Aeros PROFI Application guide

TRIKE WING
“PROFI”
owner/service MANUAL
Size: ___________
_
Manufactured by:
AEROS Ltd. Tel: [phone],
Post-Volynskaya St. 5 Fax: [phone]
Kiev 03061 E-mail: [e-mail],
UKRAINE http://www.aeros.com.ua
Date of production: ____________________
Serial number: _______________________
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Table of Contents
Section 1. General Information_____________________________________________________3
1.1. Introduction__________________________________________________________________________3
1.2. Main Data___________________________________________________________________________3
Section 2. Set Up Procedure________________________________________________________4
2.1. Set Up Procedure From The Package 4 Meters Long _________________________________4
2.2. Set Up Procedure From The Package 6 Meters Long _________________________________7
Section 3.Preflight Inspection Of The Glider ___________________________________14
3.1. Beginning At The Nose______________________________________________________________14
3.2. Along The Left Leading Edge _______________________________________________________14
3.3. At The Left Wingtip__________________________________________________________________14
3.4. Along The Trailing Edge, Left Wing ______________________________________________14
3.5. From The Rear Keel________________________________________________________________15
3.6. Along The Trailing Edge, Right Wing ________________________________________________15
3.7. At The Right Tip_________________________________________________________________15
3.8. Along The Right Leading Edge ______________________________________________________15
3.9. Under The Wing At The Control Bar _____________________________________________16
3.10. Fit The Nose Cone___________________________________________________________16
Section 4. Inspection Of The Wing ________________________________________________17
4.1. Sail Check-Up______________________________________________________________________17
4.2. Cable System_______________________________________________________________________17
4.3. Checking The Tubings______________________________________________________________18
4.4. Checking The Battens_______________________________________________________________18
4.5. Fasteners___________________________________________________________________________18
Section 5. Maintenance_____________________________________________________________19
5.1. Wing Tuning_________________________________________________________________________19
5.1.1. Cg Adjustment___________________________________________________________________19
5.1.2. Turn Trim________________________________________________________________________19
5.2. Maintenance________________________________________________________________________20
5.3. Storage_____________________________________________________________________________20
5.4. Transportation______________________________________________________________________20
5.5. Sail Removal_________________________________________________________ 21
5.6.Reinstalling the sail on the Frame__________________________________________ 24
In Closing – A Few Final Words On Your Safety _______________________________25
Log Book________________________________________________________________________________26
Schemes________________________________________________________________________________28

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Section 1. GENERAL INFORMATION
1.1. I N T R O D U C T I O N
Thank you for purchasing an Aeros wing.
The Profi is the wing for two-seater trikes - is a product of Aeros Ltd. It is the result of an
extensive design and development program aimed at optimizing your level of safety and
satisfaction as a pilot, through their high performance and strength of construction.
These wings are safely controllable and stable at a wide range of operating speeds. The
strength of the wing is sufficient for different conditions of flight with defined load.
Please read and be sure you thoroughly understand this manual before flying your Profi. Be
sure you are thoroughly familiar with set up, break down, preflight and maintenance procedures
as described in this manual.
If you have access to the Internet, please visit us regularly at http://www.aeros.com.ua
We wish you a safe and enjoyable flying career.
Aeros Ltd.
1.2. M A I N D A T A
Profi are high performance flexible wing for a double seater trike.
Wing type Profi
Sail area, sqm 14.5
Wing span, m 10.0
Aspect ratio 6,9
Nose angle, deg 128
Max airspeed, kmph 110+
Stall speed, kmph (with max load) 52
Speed of max glide angle, kmph (with max load) 70
Range of operating overloads
Ultimate tested strength, G +4/-2 +6/-3
Total load max, kg 470
Weight without bag, kg 48
Profi were not designed to fly at bank angle over 60 degrees or pitch angle exceeding 30
degrees. Operation in any of these modes may severely compromise your safety.
The flying of any trike in presence of turbulence or gusty wind can result in flight inversion,
structural failure of the wing and possible fatal injuries.
Performance of the wings with trilam leading edge can worsen in wet (rain, thick fog,
dew, etc.) and ice-covering conditions, therefore we do not recommend to use wings in
such conditions, as this can compromise your safety.

Section 2. SET UP PROCEDURE
2.1. SET UP PROCEDURE FROM THE PACKAGE 4 METRES LONG
Having used the specific techniques described in this manual you will perform the set up and
break down procedures without any difficulties.
However, the following procedural descriptions are not intended to be a substitute for the
familiarization procedure of your dealer at the time the wing is delivered.
The set up procedure should be carried out on a clean, not abrasive surface. Before performing
the set up procedure you must place the glider nose to the wind. During this procedure you
must make a preflight inspection of the wing.
2.1.1. With the glider in the bag (4 meters long) lay the glider on the ground.
2.1.2. Undo the zipper. Untie the Velcro straps. Remove the battens, the control bar and the
leading edge tubes N3 from the bag.
2.1.3. Turn the glider so that the downtubes packed into the safety bags are on the bottom and
kingpost is on the top.
2.1.4. Unfold the sail along the leading edge (Fig. 1).
a b Fig. 1
Attach the leading edge tubes N3 to the
leading edge tubes N2 according to the
marking (L-left, R-right, marks must be on
the top) (Fig. 2).
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a b
Fig. 2

2.1.5. While installing the leading edge
tubes into the sail, place the washout struts
facing forward toward the nose of the wing
and along the leading edge tubes (Fig. 3).
Put washout tips outside of the sail through
the access zippers. Make sure that the
leading edge tube #3 is properly installed.
Fig. 3
2.1.6. Tighten the sail along the leading edge and mount it to the rear leading edge, make sure
to align the sail mount webbing squarely in the slot and attach the securing velcros (Fig. 4).
The sail is mounted to the leading edge by the inner (forward) of the two loops of webbing. The
outer loop is a pull handle only.
a b Fig. 4
2.1.7. If the keel and #1 battens don’t installed in the sail, it’s necessary to make this. Remove
the battens from the batten bag and install the #1 battens to the wing. Next step is to install the
keel battens (Fig. 5 and 6)
Aeros convention is that red marked battens go in the left wing and green marked battens in
the right. But you can feel free to install them the other way around, i.e. red marked battens go
to the right and green marked battens go to the left. This is because Aeros do not tune glider’s
turn by changing battens camber, so originally your glider comes with left and right
corresponding battens symmetrical between each others. Battens are numbered from the
center outwards, and the longest batten in a Profi is designated as the "# 1" batten.
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Fig. 5
Fig. 6
2.1.8. Spread the wings all the way. Pay attention to the nose bottom part of the sail, it has
to be located between the keel tube and nose channel!
Near the kingpost hole find the shackle of the sweep wire. Pull the shackle out the rear end of
the keel pocket, and check that the sweep wire is not wrapped around the keel. Install the pin of
the kingpost to the corresponding place on the keel tube. Attach the shackle of the sweep wire
to the hook, which is placed on the keel tube. Install the tangs on the nose of the sail over the
bolt and secure the assembly with a nut (Fig. 7).
Fig. 7
2.1.9. Release the sweep wire from the hook on the keel tube to loose a tension of the sail.
2.1.10. The further set up procedure is similar the one from a 6-meter long bag (Section 2.2,
except points 2.2.1-2.2.4).
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2.2. SET UP PROCEDURE FROM THE PACKAGE 6 METRES LONG
2.2.1. With the glider in the bag (6 meters long) lay the glider on the ground (Fig. 8).
Fig. 8
2.2.2. Undo the zipper. Remove the battens and the control bar from the bag.
2.2.3. Untie the velcro straps.
2.2.4. Turn the glider so that the downtubes packed into the safety bags are on the bottom and
kingpost is on the top (Fig. 9).
Fig. 9
2.2.5. By lifting up and back on the nose
batten strings; push the nose battens fully
back into the sail so that the tips rest on top
of the keel tube (Fig. 10).
Fig. 10
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2.2.6. Spread the wings so, that the sail is a little loose and the glider is resting flat on the
ground (Fig. 11).
a b Fig. 11
2.2.7. Remove the protective bags from the downtubes. Spread the downtubes. Install the
control bar according to the marking. Fix the control bar using nuts and safety rings (Fig. 12).
Fig. 12
NOTE: Take care that the reflex wires and the top wires are not wrapped around the
keel and are free from the keel hardware.
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Put out of the sail the cross tube tension wire and install the pin of the kingpost to the
corresponding place on the keel tube (Fig. 13a).
The kingpost has to be placed between cross tube tension wires (Fig. 13b)!
a b Fig. 13
2.2.8. Attach the hook of the top rear wire
with the washout wires to the thimble of the
top front wire (Fig. 14). Make sure that the
hook is not inverted and the reflex wires or
top wires are not twisted.
Fig. 14
2.2.9. Remove the battens from the batten bag, and check each batten for symmetry against
the corresponding batten from the other wing. Align the battens at the nose, and at about the
60% chord point. There should not be any deviation of more than 3 mm (1/8’’) from one batten
to the other along the full length of the battens. Correct any that are asymmetric using the
template (Fig. 15).
NOTE: Two longest battens are not removed from the battens pockets during the break
down procedure.
Aeros convention is that red marked battens go in the left wing and green marked battens in
the right. But you can feel free to install them the other way around, i.e. red marked battens go
to the right and green marked battens go to the left. This is because Aeros do not tune glider’s
turn by changing battens camber, so originally your glider comes with left and right
corresponding battens symmetrical between each others. Battens are numbered from the
center outwards, and the longest batten in a Profi is designated as the "# 1" batten.
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a b Fig. 15
Install the cambered top surface battens in the sail, leaving out the shortest two on each side
for now. Insert the battens carefully, so as to minimize stress and wear on the sail. Never insert
or remove top surface battens with the crossbar tensioned (except for up to the last two on
each side) and never insert or remove battens with heavy wind pressure on the top of the sail
or in any condition which causes the battens to slide with great resistance in the pockets.
If you choose not to check your battens for symmetry before each flight, you should, at a
minimum, check them once a month.
2.2.10. Install the lever batten tips into the hem of the trailing edge. At each batten, make sure
the opening in the underside of the trailing edge hem is spread to accept the tab on the batten
tip. Make sure the tab slides fully into the hem (Fig. 16). Except battens #9, 10, 11 (it should be
making after sail tensioning).
Fig.16
A B
C
D
E
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2.2.11. Check all wires for twisted thimbles
or tangs (Fig. 17).
Fig. 17
2.2.12. Attach the shackle of the sweep
wire to the hook, which is placed on the
keel tube (Fig. 18).
An in-flight disengagement of this
attachment will cause a complete loss of
structural support of the glider and a
total loss of control. Never attach the
pull handle of the shackle to the hook,
even temporarily.
Fig. 18
2.2.13. Put the glider on the A-frame. Secure the nose catch of the bottom wires on the nose
junction channel using the clevis pin and the safety ring (Fig. 19).
Fig. 19
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2.2.14. Install the bottom surface battens. The longest bottom surface batten is inboard batten.
Push the battens all way into the pocket until the rear end is secure in the batten pocket. The
strings on the rear ends of the bottom surface battens are to facilitate removal of the battens
from the sail during breakdown (Fig. 20).
a b Fig. 20
2.2.15. Install the tip battens through the access zipper in the bottom surface:
-bend the tip batten with angle approx 60 degrees;
-install the batten into the sail with bend going towards the wing tip;
-install flat end of the batten to the angle of the sail tip;
-straighten it a little bit and guide another end of the batten onto the leading edge batten
hook;
-pull the bend towards the keel and gently straighten the batten completely (Fig. 21).
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AB
C
D
Fig. 21
2.2.16. Install the washout tips; just swing them to the right place underneath the corresponding
top surface battens through the access zipper in the bottom surface.
2.2.17. Remove the protective bag from hang detail.
2.2.18. Do a complete preflight inspection of the glider, Section 3.
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Section 3. PREFLIGHT INSPECTION OF THE GLIDER
Conduct a complete preflight inspection of the glider, checking all assemblies, which have not
already been checked. Every bolt, nut, pin, safety ring, and fastener of any kind should be
checked during every pre-flight. A full pre-flight inspection should precede every flight you
make, not just the first flight of the day.
Carefully check the entire length of the leading edge pocket to insure that the mylar insert is
lying flat in the pocket. If any section of the mylar is folded under, de-tension the crossbar,
remove the batten closest to the area of distortion, and unfold the mylar.
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3.1. BEGINNING AT THE NOSE
Check all self-locking nuts, the clevis pin and
the safety ring, which secure the lock of the
bottom front wires (Fig. 26).
Fig. 26
3.2. ALONG THE LEFT LEADING EDGE
Open the crossbar junction access zipper and
look inside, making sure that side wires are
properly secured to the crossbar, that the
thimbles are not cocked on the tang.
Check the splint pin and the nut, which secures
the leading edge – crossbar junction.
Check that the sail is not caught on the crossbar
end, or on any of the hardware.
Remember to close the access zipper (Fig.27).
Fig. 27
3.3. AT THE LEFT WINGTIP
Look into the sail at wing tip, and check that the tip batten are properly seated and fixed.
Check that the washout tips are installed properly.

3.4. ALONG THE TRAILING EDGE, LEFT WING
Check that there are no tears in the sail material along the trailing edge.
Check that all battens are properly secured.
Check that the washout tip is properly secured in position supporting the batten, and that the
washout tip access zipper is properly closed.
Check that the bridles are properly engaged.
Check the trailing edge for any cuts, tears or broken stitching (Fig. 28).
Fig. 28
3.5. FROM THE REAR KEEL
Check that the sweep wires are tight and secured on the hook on the keel tube (Fig. 29).
a b Fig. 29
Check the kingpost top for proper attachment of the bridles and condition of the top rear wire
and bridle wires.
Check the keel mount webbing, and bottom rear wires are safely secured to the keel tube.
3.6. ALONG THE TRAILING EDGE, RIGHT WING
Same as for the left wing.
3.7. AT THE RIGHT TIP
Same as for the left tip.
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3.8. ALONG THE RIGHT LEADING EDGE
Same as for the left leading edge.
3.9. UNDER THE WING AT THE CONTROL BAR
Check the cables at the control bar corners,
making sure there are no kinks or twisted
thimbles. Inspect each Nicopress sleeve for
slippage and/or corrosion.
Check each thimble for distortion, flattening
or wear where it touches a bolt, shackle or
tang.
Check for proper installation of all nuts and
safety rings at the control bar corners.
Check that the downtubes are straight
and undamaged.
Unzip the center zipper. Check that all
bottom surface battens are under the
leading edge tube.
Check the sweep wire for wear.
Check the crossbar center plates assembly
including the sweep wire/X-bar junction and
the center bolt.
Also, visually inspect the crossbars by
sighting along the length of the crossbars
looking for any evidence of damage.
Check all bolts, nuts and the safety rings,
which secure the downtubes to the channel.
Make sure that the channel and hang detail
are secured (Fig. 30).
Fig. 30
3.10. FIT THE NOSE CONE
over the front of the keel and attach the Velcro at the top rear of the nose cone. Pull the bottom
corners of the nose cone back until the nose cone is tight around the nose and secure the
Velcro on the bottom of the nose cone (Fig. 31).
a b Fig. 31
Now your glider is ready for mounting on the trike.
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Don’t fly without the nosecone!

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Section 4. INSPECTION OF THE WING
The sail should be inspected once every three months or after each 50 flying hours. The
frame should be inspected once a year, after every 100 flying hours, and after every
hard landing.
4.1. SAIL CHECK-UP
4.1.1. Sail seam and cloth strength are assessed by testing the strength of the control clouts on
the top surface (TS) of the wing. The control clouts are incorporated in the cloth piece
(designated by letters UV) that is sewed onto the trailing edge close to the keel tube. For sail
assessment cut control clout in the drawing and forward it to your Aeros dealer or directly to
Aeros.
The first sample is to be cut out after 300 flying hours and thereafter a sample must be
submitted after every 150 flying hours.
4.1.2. Checking the sail surface and seams
There should be no cuts, ruptures, threadbare holes and torn seams on the sail. Any torn
seams should be re-stitched. Cuts and ruptures on the fairing and bottom surface (BS) of the
sail that are not longer than 30 mm can be patched up with self-adhesive Dacron. The Dacron
must be of a weight of not less than 100 g/m. larger cuts and ruptures are to be repaired by
stitching on a reinforcing piece of the same fabric (stitched along the edges). Any rupture
shorter than 50 mm can be repaired in this manner, but more complicated repairs and all cuts
near the trailing edge should be carried out in the workshop of producing company. If any of
the batten tightening cords are torn or heavily worn they must be replaced.
4.1.3. Keep an eye on the sail grommets/eyelets and all areas of the sail that are subject to
extra stress, especially the keel section, the nose section of leading edge and the outer tip
section of leading edge.
4.2. CABLE SYSTEM
The cables must be checked for broken wires and corrosion. If any defect on a wire is
observed, no matter how small, the cable in question MUST BE REPLACED. It is
recommended that the entire cable system be replaced once every four years irrespective of
service conditions.
A NOTE ABOUT CABLES AND CABLE MAINTENANCE
The cables which support the wing’s airframe are critical components of the wing’s structure,
and must be maintained in an air worthy condition. It is a general practice in the design of
aircraft structures to design to an ultimate strength of 1.5 times the highest expected load in
normal service.
Profi cables, like other structural components on the wing, are typically designed with a
structural safety factor of only about 50% above the expected maximum load. No significant
loss in cable strength can be tolerated.
A cable with even a single broken strand must be replaced before the wing is flown again. A
cable which has been bent sharply enough to have taken a permanent set must also be
replaced immediately.

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Some degree of fatigue due to repeated bending of cables is almost unavoidable in an aircraft
that is assembled and disassembled with every flight. Bottom side wires are subject to the
highest loads in flight, and are therefore the most critical.
4.3. CHECKING THE TUBINGS
To check the condition of the wing tubes the sail should be removed from the wing frame and
the tubes should be detached at the joints. The tubes are to be inspected visually. When there
is suspicion of damage, the points in question should be inspected using a magnifying glass of
(5-10) X magnification. There should be no trace of corrosion, cracks, bends or dents.
4.4. CHECKING THE BATTENS
The batten profiles should be checked against the template and the bends should be adjusted if
necessary. Check all the plastic batten heads and tails and replace if necessary.
4.5. FASTENERS
Check all fasteners (bolts, screws, rollers, nuts, splint pins etc.) for corrosion. Any corroded
fasteners should be replaced. Bolts should not be worn and/or bent. Key bolts should be
checked most thoroughly for cracks between the head and the bolt body. These are the bolts at
the control bar side and bottom joints, the central spreader bar tensioning cable attach point
and the rear cable attachment point on the keel tube. If any cracks are observed - REPLACE
IMMEDIATELY!

Section 5. MAINTENANCE
5.1. WING TUNING
- The Profi wing should fly straight and level without any pilot input with a cruising speed
of between 75 kph and 90 kph.
-Before making any adjustments to the wing, first check that the wing is in the standard
condition and that the battens all conform to the Profi batten profile.
-If the wing is not new, check the condition of the frame especially the outer leading edge
tubes. The best is to remove the leading edges and check that they have the same
bend in them and when under load they flex equally.
-Do not exceed the adjustment limitations.
-Do one adjustment at a time and test fly each time to measure the effect of each
change.
-Note all adjustments and changes in the log book.
-Only tune the wing in perfect flying weather.
5.1.1. CG Adjustment
-Move the wing hang block forward on the wing keel will speed the wing up.
-Swivel both wing tips down equally will speed the wing up.
5.1.2. Turn Trim
Each wingtip has a slotted plastic end cap
with a webbing strap over it. The plastic end
is kept in place and at the correct angle with
a small self-tapping screw.
By adjusting a wingtip down, the lift on
the end of that wing will be increased and
that will lift that wing in flight. Adjust the
screw down by 2 mm at a time.
Do not exceed 6 mm away from the
original position.
By adjusting the wingtip up, the lift will be
decreased on that side and the wing will
drop on that side. Adjust the screw up by 3
mm at a time.
Do not exceed 6 mm away from the
original position.
Adjust one wingtip at a time and test fly
after each adjustment.
Fig. 32
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