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

INTREPRINDEREA de CONSTRUCT I I AERONAUTICE

2200 BRA S 0 v

Casuta Postalia No. 118

ROM A N I A

FLIGHT AND MAINTENANCE MANUAL

IS 28 B2 GLIDER

This manual is applicable for gliders

with serial numbers beginning with 141
and for gliders with serial numbers up
to 140, to which the Modification Kit
No. I, was applied.

Seri~l '10. 117

ROMAINIAN VERSION
APPROVED BY DSA.
WITH NO. 1292.2/23.06.1978

3rd Issue - April 1978

 FLIGHT AND MAINTENANCE MANUAL 15-2882

INPORTANT NOTICE

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

inspections and maintenance. Information is structured into six chapters
as follows:

Chapter 1 - General
Ghapter 2 - limitations
Chapter 3 - Emergency Procedures
Chapter 4 - Normal Fl ight Procedures
Chapter 5 - Performances
Chapter 6 - Maintenance

Each chapter contains its own detailed table of contents

For ready identification, each page has t\t1O numbers. Thefirst designates
the chapter and the second denotes the page within the chapter.

The pilot nust kn~~ the contents of this manual. Additionally, the
manual must ',~ kept permanently within reach of the pilot during all
flight operations.

REVISING THE MANUAL

Revisions to this manual will be issued by the 0lider 82nufacturer whenever

necessary. Such revisions should, when received, be incorporated in the
manual as directed and the details recorded on the appropriate Revision Record
Card. The new or amended content of revised pages will be indicated by
black vertical lines in the left hand margin, adjacent to the relevent text.

The manual integrity can be checked by means of the mentioned record cards.

Page 61
 FLIGHT AND MAINTENANCE MANUAL 15-2882

CHAPTER 1.

G ENE R A L

CONTENTS PAGE

1.1 Dimensions and Areas

1.1.1. General Dimens ions
1.1.2. Wing
1.1.3. Tails
1.1.4. Landing Gear
\
1.2 Cockpit Description

1.3 Abbreviations and Definitions

Drawings:

Fig 1-1 Glider Drawing, 3 views

Fig 1-2 Control Locations in the Front Seat

The 15-2882 is a tandem two-seat gl ider, completely metallic, with T-elevator

and semi-retractable landing gear. It is provided with flaps and air brakes
(spoi1ers)4

1.1. D I MENS IONS and ARE!\S

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

.I

-==

r --c-~~=?,J
L __ '!zQ()f) . - ---._,
FIg. 1-1 Gil6ER DRAWING - Three views
 1.1.1. GENERAL DIMENSIONS

Span ••••.••..••••••••••.•••.•.•.••••••••••.••••••• 17 m
Max imum Leng th .••.•.•...••••...••.•.•..•.••.••...• 8.45m
Hax imum He i9 h t . 1.87m

1.1.2 WING

Airfoil a. To 62% of semispan ..•••••••••••••.••• Wortmann Fx-61-165

b. Outer 38~ semi~pan •••.•.•...•.•••.••• Wortmann F -60-126
x
Area: 18.24m2
Dihedral: 2.5 degrees

AIR BRAKE
\
II
Type: Huter
location: Upper wing surface

AtlERON

Area: 2.56 m2

1.1.3. TAIL SURFACES

Horizontal: Stabil izer area: 1.37 m2

Elevator area: 1.36 m2 (incl trim tab)

Vertical: Fin area: 0.68 m2

Rudder area: 0.81 m2

1.1.4. LANDING GEAR

Main, monowheel, semiretractable landing gear

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

L.2. COCKPIT DESCRIPTION

The front cockpit is as shown in Fig 1-2

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

On the left side of the metal canopy frame (in front of each pilot) is the
close-open handle (red).

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

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

Control Stick and rudder pedals are standard types. The front rudder pedals
are adjustable (fore & aft) by means of a knurled knob on the floor immediately
forward of the stick (rotation to the right brings pedals closer).

Flap control (black handle) and air brake (spoiler) control coupled to the
main wheel brake control (blue handle) are to the left of each seat.
 •.• .
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The flap has five settings: 0 00 deflection
---- +1 +50
+2 +100
+3 +150
-1 -50 (upward deflection)

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

Landing Gear Retraction control is on the right of both seats (forward = up).

Tow Release control (yellow T-handle) is located on the left side of the front
instrument panel, and on the left wall of the rear cockpit.

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

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

1.3 ABBREVIATIONS AND DEFINITIONS

OSTIV - Organization Scientifique et Technique Internationale du Vol a Voile

FAA - Federal Aviation Administration

IAS - Indicated Air Speed = Airspeed indicator reading with instrument

correction, but without correction of errors
from the speed measuring system.

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

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

CMA = HAC - Mean aerodynamic chord

 CHAPTER 2

LIMITATIONS

Contents:
Page

2.1. Certification
2.2. Speed Limitations
2.3. Airspeed Indicator markings
2.4. Load factors and limit weights
2.5. Maximum Weights
2.6. Balance
2.7. Permissible Maneuvers
2.8. Special Instructions
\ 2.9. Placards
2.9.1. Limitations placard
2.9.2. Aerobatic Maneuvers Speed Placard
2.9.3. Warning placard for maximum luggage weight.
2.9.4. Control Identification Placards

2.9.4.1. Spoiler and Wheel Brake control

2.9.4.2. Flap control
2.9.4.3. Trim Tab control
2.9.4.4. Landing Gear Retraction control
2.9.4.5. Canopy Opening and Canopy Jettison
2.9.4.6. Tow Release control
2.9.4.7. Front Air Scoop control
2.9.4.8. Main Wing Junction Lock - direction
2.9.4.9. Miscellaneous other markings.

2.1. CERTIFICATION

The glider is certified in accordance with OSTIV 1971 regulations, in the following
versions:
dual control utility category
solo control aerobatic category (with weight limitations)
FAA additional requirements

2.2. SPEED LIMITATIONS

b
/0-- -
V 75
67
Vne
124
VIe
V 89
Max
V
Vw
Vt
Never kts
70 exceed
lts
rough air
speedspeed
-
peed aab
tended
strength

2.3 AIRSPEED INDICATOR MARKINGS

RED radial line at 124 kts

YELLOW arc (caution range) - 89-124 kts
GREEN arc (normal operating range) - 38-89 kts
WHITE arc (flap operating range) - 35-70 k~s
 2.4. LOAD FACTORS AT liMIT WEIGHTS

At all-up weight of 1301 lbs (max Gross) . + 5.3 g, -2.65 9

At all-up weight of 1146 lbs (max aerobatic weight) .. + 6.5 g, -4 g

2.5. MAXIMUM WEIGHTS

Maximum gross weight (max all-up) (dual) ... 1301 lbs

Maximum aerobatic weight (solo) .•..•... 1146 lbs
Maximum weight in luggage compartment (without
exceeding max gross) 44 Ibs (incl 02 tanks

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

loading of the glider

2.6. BALANCE (Manufacturer's CG limits)

Forward CG Limit = 22% MAC = 9.787" from datum

Aft CG limit = 47% MAC = 20.9111 from datum

WARNING Solo flight from front seat ~

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

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

Ballast is required for solo flight when the pilot weight (incl parachute)
is less than 183 lbs.

Ballast weight(s) shall be added depending on Pilot weight, (incl.chute)~

as shown in Table 2.1

TABLE 2. I
'Pi16t's weight +
Ballast ',wei£ht Ba.llast locat,io.n
+ parachute
-~ ~ -- I -,--------~--- ..
. J

.J. ',c - 18~

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2.7. PERMITTED MANEUVERS

~ the following aerobatic maneuvers are permitted: Spin

loop
Stal1-turn(wingover)
Ro 11

2.8. SPECIAL INSTRUCTIONS

For winch launch or aerotow, the t~~ing cable (rope) shall contain
a weak-link of 1102 lbs strength (or less).

7
2.9. PLACARDS - The glider is provided with the foll~~ing placards.

2.9.1. LIMITATIONS PLACARD (painted in red)

II [-,11T J\ R I ll'1/\/1'l-'-'-I"'~I""
j h LUl'~:)'
1
. l\m'/1111<no.lS
.. I'i 1,/t mon
., I
i l ,II
4-.A. I

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

,:811G7 891103.
5- .. ~ II 871 I
1LtO I 7:)
'\1-127 I Gr-' I 78 .
'0"

2.9.2. AEROBATIC MANEUVERING SPEED PLACARD (painted in red)

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

SPIN I,. 70 I 38\ L.3

LOOPING 1-170192j106
TUm! 1170 I 92 1106 I
ST ;\LLTURI'1I1SQ! 81 r 93-
 'fl.
,;\ . (

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

M/\~IL1Ur/1 6AGH.e,
lO AD 4!~lb /1 PL-v

-----
cont 1'01 i~l bh}c).

Retractc:1 air
+ Bctunted brake

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+ C

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Extende.:l fl[;p

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:::;'et+l' W + ':'; = ,.#
C,ett-..l.·,:,'C" +:; = :=:.ett';."'-40""-
.-' -~:..:-
,-,Cf +;;
- ---
::: --C',pt,t'; -0" 0 ::: ~ettl'
- ..•...-0 - ~\:-
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+ 10 + 5(:' position

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' (gr:::>
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i

" Retrected ~xter,dcj

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

DESCHIS

Ac tUG te in tI-~e i\C tUB t.e i r: t;10

indicated di.rsction indic~te~ Ji~2C~io~s
for .:. }--J v~.....
C~r'on"
(.....: n-r'l·Y',rC
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r ~(;.10 i-\)
("l. r.'t ....--
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J,-,
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v v
-+
l :)0 J l
• ,.- . .,."

Release by pulli~g

f~ I
re[ule. t].on

,tI ..

J
t'
ij

,
') Lock and unloc~:
_a--~~
~~_ r\LU
LOCK~D
3C C 0
inJicrlte:l
i
:~.J n[~ to the
lirecticLs.
~!\I'l OCI/:_,;1
~.-...,. 1

oj

ISstU - Po[;e.2.iO.
 2.9.4.9 OTHER MARKINGS

a. Near the landing gear wheel •..•.•.• 2.5 Atm (35 psi)
b. On the landing gear ol~o-pneumatlc damper .• 60-65 Atm
(840-910 psi)
c. Near the tail wheel .•....••.... 2.5 Atm 05 ps i)
d. On the rudder, 81 cvator a:H: flap . DO NOT PUSH
e. Leveling points and static pressure sources are marked.

CHAPTER 3

.-----
EMERGENCY P~CEDURF.S
\
3.1. LANDL~~ ~~IIJ1_
RETYACTED LAND HiG GE.D..R

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

3.2. SPIN RECOVERY

The glider can commence to spin as a result of pilot errors. In this event,
apply rudder opposite to the direction of rotation and apply slightly forward
stick. When the spin stops, recover from the ensuing dive by gradual
application of rearward stick.

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

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

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

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

of the cockpit, ~nd the canopy jettison handle (painted red)
symmetrically located to the right.
b. Push upward on the forward end of the canopy such that the canopy
can be carried away by the wind. The clip fastening the canopy
lanyard gives way automatically, completing canopy jettison.
c. Unfasten seat belts. Depart the glider as quickly as permitted
by the glider position and gyrations.

(J
 CHAPTER 4

NORMAL OPERATING PROCEDURES

q.l. PKEFllGHT INSPECTION

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

a. Wing attachment fittings.

b. Control -surface clearances
c. Flap and spoiler closure and clearances
d. Condition of skin and riveted joints
e. Horizontal tail attachment and clearance.
f. landing gear and shock absorber condition + pressure in main and tail tubes.
g. Air scoop condition

Check the following in the cockpit (both seats):

a. landing gear retraction control lock

b. Spoiler control lock
c. Flap control operation
d. Trim tab operation
e. Stick movement and associated clearances
f. Rudder pedal operation. Note the possibility of t~e rear rudder pedals
catching on the side(s) of the front seat. NOTCH.
g. Jettison handle lock ••.. seal wire.

PREFLIGHT CHECK ~OUTE

1;;1
~.2. ACCEPTABLE DAMAGES FLIGHT STILL PERMITTED

The glider may still be accepted for flight it it shows the following damages:
a. The landing gear cannot be retracted, but is locked in the "down" position.
b. Small dents in the skin resulting from blows/rocks, etc.
c. Cracks in the canopy, but not exceeding 4"; lack of windows.
d. Breaks in the control surface fabric, not to exceed 211•

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

to accepting the glider for flight.

4.3. OPERATING PROCEDURES DURING FLIGHT

4.3.1. CHECKLISTS

4.3.1.1. PRIOR TO TAKEOFF (aerot~')

1. Additional ballast, as required by pilot's weight

2. Seat belts and shoulder harness fastened
3. Spoiler control locked
4. Flap control locked at "0" position
5. Trim tab control set
6. Control (stick + rudder) operation normal
7. Instruments checked
8. Altimeter checked and set
9. Canopy closed and locked
10. Tow cable connected and release tested
11. Wings levelled (pattern clear)

4.3.1.2. TAKE-OFF (aerotow)

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

2. Take-off speed ••••• 38 knots

4.3.1.3 AFTER TAKE-OF~ (aerotow)

1. Trim tab control set to minimize stick oressure.

2. Landing gear retracted (only after tow release)
3. Optimum aerotow speed = 59-62 kts
4. Maximum aerotow speed = 75 kts

4.3.1.4.
MinimumBEFORE
Optimum FREE
sinkFLI
glide LANDING
GHT (flap
speed
airspeedspeed (135 = ft/min)
0)
.•.••.•••
= ••. ••••
3 or••••..••
+150) Dual
Dual 54
== 38
46 kts
35 kts
kts
4. = 43
Solo <= 51 kts
4.3.1.5. 1.

1. Landing gear extended and locked

2. Flap control at +3 (15 deg deflection)
3. Optimum approach speed = 54 kts
4. Minimum approach speed = 46 kts
5. Trim tab control set as required
6. Final glide slope set by actuating spoilers as required
 4.3.1.6. LANDING

1. Normal landing speed = 35-38 kts

2. Wheel brake actuated as required •.

4.3.1.7. WINCH LAUNCH

A. BEFORE TAKE-OFF

1. Additional ballast as required by pilot's weight.

2. Seat belts and shoulder harnesses fastened.
3. Spoiler control locked.
4. Flap control set at #2 (+100)
5. Control (stick + rudder) normal.
6. Trim tab control neutral.
7. Instruments checked.
8. Altimeter checked and set.
9. Canopy closed and locked.
10. Tow cable connected and release checked. Use CG hook,
11. Wings level (pattern clear).

b. TAKE-OFF and CLIMB

1. Initial climb slope at 43 kts.

2. Optimum climb slope at 54 kts.
3. Release: a. Hand actuated
b. Automatic override
Note: Remember to unload (relieve tension on)
the cable by lowering the nose slightly
before releasing.

4.3.2. FLIGHT OPERATION DETAilS

4.3.2.1. BEFORE TAKE-OFF (aerotow)

Install the required ballast in the boxes provided on the

floor forward of the control stick, depending on pilot's
weight. (See Chapter 2, table 2.2)

After fastening and adjusting belts and harnesses, actuate

the control stick and rudder pedals, checking for normal and
smooth operation. Actuate the spoiler control, checking its
smooth operation and, when retracted, that it passes over
the locking detent.

Follow the same procedure for the ~ control, which - after

being checked in all positions - should be locked in the
110" position.

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

position.

Inspect the instruments and adjust the altimeter. Check the

general condition of the instruments, position of the pointer
and instrument reaction when touching the static source(s).

Close the canopy and verify it is securely latched.

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

,1
 4.3.2.2. TAKE-OFF (aerotow)

During the initial take-off roll, keep the wings level

and maintain the glider aimed at the towplane.

Apply forward stick to raise tailwheel from runway, revert

to neutral stick after tail lifts free. After accelerating
to approximately 38 knots, lift the glider from the surface
by application of slight back stick.

4.3.2.3. AFTER TAKE-OFF (aerotow)

Haintain the correct position behind the towplane. When

the towplane has achieved a constant rate or climb, adjust
\
the trim tab until the proper (neutral) stick pressure is
achieved. The landing gear may now be retracted.
Note: Gear retraction on semi retractable 91 iders
such as the 15-28 is acceptable. However,
the better practice is to leave the gear
fully extended and locked until arter tow
release .•.• to reduce by one the number of
things to be remembered by an already busy
pilot in the event of a low-altitude tow
emergency (e.g., broken rope).

Optimum aerotow speed is 59 - 62 knots. At this speed, the

controls are easy to handle and their efficiency is very good
If, for whatever reason, the aerotow speed falls belo\~ 54 kts
lower the flap to the +1 setting ( 50 deflection).

Actuate the release handle to its full travel. Continue

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

4.3.2.4. FREE FLIGHT

The 152882 has good maneuverability, even at low speeds

near the stalling spee~.

The stall warning starts with vibrations at approximately

I knot above the stall speed. No uncontrollaJle tendencies
occur in straight stall. The stall is not dangerous, even
in banked turns, control being regai~ed by sl ightly rel-
easing the stick.

The maximum glide ratio is attained at an airspeed of

51 kts (solo) or 34 kts (dual). 'linimum sink speed is
attained at 43 kts (solo) or 46 kts (dual).

To achieve tighter thermal ling radii, reduce the stall speed

through appl ication of #1 or #2 flap settings (+5 or +10 deg)

In high speed flights, as benJeen thermals, the negative

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

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

13
4.3.2.5. BEFORE LANDING

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

and lock the landing gear. Depress the chrome gear-locking
button to release the detent ••.. pressure on the locking
detent may be eased by pushing the gear operating handle
sl ightly forward. Pull the gear operating handle to the
rear until the detent latching sound is heard in the rear-
most position. Check that locking occurred by moving the
gear handle slightly fore and aft.

A safe landing can be performed even without landing gear

extension ••.•. therefore, DO NOT struggle with forgotten
gear extensions which are suddenly remembered just prior
touchd~~n (the thrashing about may cause an accident).

After having turned onto final approach, extend the flaps

to +3 (150 deflection).

The optimum approach speed with spoilers fully extended

is 54knots. The minimum speed on final approach is 46 knots.

During approach, set the trim tab for neutral stick

pressure at the desired descent slope and speed, adjusting
the glide slope by gradual application of spoilers.

4.3.2.6. LANDING

At a height of approximately 15 feet, perform the round-out.

At appr9ximatly 1.5 - 2 feet AGL, commence to slow the
glider by slight backpressure on the stick. Under these
conditions, the touchd~n speed may lower to approximately
35 knots •... just barely above stall.

Extend the spoiler completely during roll-out. Actuate the

wheel brake as necessary by pulling fully rearward on the
spoiler handle.

4.3.2.7. WINCH LAUNCH

The tow cable, provided with weak link, is connected to the

rear (CG) tow hook .•••which hook is used only for winch
launch, never for aerot~J. Cable handler should check
for correct connection by applying tension to the cable.

Set the trim tab in the neutral or mid position.

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

When the take-off roll commences, maintain the fuselage

horiz~nta1 (fore & aft) by pushing the stick sl ightly
forward. After take-off (35 - 38 knots), maintain the
glider in the same horizontal attitude until the speed has
increased to 43 - 46 knots, then pull the stick rearward
toward mid position to obtain a stressed climbing slope.
The optimum cl imbing speed is 54 knots.

When an angle of approximately 75° is attained between

the winch cable and the ground, release occurs automatically.

Manually controlled release may be effected during any

portion of the launch by pull ing the release control (yellO\'i
handle). Remember to llunload" the cable by slight forward
stick movement just prior to pulling the release handle.
 4.4. SPECIAL FLIGHTS

4.4.1. CROSSWIND TAKE-OFF AND LANDING

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

4.4.2. FLIGHT IN CLOUDS

\ Glider flying in clouds is prohibited in the United States since

a prescribed altitude (by Air Traffic Control) cannot be maintained
in areas which may be co-occupied by power aircraft.

Elswhere, glider flying in clouds is acceptable if it meets the

local national regulations and if the glider is equipped with the
following instruments:
Airspeed Indicator
Turn & Bank Indicator (Gyro)
Altimeter
Compass
Variometer

During cloud flights, avoid areas of icing, hail or excessive cloudiness

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

4.4.3. AEROBATIC MANEUVERS

For aerobatic flight, check the secure fastening of all items,

especially the cushions and belts in the rear seat if it is not
occupied.

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

The glider must be trimmed to 54 knots. Various maneuver entry speeds

are then obtained with the stick. This permits the glider to recover
itself to normal flight if a confused pilot will simply remove his
hands and feet from the controls for a short period.

4.4.3.1. SPIN

Execute a controlled spin as follows:

1. Reduce the speed gradua lly (flap at "Oil) and wi thout

raising the nose above the horizon excessively.

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

desired direction of spin.

,I
"
 3. When rotation and wing stall occurJ apply full back
stick and ap~ly stick in the direction of rotation.
By maintaining the controls in this position (Rudder too)
the glider performs a stabilized spin. The position
(attitude) and speed during rotation depend on balance.
At aft balance, but still within CG limits, the nose is
up and the speed is lower. At forward balance, the glide
will, after 3 - 4 turns, accelerate and recover istelf
from the spin.

4. For recover from a spinJ apply rudder opposite to the

direction of rotation and apply sl ightly forward stick.
Rotation stops, the glider performs a normal dive and
\ pulls out easily. The lag in spin recovery control is
less than 1/2 turn and depends on balance and the
number of performed turns.

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

The glider will not execute a controll€( spin with crossed

controls.

4.4.3.2. LOOP

The optimum speed for executing a loop is 92 knots.

After reaching the entry speed, gradually pull the stick

rearward, avoiding reaching the rear control stop.

In the inverted position, speed is at a minimum. Easing the

stick slowly forward provides for rounding out of the loop
on its upper side. Gradual re-application of rearward stick
completes the loop. The speed at end of recovery depends on
the manner in which the pilot has performed the lower side
of the loop, and will exceed the starting (entry) speed
by 6 - 8 knots.

4.4.3.3. WINGOVER (Stall-turn)

The recommended entry speed for the wingover is 92 knots.

Start the sideways rotation by gradually applying rudder

in the desired direction of turn at an indicated air speed
of approximately 70 knots.

After reaching the entry speed, gradually apply back stick

until the nose of the glider has attained an upward angle
of approximately 70°. Then, gradually apply rudder as above.

After the wings have rotated approximately 450 into the turn,
apply the stick sideways, opposite to the direction of rot-
ation to prevent inverted flight caused by the additional
lift of the outside wing.

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

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

The maximum speed during recovery depends on pilot skill,

but is generally equal to the entry speed.
 4.4.3.4. HALF ROLL

The recommended entry speed is 81 - 86 knots.

T he climbing angle and the rotation speed in the wingover

(made without using opposite stick) is performed so that
the resulting inverted flight speed is approximately 48 knots.
Higher inverted speeds 'can lead to excessive shen finishing
the exit half-loop. The speed during recovery should be
approximately that experienced at the end of a normal loop.

4.5. POSTFLIGHT INSPECTION

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

that the glider be inspected in accordance with the specifications contained
in paragraph 4.1.

CHAPTER 5

PERFORt1ANCES

5.1. GENERAL

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

Solo & Aerobatic - 11L;G lbs max

Dual (Utility) = 1301 1bs max

Note: Speeds in this chapter are CAS.

5.2. ~AXIMUM GLIDE RATIO

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

54 knots dual

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

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

5.3. MINIMUM SINKING SPEED

The minimum sinking speed is: 43 knots solo

46 knots dual

5.4. MINIMUM SPEED

The minimum speed without flap (at Max Gross = 1301 lbs) = 38 knots.
The minimum speed with #3 flap (+150 def1) = 35 knots

5.5. POSITION ERROR

The correction values due to position error for the airspeed indicator
pressure system, are shown in Fig 5-3 and 5-4. depending on the glider
flight configuration (spoilers and/or flaps).
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 CHAPTER 6

MAINTENANCE

6.1. CLEAN IliG

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

reduces the possibil ity of corrosion and makes inspection and maintenance
easier.

6.1.1. CANOPY

The canopy is to be cleaned of dust and grit by flushing with large

quantities of clear water, using a soft cloth, sponge or chamois.
Dry with a clean, damp chamois.

DO NOT rub with a dry cloth (or paper) since' the dust may scratch
the plastic surface.

Oil and grease should be re~Dved by washing with a mild soap or

detergent. After washing, rinse with clear water and dryas above

The mat areas can be cleaned with IIPlexipol" water, using a soft
cloth or cotton ravellings.

CAUTION - Do NOT use organic solvents or oil-bearing

products, since they will soften and craze-
crack the plastic.

_6.1.2. PAINTED SURFACES

Painted surfaces may be kept bright by washing with water and mild
soap or detergent, using a soft cloth, sponge or chamois. After wash-
ing, rinse with clear water and dry with a clean cloth or chamois.

Any type of paste or polishing liquid may be used for polishing

painted surfaces. (Caution: The paint isnlt all that thick, so
donlt rub through I!!!).

6.1.3. COCKPIT INTERIOR

To clean the cockpit interior, proceed as follrnvs:

a. Brush or vacuum-clean the upholstery to remove dust and dirt.

b. Oil spots and stains may be cleaned with house-hold spot-removers,
sparingly.
c. Scrape sticky material from fabric with a dull knife, then
spot-clean the area.

6.1.4. WHEELS

Wheels must be washed periodically and examined for corrosion and

cracks or dents in the wheel castings. Sand smooth, prime and
repaint or repair minor defects.

'? \
 6.2. GLIDER ASSEMBLY AND DISASSEMBLY

6.2.1. GLIDER ASSEMBLY

5efore assembly, clean all fittings and pins. Lubricate

with a light coat of vaseline.

6.2.1.1. WING MOUNTING

The fuselage-wing junction consists of four cylindrical

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

Fig. 6-1: FUSELAGE-WING

JUNCTION DETAIL

c
Co

c..

Either wing may be mounted first. Each wing is

brought to the fuselage (wing horizontal) by three
persons (two at butt, one at tip), then are mated to the
fuselage alignment pins.

To assist in mating the two spar butt fittings, use

the special tool shown in Fig 6-2, which is furnished
with the glider.

By turning the spar butt junction wrench (fixed in PlacJ~

extend the tapered bolts into the correct position.

CAUTION: Do NOT employ any for of wrench extent ion or persuader to the junction
wrench. The wingtip holders jiggle the tips up and down to ease
extension of the tapered bolts.
 Fig 6-2: SPAR-MATING TOOL

~ ..
The spar butt junction wrench must be locked in one
of the notches provided for the purpose and pinned.

CAUTION: Take precautions to prevent jamming the aileron, flap and spoiler
connections during mating of the wings to the fuselage.

After the wings have been secured in place, connect the

control couplings are quick-release, ball-pin type and
must be locked with safety pins.

After the wings have been mounted and connected, mount

the wing and turtleback fiberglass fairings.

6.2.1.2. HORIZONTAL TAil MOUNTING

The horizontal stabilizer can be in three positions:

1. Completely dismounted
2. Folded along the fin
3. Mounted in the flight position.

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

the folded position, raise the stabilizer tips until
their butt fittings match between the double fittings
on the fin. Insert one of the locking pins.

When the stabilizers are near the horizontal position,

take care that the special T-shaped fitting on the elev-
ator pushrod (behind the fin) couples properly with both
elevators. If the coupling is correct, no abnormal ----
resistances are met when raising the stabilizers and
after inserting the locking pin; the elevator must oper-
ate normally and smoothly.
WARNING: Do NOT force
the stab; 1izers.
 Insert the second locking pin and check its securing.
The system is designed to automatically cr.uple the
elevator and trim controls.

Mount the fiberglass fairing between stabilizer and fin.

Fig 6-3: TAIL JUNCTION DETAilS

6.2.1.3. TAil-DOllY MOUNTING

Attach the removable tail-dolly to the rear fuselage

at the fin leading edge, assuring a ~ fit on the fin.

For attaching, raise the glider tail by means of a bar

passed through the raising tube. Fasten the dolly upper
half to the lower part by the two latching clips (Fig 6-'

6.2.2. GLIDER DISASSEMBLY

Disassmbly is performed in reverse of the assembly order.

When detaching the spoiler pushrod, unlock the cockpit control

to release tension on the pushrods to facilitate uncoupling.

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

portion of the couplings.
 \
\
MOUNTING
\
\

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

WARNING

'Do' NOT fold the stabilizers

downward unless the tail-
doll y is in place!!!

6.3. MAINTENANCE REQUIREMENTS

6.3.1. NON-PERIODIC INSPECTIONS

6.3.1.1. DAILY INSPECTION - is performed whenever the glider

is prepared for flight activity.

This inspection is performed in

compliance with Para 4.1

6.3.1.2. SPECIAL INCEDENT INSPECTION

ThGs inspection is performed whenever abnormal events

have occurred, such as transport accidents, off-field
landings, hard landings, abnormal operation, etc.

When performing these inspections, particularly insist

on careful examination of elements which may have been
overstressed or to which damage or abnormal operation
may have been appl ied.

After excessive stresses, inspection shall be performed

to all vital elements (wing junctions, tails and adjac-
ent structures, fittings, control connections and surf-
aces). Inspect at the same time for any distortion of
paint or skin which could indicate possible local over-
stressing.
 Fig 6-5: LUBRICATION POINTS

Details of lubrication procedures are located in the control diagrams.

lubrication points must be cleaned of dust and old grease by washing with gasoline
or other organic solvent. After washing, apply fresh grease.

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

6.3.2. INSPECTIO~ AND MAINTENANCE SEQUENCE

Maintenance and periodic inspections have the following sequence:

C ••• 100 hour inspection
R ••• 200 hour or annual inspection
RK ••• Overhaul after 400 hours or 4 years of operation.

During the lOO-hour inspection, perform a minute inspection

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

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

the lOO-hour inspection. Additionally, measure all control surface
deflections for proper rigging.

The 400-hour overhaul is performed by the manufacturer at the facta

or by a specialized and authorized workshop, according to the
approved repair manual.
c,~'Y ,,-"~\,~
7",L.X.-'1 ....
U
r
The gl ider safe life is provisionally indicated as ~hours
and/or +5600 landings.
,/ \1/"i, I ,-,L ", .Ii, I/,/l// ~'~
-C'rT
:25, cue;
The only a~semblies in the glider construction which have a
limited safe 1 ife are the tow releases. According to TOST
specifications, the releases are dismounted and sent for
overhaul/rebuild after 2000 starts and 3 years of operation.
For aircraft instruments produced by the PZL company, no total
life is indicated.

6.3.3. ADJUSTMENT

The adjustments performed by the manufacturing plant shall be

checked during annual (20Q-hour) inspections.

Control surface deflections shall be measured to check the values

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

Total control clearances shall be less than:

a. From end of control stick to obstacle: Elevator = 4 mm
Ai Ieron ••.
4 rnm
b. From rudder pedals to obstacle: 5 mm

To measure the clearances, lock the control surface and measure

the stick displacement in the direction of movement. Measure the
following clearances:
To flap .•.• = 5 mm
To landing gear = 8 mm
The flap clearance is measured by locking the flap control from
the cockpit and measuring the flap trail ing edge displacement.
The landing gear clearance is measured by locking the retraction
control in the 11retracted" position and measuring the sheel axle
displacement (glider is jacked up on blocks during measurement).

If the measured clearances exceed the prescribed values, dis~~unt

the control in question and relace the worn parts.

6. 3 . 4 . l u ~'-C!-.lJ..9~
Lubrication points and schedule are shown in Fig 6-5.
 FLIGIJ'l' AND L1i\INTENAiTC? AANUh. L L]-28!32

.".
FIG.6-4

o 1.
100 h o.\Jr 1iT_~"!,,i''''::}UbricH'eio
Shock-absorber lubricator
en

2. Landing Bear retraction control ax~e

3. Landing g2nr wh0cl

4. Retraction fork shaft

5. Tailwhocl shaft

6. Releases

7. Rudder control SYSt0~

8. Elevator centrol 3ystcn

9. Ailerons contr31

c. . 11. Flaps control sJstem

12. Fuselage wing junct:ic.n fittings

13.
14. Control pulleys and cables

15. Control surfaces hinges

16. Canopy hinges

Greasing dc:tails are shown in

"
i,
the contro~s diagrams.

AI\H1L 1978 Paee ,G.13

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

--. ,.

6 ••• 4 1 UAINm,",,; t ~.Tn~

. L~·'dJ,.·~!.::..vb
~'i - 11~O""'V0
it :',:::~·~L P17RIOT",TnTTY
.. / __~_~_I.J-4- •

After each ~ /,

2o~~£..:1 I ~
Ai'ter each
1.,00nl}Ot~rs

1. Gear holder and structures riveting

2. Wheel fork
3. Shock - absorber
4. WhCGls (~&in wheel Dnd tail skid), bearings,
tyrea
5. Brake

1. Glider outside
2, Glider structure
,. Wing j~1ction check
4 •. Tails junction check
5$ Plexiglas3 canopy
(:: 6. Seats, uphnlstery, 2cjustment! fixiLg, belts

1
I
I\\jt.
I,,
,J
,{>
-
1..Instru::rwnt paIl.f;l shock-absorbers ~ L.'1stru-
}
, menta, ffi2rkines. labels
8. Coopas8 t.rim 3
9. Air sourccs,pipes, sealings, wi~i~gs Cl

10. Water se~tler

11. Radio, antenna, (if' provided)

COt';TRpI~.
1. Cables, pulleys, bearings o

2. Control coIuml and under floor area

3. Trim tab
4. Hinges joints
5. RuJder- bnr 8ssembly
6. Skin and control surfncea structuro
t
'r
I
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7. nnlea3et~ o
i ~d IP('l'G. Apn 10'78
II~ j ..L::J
'J~'.'
/r, Pi
".lJ..I \....h .•.J ,1-"
 1. The steps required in this column will be performed after each 200 hours
of fltght or at least once a yeart preferably at the beginning of the
flying season.

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

3. The adjustment is performed every 1000 ~ourst or when new instruments have
been ins~alled in the panel t especially those creating electroma9netic fields.

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

6.4.2 RELEASE tIAIi'lTENANCE

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

Maintenance of this control consists of greasing the points indi-

WARNING cated in the diagramt and checking integrity of the cable and
Perfect release connections.
operation is very
important for safe At periodic inspectionst clean and wash the two releasest then
flight. lubricate with mineral oi1t using an eyedropper.

For other maintenancet TOST instructions shall be consulted.

6.4.3 CANOPY MAINTENANCE

Checking starts with a test jettison simulation on the ground.

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

Check the condition and attachment of the canopy jettison

limiting cable.

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

6.4.4 LANDING GEAR MAINTENANCE

Landing gear maintenance consists of lubrication and inspection.

Lubrication points are shown in Fig 6-7

Inspection refers to:

a. Holder condition and attachment to the structure.
b. Gear fork condition
c. Other transmission elements condition
d. Shock-absorber pressure check
e. ~he21 hubt rim joint screwst bearings, tires condition.
If the tire tread depth is less than O.OSlit replace the tire
Proceed in the same way when observing tire cracks to fabric

If the ferrode brake shoe has worn to less than 1/16'1, replace.
At each wheel inspectiont grease the shoe bearings and camshaft.

Wheel control force is transmitted via metal rods (Fig 6-8). Both
seats are equipped with landing gear retraction controls.
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6-7 LANDING- GEAR ~~~~
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Fig. 6-8 LANDING GEAR RETRACTION CUl'J'l'hOL
 Maintenance consists of lubricating the points in the diagram.

After remounting the l~nding gear, check its correct operation,

lock and selflock in extended position when position 3 (?) must
tie down on the pressure plates.

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

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

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

Do NOT fill the shock-

absorber with oxygen.
Explosion danger exists.

6. Screw the handle slightly and gradually (item 4)

to allow air into the shock-absorber. Observe
S9-'~ the pressure on the gauge (item 5) until pressure
of approximately 70 psi higher than the prescr-
ibed fi 11 pressure (782-853 ps i) is reached.
7. Unscrew the handle (item 4) to close the air acces
into the shock-absorber.
8. Screw the closing nut (item 6) in the supply
connection point.
9. Check the air pressure within the shock-absorber
by screwing the handle (item 4) and reading the
gauge (item 5). If the pressure is too high,
it can be reduced by slightly releasing the
closing nut (item 9)
10. When the nominal pressure has been reached, unscrew
the handle (item 4) and dismount the filling
tap (i tem 3).
11. Screw the cover (item 8)

fig 6-10: LANDING GEAR

-,y
SHOCK- ABSORBER I
 I
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Fig. cc 'l]~:~SLOC'.,'j'ION
6.4.5. AIRCRAFT MAINTENANCE

6.4.5.1. GLIDER EXTERIOR

Check the general condition of the skin seams for

cracks, missing rivets, dents, distortions and
damages to the protective coat.

If these are detected, a minute inspection will be

performed to determine the cause. Specific corrective
measures will be taken depending on the seriousness
of the damage.

6.4.5.2. STRUCTURE

Open all inspection covers (fig 6-11). Carefully

inspect the glider structure.

Examine the panels, spars, riveting, control holders,

pulleys and guides for proper condition.

Remove any dirt and foreign bodies.

Check the wing junctions and tail condition and their

attachment points.

If damages or abnormal conditions are detected,

perform the necessary corrective measures.

After completing all operations, close the inspection

covers.

6.4.6 MAINTENANCE OF CONTROLS

6.4.6.1. ELEVATOR CONTROL

The control is transmitted through metallic pushrods

(fig 6-12) and cable 11.

The controls shall be adjusted in elements 6-7, 13-15,

and the cables f~om turnbuckles. After each turnbuckle
adjustment, lock same with brass wire 1/32" diam.

Recommended cable tension is 33-44 lbs.

Lubrication points are indicated in the diagram.

At each elevator mounting, visually inspect the

elevator coup! ing and control element (16) and its
mating counterparts; check correct location and the
weld condition.

6.4.6.2. AILERON CONTROL

Control is transmitted only through metallic pushrods

and levers (fig 6-13).

Adjustment is made through rods 4 & 6. After adjusting

to the desired length, lock the adjustments with the
locking nuts.
 Lubrication points are indicated in the diagram.

In the event of a trim spring (counterpoise) breakage,

dismount and replace both springs.

6.4.6.3. RUDDER CONTROL

Control is transmitted through levers, rods, cables

and a torsion shaft (fig 6-14).

Cable tension should be 44 + 4 lbs.

This control maintenance consists of lubrication at

the points indicated in the diagram, and in cable
visual inspection, especially in pulley areas, to detec
any broken strands.

Travel and tension adjustment is performed through

two turnbuckles. After each turnbuckle adjustemnt,
lock wi th 1/32" vd re.

6.4.6.4. TRIM TAB CONTROL

The control force is transmitted through cables

(fig 6-15). Maintena~ce consists of lubrication at
the points indicated in the diagram, and adjustment
through turnbuckles. After each turnbuckle adjustment,
lock wi th 1/3211 wi reo Recommended fuselage cab 1e
tension is 15+6.6 lbs.

The glider may not be accepted for flight unless the

control of at least one of the trim surfaces is
connected.

6.4.6.5. SPOILER and WHEEL BRAKE CONTROL

Spoiler control is shown in Fig 6-16.

Control is transmitted through metallic rods and levers

The spoiler locking force is adjusted through rod 17.

A correctly adjusted control is unlocked by a force
between 15 - 22 lbs.

At the end of its travel, the spoiler control actuates

the wheel brake. The wheel ~rake is adjusted by the
cable tensioning screw located on the wheel. If the
tensioning screw travel is insufficient, rotate the
shoe cam driving lever by moving the lever one or more
teeth on the spline shaft.

6.4.6.6. FLAP CONTROL

Control force is transmitted through metalic rods

(Fig 6-19).

Maintenance consists of lubrication, plus correct lock

check and travel and symmetry adjustments via rods 19.

When inspecting, check the quick-connect tapered

coupling elements and particulalrly the flap part.
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•
VI
I-' . Fig. 6-16 : AIR BRAKE; AND WHEEL ER t~KR (lrinml')[)T
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Fig. 6-19 FLAP CONTROL ..

'I!,
 6.4.8. TOTAL ENERG

The special static source for total energy variometer is shown

in Fig 6 23.

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

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

Maintenance consists of periodically removing the water accumulated

in the rear fuselage water settler.

If broken wires, buckle chafe marks or damaged seams are noticed

when checking belts and harnesses, replace the damaged Item.

Warning: Do not wash the belts with oil-bearing

products or organic solvents.

6.4.10. OXYGEN INSTAllATION

Parts for conncctln:} ti'JO oxygen cylinders (fig 6-2Ll) are optional.
Cylinder v-ieightmust not exceed I.:: lhs apiece. (Baggae li;ilit).

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

a. After an abnormal fl i9ht occurtlnce to check fo,- structural
distortio:\s.
b. I\fter rcp,drs/lno(:lfications/additions involving during
which riveted ass~mblies or parts from the wing-fuselage
junction have been dismounted.

To level, make rneasurements according to the level Iing sheet

(fig 6-26). Employ an experienced person. The measured values
are compared to the initial ones (established during manufacture)
and to the recommended limits. If the limits are not met.
detennine the cause and remedy.

6.5.2. ~EIGH!NG and BALANC~ ~ALCULATiON

\~elghing shall be performed after repairs, repaintlngs. or addlton

of speci.:d eq 'lpment of sufficient mass and/or location Itlhichcan
influence the intial balance. For weighing. see the Indications
on the drawing (fig 6-27).

To perform glider weight and balance (after above operations),

fi11 in the data in the follo\'Jingtable.

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~,}.l'-ll_ - j - aft I \ I I
The support points for weighing the glider are as indicated in Fig 6-27
a. At bulkead #1 (where the nosecone screws on). Note: This can be done
just as convenien~at the main gear,
the manufacturer simply chose this point
to do his referencing. Schweixer does too
b. A bar passed through the lifting hole in the aft fuselage under rudder.

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

horizontal.

Using value dl from the leveling sheet and using the measured weights,
apply the formulas indicated on the weight & balance sheet to calculate
the balances required.

In the event additional equipment is to be mounted, for which the distance

between bulkead (station) #1 can be precisely established, the balance can
be determined without reweighing the gl ide by applying the formula:

X0 (%MAC) :: _10_0
MAC • l- G8 + Gpl+_G_p_2_D
+ Gp22_+_G_i
rG_o_D_o_+_G_o_I_D_l + Gi_D_i_ .• (d - d 1J1
Where: Gi:: additional equipment weights
OJ :: distance between Station #1 of the front fuselage and the
center of gravity of the additional instrument(s) or eauipment.
The other notations are defined in Fig 6-27

6.6. RECOMMENDATIONS FOR TRAILER TRANSPORT

The following are recommended for transport:

a. If shaped blocks are used to support the fuselage, locate same

under structural members (bulkheads)
b. To lock the fuselage, use one of the two cylindrical bolt pairs.
(?????presume they mean one wing-attachment tapered pin on
each side of the hull but who would know????)
c. If the stabilizer is folded along the fin, be sure the tail dolly
is mounted on the tail boom or the stabilizers will drag.
Lock the stabilizer with the safety strab from the glider equip-
ment kit ..•.which needs redesiqn.
d. The wings are transported i~ the vertical position, with the leading
edge down. The spar butts and Q shaped block 2/3 out the wing
(at a rib) can be used as support points.

WARNING: During transport, the spoiler control

(bell-crank in wing butt) must be locked
in the closed position.

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

f~ Tie ot tape down all control connections and pushrods which might
either cause damage or be damaged themselves.
 ,,--'"",

\.~.~\

1. Airspeed Indicator
2. Variometer + 5 m/s
./.
':z: V arlOEw"ev
. ~ + ..10
':2: m/
1 S
4. Altimeter
5. Vacuuo. flask
6. Trim capsule
7. Tee
8. Cross joL"t
9. Tota] preSSGre S'jurce
10. Static pressure sources
11. Total pressure plpe
12. Static pressure pipes
\

~J"g. 6 -c."1 r"nc'r"""-vrpn

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

The static pressure sources are marked on the fus~laee

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

3rd J.'..
h.h!.
~(:''''T'-'- - !\'11]'IL
\ 19'18 Page.6.37
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This graph is for estimation only LOADING GRAPH FOR LARK IS28B2 GLIDER
29°1----1-
280 : And only for Lark 2273P SIN 102 ]
t-

I_/-
270
]T] ] I i jUI
1, PROJECT HORIZONTAL LINE AT FORWARD SEAT WEIGHT
260 Minimum Front seat weight solo - 95 pounds 2, PROJECTVERTI~6L~~1-J~_A!_~~~~~~~~i_~~I<3HT I

250 Maximum front seat weight solo - 200.5 pounds 3, IF INTERSECTION OF THE LINES IS WITHIN THE ENVELOPE,
--1 - I
240 Maximum useful load - 396 pounds
- -- -----1 f_u __I__
-

F
230
220
4. GROSS 1-'---
WEIGHT
jTHE_c;£IS MUST NOT EXCEED
V\I~THIN-L~ITiJ ur n[l~n_t
--T-----r---T---r------.---r----r--~----
1301 LBS. -- 1

o 210
I
~- In
R 200
W 190
--1----
A 180 17i
R 170 Forward CG Limit
-
10 160 :200.5 POUNDS
1_
150 I :
I I I
S 140
I

E 130
I
IA 120 NO BALLAST
T 110
--I -
100 195 POUNDS

I~:
@j 60
50
40 AFT CG LIMIT
f---

___________ L_
- ----------.--

224 POUNDS

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