weight of 330 kp 728 1bs however must not be exceeded 70 kp 154 lbs If the payload should be less than the minimum required equalizing ballast lead coushion must be carried safely attached on to the seat C G arm of the pilot incl parachute 440 mm 17 3 inches ahead of datum i e wing leading edge at root rib Moment is negative l6 415009 mm 49 2 ft 7 Measuring point rear upper edge of the fin le f ji 65mm 2 65 iin m toy ELEVATOR Leveling means Slope of rear edge oj lie Neate E gt parage 100to amp 1 orizontal DOWN Wr UP Famm
17. heel tire pressure door 2 5 bar 36 psi Airspeed Indicator colour markings A A f Green arc 70 170 km h qt j normal range 43 105 mph 38 92 kts Y Wa Yellow arc 170 220 km h caution range 105 137 mph 92 119 kts Radial red line at 220 km h max speed 137 mph 119 lmots Techn Note No 278 5 January 1986 Techn Note No 278 8 May 1986 on the left wheel well EZA FLIGHT MANUAL STANDARD CIRRUS EXTENDED RETRACTED LANDING GEAR guide slot of handle TOW RELEASE CIS CI 5 TRIMMING a seat left hand sid GREEN knob sD ros AIRBRAKES es ee cockpit left hand cae handle with BLUE mark PEDAL ADJUSTMENT CANOPY left frame OPENING right frame JETTISONI RED ball knobs VENTILATION small BLACK knob left hand side of instr panel WATER DRAIN canopy frame right hand side Ne 4 STANDARD CIRRUS FLIGHT MANUAL 2 Flying operations Winch launching Max tow speed 120 km h 75 m p h 65 knots The sailplane has one tow release hook on the bottom of the fuselage just in front of the landing wheel Winch launchings are conducted without any difficulty However care should be taken to take off with control stick slightly pushed forward Do not make take off run with stick pulled back When using a strong winch the winch driver should take care to avoid an excessively sharp start due to the accelerati
18. ings The dump valve operating handle black knob is installed at the right hand side of the cockpit Pushing the handle forward opens the dump valves in the wings moving the handle down locks it in that position ATTENTION With water ballast cloud flying and aerobatic Maneuvers are prohibited When flying with water ballast an outside air temperature indicator is required TECHNICAL NOTE NO 278 5 January 1996 s ia m STANDARD CIRRUS FLIGHT MANUAL 3 a Minimum equipment Airspeed indicator 250 km h 160 m p h Altimeter Four piece safety belt seat belt and shoulder straps Back cushion or parachute Operating instructions Flight and service manual Placards indicating operating limits Wing and tail setting Control surface movements Angl of wing setting 15S Reference line fuselage center line Angle of tail setting 1 5 Reference line wing chord at root rib For control surface movements see page 16 Pay attention to the tolerances if repair work is necessary The travel of the controls is limited by stops Rudder Firm stops on the back side of the steel tube frame of fuse lage Adjustable stops setscrews on the stick support Airbrakes Front stop at the cockpit handle rear stop on the steel tube frame of the fuselage Elevator Aileron Je STANDARD CIRRUS FLIGHT MANUAL 5 Weight and C G range After repair work after having installed ad
19. ith water ballast from 1972 June 1971 330 to 390 kp 728 to 860 1b Techn Note No 278 5 Supplementary to Roa June Maneuvring speed 170 km h 105 m p h 92 knots Supplementary to Flight June Manual Schedule of the 1972 cockpit placards Modification of towing September hook control and rudder 1973 pedal adjustment Techn Note No 278 8 Modification of the water draining system Techn June 75 Note No 278 14 1972 Use of the Mini Nimbus HS7 October front fuselage section 1977 Technical Note No 278 22 STANDARD CIRRUS Amendments Technical Note No 278 27 Retro fitting a c g tow release mechanism Technical Note No 278 5 revised edition Increase of the max all up weight from 330 to 390 kg optional for all serial numbers FLIGHT MANUAL September 1980 January 1986 Technical Note No 278 22 Use of the Mini Nimbus HS7 front fuselage section May 1986 Oct 1977 Technical Note No 278 8 Modified tow hook operating mechanism modified pedal adjusting device May 1986 Sept 1973 Technical Note No 278 34 Safety clip for L Hotellier ball and swivel joints April 1993 Technical Note No 278 35 Wedekind safety sleeve for L Hotellier ball and swivel joints Febr 1994 1 January 1986 278 5 Note No Techn SBS STANDARD CIRRUS FLIGHT MANUAL Operating data and limitations
20. lar fittings which are bolted on to the attachment brackets of the hook If these fittings show an abrasion up to the heads of the attachment bolts they must be replaced The inflation pressure of the landing wheel should be 2 5 atii 36 psi 23 4 STANDARD CIRRUS Service Manual Befestigung der Schleppkupplung Attachment of the towing hook Kupplung mit den Bohrungen Nr 3 und 5 am Beschlag befestigen Towing hook attached to the bracket by the bolt holes No 3 and 5 as OI as STANDARD CIRRUS Service Manual The landing wheel has a drum brake which is operated by a handle on the control stick Its Bowden cable can be adjusted as usual by a setscrew on the drum lock bracket To take the landing wheel off for inspection cleaning and lubrication disconnect the cable from the brake lever and the lock bracket Remove the cotter pin and the castle nut on one side of the wheel axle and pull out the axle Take off the wheel by pulling it slightly back in order to disengage the drum lock fitting from its guide pin on the front landing gear strut Take care that no washers and bushings get lost Clean and lubricate all parts Lubricate the bearings at least once a year except for the bearings and bolts of the wing and tail plane attachments which must be cleaned and lubricated before every _ assembly If there is any larger repair work to be done ask the manufacture
21. lot and into the front locking recess Caution Do not operate the handle when the landing wheel is in ground contact Due to the separate mounting of the tow release hook tae page 4 the landing gear can be retracted during the tow 7 STANDARD CIRRUS FLIGHT MANUAL Calibration of the Airspeed Indicator Dynamic pressure intake Pitot tube in the nose of the fuselage Separated static pressure intake for ASI Fuselage below of the wings for Variometer Cockpit frame 5 cm 2 in in front of the instrument panel True airspeed V TAS Indicated airspeed V IAS V TAS V IAS V TAS V IAS V TAS V TAS km h m h MPH knots knots 60 60 50 80 70 60 3 80 70 8 90 81 3 92 102 5 114 125 Air density Po 0 125 kgs m ae Bi STANDARD CIRRUS FLIGHT MANUAL Free Flight Performances at a gross weight of 290 kp 640 lbs Stall speed 62 km h 38 m p h 33 knots Min sink 0 57 m sec 1 87 ft sec at 70 km h 43 m p h 38 knots Max L D 38 at 85 km h 53 m p h 46 knots Longitudinal trim The spring type trimming device at the left hand side of the cockpit green ball knob has a number of locking recesses and can be adjusted into the desired position With the C G in a medium position the glider can be trimmed for steady flight at speeds of 65 km h to 170 km h 40 m p h to 105 m p h 35 knots to 92 knots 2 Circling flight The increa
22. nd landing gear extended Approach and landing The approach is normally conducted at a speed of about 80 km h 50 m p h 43 knots The airbrakes function with ease and smooth ness and are very effective Sideslip can be used as a landing aid without difficulty in control also with airbrakes extended The sailplane touches down on the main wheel and the tail skid simultaneously The wheel brake operated by a handle on the stick is a drum brake and works very well 10 STANDARD CIRRUS FLIGHT MANUAL Emergencies The sailplane can be held in a stalling position with fully pulled stick and necessary rudder control Applying full rudder in a stall with the control stick pulled back brings the glider into a spin Safe recovery from the spin is effected by the STANDARD METHOD which is defined as a apply opposite rudder i e against the direction of the spin b pause c ease the control stick forward until rotation ceases and the glider becomes unstalled d take the rudder into neutral position and allow the glider to dive out The approximate loss of hight in one complete turn is about 70 meters 240 feet After having initiated action for recovery the sailplane speeds up very fast therefore be cautious to dive out gently and promptly In rain snow or at icing the aerodynamic qualities of the sailplane are reduced and caution should be taken in landing Increase the landing speed at le
23. ng a mountin pin of 8 mm dia in order to lock the hooks a tightly up to the rear stop When taking off the horizontal tail plane it is advisable to do it from the rear Unlock the hooks B by pushing the locking handle D forward using the 8 mm dia pin Push the plane simultaneously forward about some mm about one inch whilst knocking against the trailing edge until the bolt is disengaged from the bearing fitting A Take off the plane After rigging Check the funktions of the control surfaces Seal the joints of the wings and fuselage and also the access hole of the locking handle on the top of the horizontal tail plane The sealing is very important to ensure good flight qualities Techn Note No 278 15 June 1975 See STANDARD CIRRUS Service Manual A 1 B 2 3 _ Techn Note No 278 15 June 1975 2l After Assembly Is the handle of the main bolt attached to the provided fitting on the fuselage shell and secured by the safety cowling pin Are the aileron and airbrake push rods connected by their ball spring safety couplings Are the wing fillet slots and the access hole on top of the horizontal tail plane sealed Does the tow release mechanism function properly Does the wheel brake function properly Is the tire pressure of the landing wheel checked The pressure should be 2 5 kg cm2 or 36 psi Is the horizontal tail plane safely locked
24. on which presses the pilot back into the seat by which he unintentionally may pull the stick aft If a break of the tow rope or an excessive displacement of the glider should occur release immediately Airplane tow Max tow speed 150 km h 93 m p h 81 knots In order to unload the tail skid and to increase the aileron efficiency the stick should be held slightly forward when starting the ground run Since the aileron control becomes effective rather slowly due to the high wing taper the take off assistant at the wing tip should do a good run Do not apply full aileron during the ground run The take off speed is about 70 km h 43 m p h 38 knots When releasing the glider pull the release cable at the left hand side of the stick yellow plastic T handle fully back Techn Note No 278 8 Sept 1973 5 STANDARD CIRRUS FLIGHT MANUAL Adjustment of the rudder pedals The adjustment device is operated by a Bowden cable with a plastic T handle at the right hand side of the control stick Pull the cable and move the pedals into the desired backward position Give the pedals a slight forward push with the heels not with the toes until the locking pin engages self acting with a clear clicking noise Pull the cable slightly back to unlock the mechanism and push the pedals with the heels into the desired forward position and lock as before Parachute stowage recess Se ee eee
25. otation turning in means extending the brake If one rotation of the connector is changing the length of the rod too much keep the connector in its original position and turn the tube using a pipe wrench until the correct distance to the wing surface is attained Adjust then the force required to lock the air brakes i e to tighten their seating by equally changing the length of the control tubes of both wings equally shortening Techn Note No 278 23 January 1979 26a STANDARD CIRRUS Service Manual means a decrease and equally lengthening an increase of the locking force The locking force is correct if a pilot s effort of 15 kp to 20 kp is required to close the brakes while the operating rod in the cockpit should overtravel the center lock about 10 mm A shortening of the cockpit rod means a greater travel over the center lock Never adjust the air brakes too tight by which in course of time a damage of the tube connector catches and the balls may occur Techn Note No 278 23 January 1979 4 E STANDARD CIRRUS Service Manual Replacement ofthe ball bearings for wing attachment bolts on the Fuselage es Four ball bearings for the front and rear wing attachment bolts are installed on the fuselage steel tube frame protruding the fuselage root ribs These bearings are to be checked for cracks after heavy landings If a replacement of the bearings should be necessary the re
26. pair is to be made as follows Turn the inner ball about 90 across and hammer the bearing out of its seat from the opposite side using a bar of about 12 to 14mm diameter Insert a new bearing GL 14 taking care that the ball lead in grooves are pointing to the inside in order to avoid the falling out of the ball Peen over or punch the outer bearing race at three spots lead in fuselage root rib Mount the wings and check the clearance of the wing attachments If the backlash is exceeding the permitted tolerance i e if the movement at the tips is exceeding 30 mn follow the instructions on page 25 Insert the bearings with the lead in grooves tin the direction of the wing chord Techn Note No 278 19 June 1976 28 STANDARD CIRRUS Service Manual Weights and hinge moments of the control surfaces After repair or a new painting the weight and hinge moment of the control surfaces must not exceed the following values Control max Mass max Hinge moment surfaces kg 1b m kg ft lb Rudder 5 0 11 02 S N 1 to 531 0 175 1 27 S N 532 and up 0 120 0 87 Elevator 7 1 15 65 0 143 1 03 rt Aileron 2 1 L 4 63 0 096 0 69 If these values are exceeded a mass balance must be in stalled in front of the hinge axis If the installation of additional mass balance on the aileron should be necessary ask the manufacturer for instructions Mass balance on the rudder Parall
27. r or his representative for advice If a new painting should be made take care that the surfaces exposed to sunlight are painted white Ground handling A tail dolly should be used for better ground handling Never pull the glider at the wing tips especially when handling without tail dolly in order to avoid premature wear of the spacers on the wing attachment bolts due to high stresses Techn Note No 278 23 January 1979 S53 STANDARD CIRRUS Service Manual Backlash of the attachments All attachments of a glider are wearing more or less with time In the following the permitted tolerances and the provisions of repair are stated Wings Tangential backlash movement forth and back can occur due to the wear of the washers which are pressed onto the wing attachment bolts If the wing tip can be moved about 30 mm about 1 2 in additional washers of 0 3 mm up to 0 5 mm thick with an inner diameter of 13 95 mm should be pressed onto the bolts until the backlash is eliminated Ailerons Flight tests have shown that a backlash of 3 mm about 1 8 measured at the inner root rib of the aileron with control stick in neutral position is allowable If the backlash is exceeding this tolerance ask the manufacturer for instructions Horizontal tail plane If tangential backlash should be observed i e if the tail plane can be moved at the tips excessively back and forth the setting screws E must
28. se of stick forces during circling flight is clearly noticeable Opposite aileron is necessary only in turns with greater bank The rudder is very effective and must be held almost in neutral position during circling flight The glider takes about 3 5 seconds to roll nae a 45 banked turn through an angle of Oz i Stalling characteristic Depending on the wing loading stall warning occurs at speeds of 70 to 65 km h 43 to 40 m p h 37 to 35 knots by a slight buffeting of the horizontal tail plane In the approach to the stall the aileron 9 STANDARD CIRRUS FLIGHT MANUAL control force becomes very small The glider can be held in the stall by pulling the control stick gently to the limit of its backward travel When pulling the stick sharply back the control is lost by nose dropping The glider is building up speed immediately At a stall from turning flight the glider pitches down by the hanging wing gaining speed The bank however is still under control Behaviour at high speeds In flights at high speeds all controls are effective and function normally Excessive control movements however should be avoided The control surfaces do not show any tendency to flutter The airbrakes can be operated at all speeds up to the maximum permitted speed normal forces are required In a flight with an inclination of the flight path of 45 the terminal velocity is about 200 km h 124 m p h 108 knots airbrakes a
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