Air Creation IXess 13 User manual
1 Table of Contents
1Table of Contents....................................................................2
2Amendment Record Sheet .....................................................4
2.1Table of Amendments.......................................................................... 4
2.2Amendments........................................................................................ 4
3Introduction .............................................................................5
3.1Skills..................................................................................................... 5
3.2Tools .................................................................................................... 5
3.3Air Creation Directives ......................................................................... 6
3.4Units..................................................................................................... 6
3.4.1Use of Metric/Imperial Units...................................................................................6
3.5Main Airframe Description.................................................................... 6
3.5.1Keel ........................................................................................................................7
3.5.2Nose Plates............................................................................................................7
3.5.3U-Bracket................................................................................................................7
3.5.4King Post................................................................................................................7
3.5.5Tensioning U-channel ............................................................................................7
3.5.6Control Frame.........................................................................................................7
3.5.7Leading Edge .........................................................................................................7
3.5.8Cross Bars..............................................................................................................8
3.5.9Battens ...................................................................................................................8
3.5.10Top and Bottom Side Wires ...................................................................................8
3.5.11Top and Bottom Front Back Wires.........................................................................8
3.5.12Reflex Bridles .........................................................................................................8
3.5.13Trim ........................................................................................................................9
3.5.14Sail..........................................................................................................................9
3.5.15Special purpose equipment....................................................................................9
3.6Assembling from Shipping Crate........................................................ 10
3.6.1Reassembly Guide.............................................................................................. 10
3.7Ground Handling................................................................................ 11
3.8Transportation & Storage................................................................... 11
4Maintenance Checks.............................................................12
4.1General .............................................................................................. 12
4.2Time Limits......................................................................................... 12
4.3Scheduled Maintenance..................................................................... 13
4.3.1Wing Maintenance Schedule............................................................................... 13
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4.4Unscheduled Maintenance................................................................. 14
4.4.1General................................................................................................................ 14
4.4.2Inspection after Heavy Landing........................................................................... 14
4.4.3Inspection after Heavy Turbulence...................................................................... 14
5Standard Practices – Airframe.............................................15
5.1Torque and Safety procedures........................................................... 15
5.1.1Torque Procedures.............................................................................................. 15
5.1.2Safety Procedures............................................................................................... 15
5.2Sail Removal...................................................................................... 16
5.2.1Wing Dismantling Procedure............................................................................... 17
5.2.2Wing Reassembly Procedure.............................................................................. 18
5.2.3Sail Reinstallation................................................................................................ 23
5.3Inspection Notes ................................................................................ 30
5.3.1Tubing.................................................................................................................. 30
5.3.2Bolts..................................................................................................................... 31
5.3.3Cables & Terminals............................................................................................. 32
5.3.4Sail....................................................................................................................... 32
5.3.5Special Purpose Equipment................................................................................ 33
6Tuning ....................................................................................34
6.1General .............................................................................................. 34
6.2Adjustments ....................................................................................... 34
7Appendix................................................................................37
7.1Wing Inspection Forms ...................................................................... 37
7.1.1iXess 13 Wing Frame Stage Inspection (1)......................................................... 37
7.1.2iXess 13 Wing Final Assembly Stage Inspection (2)........................................... 39
7.2Method for Folding the Sail ................................................................ 41
7.3Maintenance Operation Board ........................................................... 43
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2 Amendment Record Sheet
2.1 Table of Amendments
Amendment date Affected sections Affected pages Date inserted Signature
2.2 Amendments
The information in this manual is based on the data that was available at the time of its
publication. The latest amendments to this manual will be issued on the Air Création
website (http://www.aircreation.fr) in PDF format. This should be printed out and added
to the manual. The amendment table should at that time be updated with the appropriate
details and date. Therefore it is important for operators to check the website regularly for
any amendments that have been made. If any errors or omissions are found in this manual
please advise the factory.
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3 Introduction
This manual contains factory recommended procedures and instructions for servicing,
inspecting and maintaining the iXess wing. The procedures described are to be used in
addition to the particular governing body regulations for each country where the aircraft
is flown.
The operator is directed to reference the trike maintenance manual for any issues related
to the trike component of the aircraft.
3.1 Skills
It is assumed that only people with an adequate skill level will perform maintenance on
this aircraft. A sound understanding of mechanical systems, experience with the
necessary tools and procedures and knowledge of the specific flight mechanics of weight-
shift controlled aircraft is required – as the continuing airworthiness of the aircraft
depends on the competence of the person performing the maintenance. If there are any
doubts regarding the required and appropriate maintenance then an Air Creation technical
station should be contacted for the correct procedures and/or servicing.
All maintenance and repairs should be carried out in accordance with good aeronautical
practices.
3.2 Tools
There are no specialized tools needed for the maintenance described in this manual. The
following is a list of the type of tools that may be required.
Loctite® will be required in certain locations and should always be replaced after
disassembly.
•Loctite® 243 for the frame
•Open ended metric spanner set (6, 10, 13, 17mm)
•Dry lubricant – lubricant that doesn’t attract dust after application, like Teflon lubricant.
•Hex key set up to 8mm
•#2 Phillips screwdriver
•Various general care items, specified where needed
This list may not be exhaustive.
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3.3 Air Creation Directives
The information in this manual needs to be followed, and it is not acceptable to make
changes to the materials and or physical features of this aircraft.
Air Creation will from time to time issue airworthiness directives, which detail any
changes to the maintenance manuals, pilot’s operating handbook, or any other
details that air creation deems necessary for owners to be notified of.
The web address for Air Creation directives is:
http://www.aircreation.fr
3.4 Units
3.4.1 Use of Metric/Imperial Units
This service manual uses the metric unit system as the basic system of measurement.
Where common usage or available instrumentation refer to the Imperial system, both
units are quoted. The following conversion factors are presented as a ready reference to
the conversion factors that have been used in this manual.
1 Pound (lb) = 0.4536 Kilogram (kg)
1 Pound per sq in (psi) = 6.895 Kilopascal (kPa)
1 Inch (in) = 25.4 Millimeters (mm)
1 Foot (ft) = 0.3048 Meter (m)
1 Statute mile = 1.609 Kilometers (km)
1 Nautical mile (NM) = 1.852 Kilometers (km)
1 Millibar (mb) = 1 Hectopascal (hPa)
1 Millibar (mb) = 0.1 Kilopascal (kPa)
1 Imperial gallon = 4.546 Liters (L)
1 US gallon = 3.785 Liters (L)
1 US quart = 0.946 Liter (L)
1 Cubic foot (ft3) = 28.317 Liters (L)
1 Degree Fahrenheit (F) = (1.8 X C)+32
1 Inch Pound (in lb) = 0.113 Newton Meters (Nm)
1 Foot Pound (ft lb) = 1.356 Newton Meters (Nm)
3.5 Main Airframe Description
The wing is a very specific part of the aircraft.
This section allows the user to understand the main function of each of the components of
the wing, which should help the operator, or maintenance personnel to properly inspect
the wing.
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3.5.1 Keel
The keel of the wing is mainly constructed from 2017A aluminum. Each of the major
components of the wing is attached to the keel. Major components from the front to the
rear of the keel:
3.5.2 Nose Plates
The nose plates are bolted to the keel and provide attachment points from the leading
edges to the keel. They are attached to the keel with bolts. The nose plate bolts also fasten
the U-channel to the keel. The gooseneck catch fastens the front wires to the U-channel.
3.5.3 U-Bracket
The U-bracket is the major junction for the three main components of the aircraft, the
wing (keel attachment), trike (mast attachment) and control frame (top knuckle
attachment). The U-bracket has two components, a U-shaped channel, and an internal
nylon sleeve.
The U-bracket is allowed to rotate around the keel, and is held in position longitudinally
by nylon rings that are bolted to the keel.
The U-bracket should be checked thoroughly after any unusual loads, especially torsional
ones.
3.5.4 King Post
The king post assembly is a vertical post perpendicular to the keel of the wing, which
supports the reflex bridles, the top front and back wires, and the top side wires. The king
post works in compression, and is secured to the keel using a locating foot. The main
material is 6082 aluminum.
3.5.5 Tensioning U-channel
The cross bars tensioning U-channel is bolted to the keel with two bolts. These bolts are
used to attach the rear wires.
3.5.6 Control Frame
The control frame is constructed mainly from 6082 and 2017 aluminum. The control
frames down tubes work mainly in compression due to the positive loading of the wing,
which is reacted through the side wires and base bar sections. The base bar works mainly
in tension through the side wire loads from the crossbars and leading edges.
The control frame is bolted to the keel through the U-bracket. The fittings at the top of
the control frame allow relative movement between the U-bracket and the control frame.
This is necessary because of the movement between the base and the wing during the
weight shift control actions.
3.5.7 Leading Edge
The leading edges are mainly constructed from 7075, 2017 and 6082 aluminum. The
leading edges are mainly loaded in bending and compression .they share loading with the
cross bars during positive and negative flight loads.
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The leading edges are attached to the keel through the two nose plates at the front of the
wing, and via a bolt assembly to the cross bars and the outboard wires. The rear leading
edges fit inside the leading edge tubes, which locate onto a horizontal bolt in the leading
edge assembly. The rear leading edges are a part of the leading edge, but are made in
order that they may be removed for ease of shipping.
3.5.8 Cross Bars
The cross bars are mainly constructed from 7075 aluminum .the cross bars serve the
purpose of holding the leading edges forwards and spread against the sail, they share the
loading with the leading edges during positive and negative flight loads.
The cross bars are attached to each other at the keel using a ball joint that allows relative
movement.
They are also tethered to the keel via a webbing loop. The cross bars are attached to the
leading edges using a bolt assembly. The top and bottom side wires are a part of the
bolting arrangement.
3.5.9 Battens
The battens are mainly constructed from 7075 aluminum. The battens are secured by
batten pockets sewn into the sail. The batten ropes at the trailing edge secure the battens
into their pockets.
The battens help to maintain the profile of the wing during flight, and are important to the
correct and stable operation of the wing.
Do not fly the wing with any other batten profile than that supplied by Air Creation, as
variation may have serious effects on flight performance and stall characteristics of
the wing.
3.5.10 Top and Bottom Side Wires
The bottom side wires are stainless steel braided wires that are attached to the cross bars
and the knuckle at the bottom of the control frame by stainless steel plates, thimbles and
swaged Nicopress sleeves. The top side wires are attached to the kingpost head.
3.5.11 Top and Bottom Front Back Wires
The bottom front back wires are stainless steel braided wires that are attached to the nose
catch, control frame and keel by stainless steel plates, thimbles and swaged Nicopress
sleeves. The top front back wires are attached to the kingpost head.
3.5.12 Reflex Bridles
The reflex bridles are mainly stainless steel wire swaged together using Nicopress sleeves
and attached to the top rear wire via a pulley, and to the sail using shackles.
Reflex bridles produce longitudinal stability when the wing is at zero or negative angles
of attack. The reflex bridles work by preventing the trailing edge of the wing from
moving downward, as they are tethered to the king post assembly. When the wing has
any negative load on the top surface the rest of the lifting surface will move downward
relative to the trailing edge, effectively creating elevator type control surfaces that
produce a positive pitching moment, helping to restore level flight.
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3.5.13 Trim
There is a trim speed control device on all the iXess wings. The trim control is achieved
by a pulley system, which raises the reflex bridles. Raising the bridles causes the root
airfoil of the wing to be reflexed. The reflexed section causes the centre of pressure of the
airfoil to move forward resulting in a reduction in trim speed.
3.5.14 Sail
The sail comprises the lifting surface of the wing. It is mainly constructed of UV
protected Trilam and Dacron polyester fabric, with some ABS and Mylar material
making up the leading edge areas. The sail is constructed from many individual panels,
which are sewn together using polyester thread to form the required shape. The sail has
attachment points sewn into it to attach to the frame at various points and to hold the
battens in place. The sail also provides zippers that facilitate easy preflight inspection of
all the members inside the double surface wing.
3.5.15 Special purpose equipment
Training Bars
The training bars are attached to the control bar and uprights in order to extend the
possibility to fly the aircraft from the back seat. They are supplied as an option for use by
qualified flight instructors.
GDMMIX13-1G Version 0010 9
3.6 Assembling from Shipping Crate
This procedure is to be followed if the wing arrives in a short packed configuration. An
approved dealer is responsible for assembly from the short packed configuration. The
short packed wing has had the rear leading edges removed to reduce the packed size for
transport.
The correct reassembly of the wing is critical for safety and performance of the wing. If
there are any doubts about the correct procedure for assembly after shipping contact Air
Creation factory.
3.6.1 Reassembly Guide
1. Remove wing from box. Take care that no staple damages the bag or the sail during this operation.
2. Unzip bag
3. Remove all wing straps. Remove padding from control bar and rear leading edges.
4. Unfold the ends of the sail
5. Assemble the control bar on the revolving base fixed to the left A-frame strut with the 6mm CHC
bolt, washers, thread locker and Nylstop nut and on the right with the push pin. Close the leather
protections.
6. Rotate the wing so that it is lying flat on the ground
7. Spread both leading edges approximately ½ meter. Remove the tip covers, which have been used
as protection on the rear of the front leading edges.
8. Insert rear leading edges in the tips opening of the sail with the plastic lugs at the rear of the tubes
positioned horizontally and to the inside. Finish sliding the rear leading edges in the front part.
Turn slightly and push in order to line up the half-hole and the horizontal bolt connecting the
crossbars on the front part of the leading edge. Make sure that the plastic lugs at the rear of the
tubes are face-to-face. Once installed the rear leading edge slot should be located on the channel
horizontal bolt. it should be impossible to rotate the leading edge, if correctly assembled.
Figure 3-1
9. Remove the self-tapping screws B 199010 (Refer to drawing OP10-24CA) which hold the sail
on the leading edge at the nose of the wing. This way, the sail will move back easily. Thread a
piece of string through the eyelets on the sail at the nose and tie it to the nose plates. You will have
to replace the nose screws using this string once the wing is fully open and tensioned. (See Figure
3-1.)
10. Attach the sail to the sleeves with the 4 screws FHC 6-70 (B167210). Make sure that the
aluminum guide retainer, which adjusts the tension, is facing the slot of the sleeve, at the tip of the
leading edge.
GDMMIX13-1G Version 0010 10
11. Insert the sleeves in the aft part of the leading edges, using the sleeves like levers. Apply thread
lock to the sail attachment nuts and tighten with the tip position indexer (D128410)
Figure 3-2
12. Position the wing tip sleeves by rotation and align the marks on the sleeves with the “0” showing
on the scale located on the leading edge tube. Unfold the wing as described in the pilot operating
hand book. Check the position of the fabric around the nose plates and the nose batten on the stop
pin at the front of the keel while opening the sail. Use the string to pull the sail firmly forwards on
the frame.
13. Go to the nose and replace the nose screws once the wing is fully open and tensioned.
A thorough and complete preflight check is especially necessary after reassembly.
Thoroughly check all nuts and bolts, wire routing, sail fit, Mylar shape and overall
symmetry of the wing before flight.
Perform preflight check as described in the Pilot’s Operating Handbook paying particular
attention to possible damage to the airframe during transport.
3.7 Ground Handling
The wing should only be moved when properly packed or, if necessary, when attached to
the trike.
When moving the wing in the assembled position it is recommended to lift the wing with
the shoulders while standing in the control frame. It is suggested that an assistant is used
to support the weight on the rear of the keel tube.
If there is wind or gusts the wing can easily be caught by the wind without proper
handling. If there is a significant amount of wind, it is advisable to have assistants to hold
the side wires. The wing should be moved with the nose facing into the wind. In windy
conditions, the nose must be kept low. The windward tip should also be kept lower to
avoid the wing rising.
3.8 Transportation & Storage
Avoid damage to your wing by using well padded racks. Careless transportation can
cause considerable damage to your wing.
We recommend that you support the wing in at least 3 places or to use a ladder to spread
the load. Flat straps should be used for tie downs to avoid damage to leading edge Mylar.
Store the wing in a dry room off the ground. Air the wing out regularly to avoid mildew,
and never store wet.
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4 Maintenance Checks
4.1 General
This section sets forth each mandatory replacement time, structural inspection interval,
and related structural inspection procedure required.
The time limits and maintenance schedule provided are in addition to any regulation of
the governing body where the aircraft is flown.
The pilot of the aircraft must ensure that the required maintenance is carried out and
documented in the correct manner.
4.2 Time Limits
Extreme operating conditions and any extreme loads will reduce the time limits for
components and the fatigue life of the airframe. The fatigue life of these components is
dependent upon rigid adherence to maintenance schedules.
Air Creation will from time to time amend these maintenance checks as the service
history of the aircraft evolves. It is the responsibility of the pilot to ensure compliance
with new directives. (Information is available on the website http://www.aircreation.fr).
The following components are time limited and should be overhauled or replaced as
indicated. This table may be updated to include more components in the future as
airworthiness directives are amended.
Wing Component Life
Component Life
Control frame and cross tubes On inspection, no fatigue limit
Leading edges 900 hrs
Keel 1500 hrs
Rigging wires 600 hrs
Roll bracket 1500 hrs
Bolts 300 hrs
Hang bolt 300 hrs
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4.3 Scheduled Maintenance
4.3.1 Wing Maintenance Schedule
Hours of Operation
Item
Maintenance Requirement 50 100
1 yr 150 200
2 yrs 250 300
3 yrs
Wing fabric deterioration and tears 2 2 4
Wing fabric stitching condition and abrasion 2 2 2
Wing fabric attachments points 2 2 2 2 2 2
Battens retaining strings for condition 2 2 5
Inspection zippers 3 3
Wing fabric sample factory test 2
Wing Sail
Sail removal for general overhaul 4
Battens profile 2 2 2
Battens fittings 3 3 3
Wires and attachment fittings for tension, corrosion, fraying,
kinking or fretting 2 2 2 2 2 4
Trimmer assembly and operation 3 3 4
Condition and security of all screws, bolts, nuts & washers 2 2 2 2 2 6
Condition and operation of all push pins 2 4 2 4 2 4
Outer part of leading edges 4 4
Keel and visible tubing 2 3 2 3 2
Hang bracket for condition, deformation 2 3 2 3 2 4
Main hang bolt 2 4 2 4 2 6
Nose assembly, U-channel and cable gooseneck catch for
condition 3 3 4
Tensioning u-channel and cable gooseneck catch for condition 3 3 4
Central cross-bar assembly, protection and webbing for
condition 3 3 4
Cross-bars to leading edges assembly for condition 3 3 4
Tip assembly 3 3 4
All rig/unrig points for condition and operation 3 3 4
All airframe tubing for cracks, dents, deformation, corrosion or
fretting 4
Wing
Airframe
All airframe fittings for cracks, dents, deformation, corrosion or
fretting 4
Code:
1. Oil, lubricate, clean and service
2. Check as directed
3. Check for security, cracks, wear and faulty operation
4. Remove, inspect and replace if necessary
5. Recommended replacement or overhaul
6. Mandatory replacement
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4.4 Unscheduled Maintenance
4.4.1 General
Unscheduled maintenance is required due to abnormal loads such as heavy landings. If
any abnormal loads are encountered during transport or storage then the airframe needs to
be checked.
The pilot will be responsible for identification of these extreme operating conditions and
identification of the affected components. Where damage is found further checks should
be carried out upon areas that may also be affected.
Thorough checks should also be carried out after transportation of the aircraft, and after
extended storage periods.
4.4.2 Inspection after Heavy Landing
The main attachment point for the wing to the aircraft base should be inspected carefully
for any permanent deformation of the U-bracket, the main bolt or the keel, as well as all
of the other effected components. If the landing resulted in a jolt on the ground then a
300-hour overhaul must be performed. The tubing relies on being intact and in perfect
condition for full strength. If tubing is bent or kinked in any way then it should be
replaced prior to flying.
4.4.3 Inspection after Heavy Turbulence
Turbulence is more likely to structurally affect the wing of the aircraft than the trike.
The main areas that require attention after severe turbulence are the attachment points for
structures. These include the front and rear wires, the side wires and the main hang point.
The sail should also be inspected for any strain or tearing that may have occurred, though
this is very unlikely. All of the tubing should be inspected for bending.
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5 Standard Practices – Airframe
5.1 Torque and Safety procedures
This chapter provides standard torque and safety procedures that are to be used in all
areas of the aircraft unless otherwise specified. The use of these procedures will ensure
the security of installation and prevent overstressing the components.
5.1.1 Torque Procedures
Correct Torque of fasteners is critical. If a bolt or fastener is too loose it may cause
unnecessary movement resulting in wear or fatigue damage, while over tightening may
cause tensile failure of the bolt, or crush components.
Definition of “Just Not Loose”
A definition of torque has been established for the assembly of this wing that is called
“just not loose”, a setting which is used to achieve the best combination of strength
characteristics of the tubing while not allowing any vibration or relative movement of the
bolt in the axial direction. In practice this means that the nut shall be tightened adequately
to ensure that each of the components that are held by it are in contact with each other,
and then approximately ¼ turn more should be made. The resulting fit should not allow
any axial movement of the bolt in its location, but will allow rotation (using fingers) of a
held component to be achieved with approximately 20mm of lever arm (e.g. A wire
tang).
The correct torque of the bolts for the wing section of the airframe is especially
important for the safety and longevity of the wing. In general standard torque values
will not be applicable, because of the nature of the thin wall aluminum tubing that
has been used to construct the majority of the wing structure.
Never tighten nuts so that the aluminum tubing is deformed from its circular cross
sectional shape.
Always have at least one full thread showing past any Nylok nut that is used.
Where stainless steel washers are used, the rounded edge should be placed
towards the aluminum tube, if any, or towards other aluminum part, if not.
5.1.2 Safety Procedures
•Nylstop Nuts
Nylstop nuts are used throughout the airframe. Nylstop nuts may not be reused.
•Loctite
On any bolt that does have or not a Nylstop type locking mechanism, Loctite 243 should be used
to prevent premature loosening.
Do not fit the plastic nut caps until the airframe has been inspected.
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5.2 Sail Removal
The sail should be removed for close inspection of the airframe if the frame is suspected
of having bent tubes following a heavy landing, blow over or crash.
It is mandatory that the sail should be removed from the frame every 300 hours to check
for any signs of fatigue or damage from general wear and tear. The removal of the sail
may only be performed by an approved Air Creation technical station.
The main points to check are:
•Cross bar hinge joint
•Cross bar/leading edge joint
•Leading edge nose joint
•Nose plates
•Straightness and condition of the tubes
•Elongation of bolt holes
•Damaged wires
•Replacement of all bolts, nuts and push-pins
•Damage to sail
•Factory test on one of the sailcloth samples
Special Requirements and Tips
When installing or removing the sail you will need a large unobstructed area of
approximately 12 meters by 3 meters. Make sure the surface is clean and not abrasive.
Rough concrete will damage the sail, a grass area will not damage the wing, but will
provide many hiding places for bolts, nuts and washers – short carpet is ideal.
It is a good practice to note the order of washers and other fittings prior to disassembly
and to have a small container to put the hardware in. The Illustrated Parts Catalogue
should be referenced for correct assembly.
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5.2.1 Wing Dismantling Procedure
Wing folded on the under surface on a pair of trestles, one at the nose, and the
other at the tips:
•Check and mark the rotation and tension positions on the back adjustable sleeves. Label left and
right.
•Decrease tension of sail on the leading edges using the bolts B126410 at the tips. (Note if any
adjustment have been made.)
•Unscrew the 2 sail locator self-tapping screws from the nose. (Refer to drawing OP10-24CA; part
# B199010.)
•Take off the screw of the retaining sail strap at the end of the keel tube.
•Remove the nose batten.
•Take off the 4 FHC B167210 screws of the two back adjustable sleeves on the leading edges.
•Open the Velcro straps fixing the sail to the crossbar at the leading edge junction.
•Remove the luff-line quick links at the trailing edge.
•Dismount all parts of the trimmer system on kingpost and uprights (mark position of the stop on
the right upright).
•Dismount trim control cable and pulley from trim luff line.
•Dismantle the front and the back lower cables on keel and uprights.
•Dismantle the bolts fixing the lateral lower cables on the control bar.
•Dismantle the bolts fixing the uprights on the upper U-brackets, and remove the U-brackets from
the RAP.
•Remove the bolt fixing the front upper cable to the nose plate, and pull cable free of sail.
•Remove the bolts fixing the lateral upper and lower cables to the cross bar, and pull cables free of
sail.
•Dismantle the luff line pulley assembly.
•Dismantle the tensioning rail at the rear of the keel.
•Slide the sail off the rear of air frame taking care to keep sail clear of the RAP and king post foot.
•Remove the king post foot, the hang bracket body and rings. Insert zip-tie in the king post hole to
keep internal sleeve from moving during maintenance work.
•Dismantle the bolts connecting cross bar to leading edge.
•Slide the crossbars backward to disengage them from the keel.
•Remove the aft section of leading edge.
•Remove the protective sleeve at the central junction of the crossbars.
•Dismantle all parts fixed on the crossbars.
•Dismantle all parts remaining on the keel.
•Dismantle all parts remaining on leading edges.
If the sail needs to be stored or shipped for repair, follow the instructions in 7.2.
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5.2.2 Wing Reassembly Procedure
Frame Reinsertion
After the frame has been removed for inspection the frame must be properly reinstalled to
maintain a high level of safety. Particular attention must be paid to the correct orientation
of bolts and washers.
Refer to drawings of the “Illustrated Parts Catalogue”
It is mandatory that all nuts that are removed are replaced with new ones.
1. Cross-Tube Junction Webbing
•Refer to the drawing OP10-09TR and Figure 5-1 and Figure 5-2 below.
•The cross tubes (crossbars) are not defined for port/starboard, therefore it does not matter
which you choose to be port or starboard. The ball and socket parts have been drilled in
position and are therefore matched to each cross-tube. The inner sleeve in the cross-tubes is
constructed by slicing the same tube as the outer tube, squeezing it down, and inserting it in
the outer tube. Therefore the split visible at the end of the cross-tube is not a defect!
•Lay the cross-tubes (D140633-35) out in their approximate flying position: slightly swept
back, ball and socket joint in the middle, tapered ends outwards with tapered side uppermost.
•Temporarily secure the ball and socket joints with screw BHC 6-94/10 (B069410) and
remove any other securing tape etc.
•The crossbar linking strap (D075210) must be secured to the rear of the cross-tubes using
two self-tapping screws (B199010) with 6 x14 stainless steel washers (B810610)
between the screws and the webbing.
•The webbing should be oriented with the central split towards the cross-tubes.
Figure 5-1
Figure 5-2
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2. Cross-tube Junction
•Refer to Figure 5-3,Figure 5-4, and Figure 5-5.
•The upper and lower pull back tensioning cables (D204590) cables are the same length.
Any plastic sleeves should be placed at the cross-tube end.
•The central bolt, screw BHC 8-65 (B086710) has the nut down.
•Assemble all four plates crossbar linking lugs (I220010) on bolt with one cross-tube’s
pair top and bottom on the bolt, with the other cross-tube’s pair on the inside of those (i.e. not
staggered).
•8 x 18 Stainless steel washers (B810810) are used between the parts on the central
bolt.
•The crossbar securing lugs (I220021) are attached to the keel protection sleeve, do not
fit them at this stage
•The cross-tube attachment bolts screw BHC 6-94/10 (B069410) have the nuts up,
assemble with 6-14 nylon washers (B820610) between the stainless steel plates and the
aluminum tubes but do not tighten the nuts yet.
•Apply thread lock to the central bolt and tighten gently, leaving plenty of movement of the
pull back cables, as can be seen in Figure 5-5.
Figure 5-3
Figure 5-4
Figure 5-5
GDMMIX13-1G Version 0010 19
3. Cross-tube/keel protection sleeve
•Take the cross-tube junction/keel protection sleeve (D074327) and pass the lower pull back
cable through the small loop at its rear end, Figure 5-6.
•Fold the backup bridle around the front of the cross-tubes, and pass both pull back cables
through it, Figure 5-7.
•Cable-tie the small loop tight to secure it, Figure 5-8.
•Mount the crossbar securing lugs (D074327) on the back-up pull back bridle to the end
of the cross-tube attachment bolts, but do not tighten yet.
Figure 5-6
Figure 5-7
Figure 5-8
4. Nose Plates
•Place the keel and the leading-edge tubes on a pair of trestles.
•The leading edges are not defined for port/starboard, but do have a front and rear. Examine
the holes close to the outer end, where the cross-tubes attach: the smaller (8mm) hole should
be turned to the outside of the frame, with the larger (10mm) hole turned to the inside.
•Place the two large nylon cup washers (P355010), located on the underside of the keel,
to align with the bolt holes.
•Assemble the nose-catch tensioning rail (D251010) pointing rearward from the bolts.
•The 6-14 and 8-18 nylon washers (B820610 and B820810) should be used between the
aluminum tubes and the aluminum nose plates D255010.
•Note that the nose plates are positioned so that the longest side faces forwards.
•Note that the rear keel bolt, screw FHC 6-85-15 (B168710) is longer than the front one,
screw FHC 6-80-12 (B168310), with two 6x14 stainless steel washers (B810610)
on top of the upper nose plate to hold the upper rigging cable later. Do not tighten this nut yet.
GDMMIX13-1G Version 0010 20
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