Air Creation BioniX2 13 User manual

GDMMBi²13-1G Version 0010 1
Maintenance Manual
Wing Type :
B
Bi io on ni iX X² ² 1 13 3
615 Route de l’Aérodrome, 07200 Lanas, France
Telephone: [phone] • Fax: [phone]
[email protected] • http://www.aircreation.fr

GDMMBi²13-1G Version 0010 2
1 Table of Contents
1Table of Contents................................................................... 2
2Amendment Record Sheet .................................................... 4
2.1 Table of Amendments.......................................................................... 4
2.2 Amendments........................................................................................ 4
3Introduction............................................................................ 5
3.1 Skills..................................................................................................... 5
3.2 Tools .................................................................................................... 5
3.3 Air Creation Directives ......................................................................... 6
3.4 Units..................................................................................................... 6
3.4.1 Use of Metric/Imperial Units...................................................................................6
3.5 Main Airframe Description.................................................................... 6
3.5.1 Keel ........................................................................................................................6
3.5.2 Nose Plates............................................................................................................7
3.5.3 U-Bracket................................................................................................................7
3.5.4 King Post................................................................................................................7
3.5.5 Tensioning U-channel ............................................................................................7
3.5.6 Control Frame.........................................................................................................7
3.5.7 Leading Edge .........................................................................................................8
3.5.8 Cross Bars..............................................................................................................8
3.5.9 Battens ...................................................................................................................8
3.5.10 Top and Bottom Side Wires ...................................................................................8
3.5.11 Top and Bottom Front-Back Wires.........................................................................8
3.5.12 Reflex Bridles .........................................................................................................8
3.5.13 CORSET.................................................................................................................9
3.5.14 Sail..........................................................................................................................9
3.5.15 Tip Fins...................................................................................................................9
3.5.16 Special purpose equipment....................................................................................9
3.6 Assembling from Shipping Crate........................................................ 10
3.6.1Reassembly Guide...............................................................................................10
3.7 Ground Handling................................................................................ 12
3.8 Transportation & Storage................................................................... 12
4Maintenance Checks............................................................ 13
4.1 General .............................................................................................. 13
4.2 Time Limits......................................................................................... 13
4.3 Scheduled Maintenance..................................................................... 14
4.3.1 Wing Maintenance Schedule................................................................................14

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4.4 Unscheduled Maintenance................................................................. 15
4.4.1 General.................................................................................................................15
4.4.2 Inspection after Heavy Landing............................................................................15
4.4.3 Inspection after Heavy Turbulence.......................................................................15
5Standard Practices –Airframe............................................ 16
5.1 Torque and Safety procedures........................................................... 16
5.1.1 Torque Procedures...............................................................................................16
5.1.2 Safety Procedures................................................................................................16
5.2 Sail Removal...................................................................................... 17
5.2.1 Wing Dismantling Procedure................................................................................18
5.2.2 Wing Reassembly Procedure...............................................................................19
5.2.3 Sail Reinstallation.................................................................................................23
5.3 Inspection Notes ................................................................................ 34
5.3.1 Tubing...................................................................................................................34
5.3.2 Bolts......................................................................................................................35
5.3.3 Cables & Terminals..............................................................................................35
5.3.4 CORSET...............................................................................................................36
5.3.5 Composites...........................................................................................................37
5.3.6 Sail........................................................................................................................37
5.3.7 Special Purpose Equipment.................................................................................38
6Adjustments ......................................................................... 39
6.1 General .............................................................................................. 39
6.2 Adjustments ....................................................................................... 39
7Appendix............................................................................... 43
7.1 Wing Inspection Forms ...................................................................... 43
7.1.1 BioniX² 13 Wing Frame Stage Inspection (1).......................................................43
7.1.2 BioniX² 13 Wing Final Assembly Stage Inspection (2).........................................45
7.2 Method for Folding the Sail ................................................................ 47
7.3 Maintenance Operation Board ........................................................... 49

GDMMBi²13-1G Version 0010 4
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.

GDMMBi²13-1G Version 0010 5
3 Introduction
This manual contains factory recommended procedures and instructions for servicing,
inspecting and maintaining the BioniX² 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.

GDMMBi²13-1G Version 0010 6
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.
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.

GDMMBi²13-1G Version 0010 7
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
Delrin sleeve.
The U-bracket is allowed to rotate around the keel, and is held in position longitudinally
by 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 in aluminum 6082 that supports the reflex
bridles, the top front wire, and the top side wires. The king post works in compression,
and is secured to the keel by means of an aluminum locating foot.
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 6005 AT5 and 2017 A 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 crossbar 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.
The control bar is not symmetrical. The central portion is offset from the ends to
compensate for lateral displacement of the trike due to the torque of the engine. For
an engine whose propeller rotates counterclockwise (Rotax 912), the center part
must be shifted to the Left. For a propeller rotating clockwise (Rotax 582), the center
part must be offset to the Right. If necessary, reverse the direction of the control bar
if it does not correspond to the engine used, by removing the connecting screws with
the A-frame uprights.

GDMMBi²13-1G Version 0010 8
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.
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, with the exception of those at
the extremities of the wing which are in a carbon composite. The battens are secured by
batten pockets sewn into the sail. “Easyfit” tighteners on the trailing edge allow for the
quick installation and tension setting of the battens in 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, equipped with stainless
steel plates, thimbles and swaged Nicopress sleeves that are attached to the nose catch,
control frame and keel. The top front wire is attached to the kingpost head.
3.5.12 Reflex Bridles
The reflex bridles are stainless steel wires, equipped with thimbles and swaged Nicopress
sleeves, and attached to the top rear wire via a pulley, and to the sail using shackles. The
external reflex bridle acts upon a lateral batten in carbon composite reinforced by an
internal tube of Zicral to hold up 3 upper surface battens.

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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.
3.5.13 CORSET
The BioniX² wing is equipped with a configuration command that allows the setting of
cruise speed and the simultaneous adaptation of the shape of the sail in order to offer the
best maneuverability and the best performance depending on that speed. The command of
the CORSET is activated by a system of pulleys that tighten the two central battens,
acting on washout and reflex of the profile at the center of the sail. The CORSET is
activated by means of a control level located on the right A-frame strut. This lever
automatically locks in the selected position and activates a cone-shaped pulley on which
is wound the fine cord of the command.
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. The central part of the upper surface is
composed of a flexible fabric derived from neoprene which compensates for the
differences of tension due to the CORSET system. This part plays no mechanical role and
may easily be replaced thanks to the two zippers that hold it in place.
In as much as possible the wing must be stored away from sunlight, as UV rays cause
damage to the fabrics.
3.5.15 Tip Fins
The wing tip fins contribute to the stability of the wing in roll and yaw at high speeds.
They are made of a carbon composite material and attached to the wing by means of 3
quarter-turn screws. Flexibly mounted, they give way when the wing is placed on the
ground so that the end of the leading edge supports the force of any wind.
3.5.16 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.

GDMMBi²13-1G Version 0010 10
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. Rotate the wing so that it is lying flat on the ground on the unfolded A-frame
6. Spread both leading edges approximately ½ meter.
7. Insert rear leading edges in the tip openings of the sail with the plastic lugs at the rear of the tubes
positioned horizontally and to the inside.
The two rear parts of the leading edges are not identical. A sticker on the tube indicates whether it is a
right (D) or left (G). An inversion can have serious consequences because it modifies the tip angle resulting in
negative twisting of the tips and strong longitudinal instability.
8. 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 crossbar 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.
9. Remove the self-tapping screws B 199010 (Refer to drawing OP10-23CA) which hold the sail on
the leading edge at the nose of the wing. This way, the sail will move back easily.
Figure 3-1
Figure 3-2
10. Attach the sail to the tip sleeves with 4 screws FHC 6-75-13 (B167510) (Refer to drawing OP10-
22VO).Note the indications “Right” & “Left” on the tubes. Make sure that the aluminum guide
that allows the setting of the sail’s tension is facing the slot in the sleeves, at the end of the leading
edge. To make things easier, use a screwdriver to line up the sail with the foremost drilling and
slide the screw in the back. Remove the screwdriver to insert the screw in the front. Figure 3-1 &
Figure 3-2. Apply the Threadlock glue to the nuts and tighten the Nylstop bolts.

GDMMBi²13-1G Version 0010 11
11. Gradually open the leading edges to the maximum, while checking that the lateral cables tighten
correctly at the ends without loops nor blocking the neoprene openings in the sail. Proceed in
small steps, returning to the nose of the wing to pull the sail forward and insure that the central
battens remain in the right position on the screws of the leading edges. Return them to their place
as necessary. Figure 3-3.
12. Assemble the control bar on the revolving base fixed to the left A-frame strut with the screw
CHC 6-40-09 (B064109), washers, Nylstop nut, Loctite 243 Threadlocker glue and with the push
pin on the right side (refer to drawing D170115). Close the leather protections.
The drilling corresponding to the push-pin is slightly larger diameter than the screw side.
The control bar is not symmetrical. The central portion is offset from the ends to compensate for lateral
displacement of the trike due to the torque of the engine. For an engine whose propeller rotates
counterclockwise (Rotax 912), the center part must be shifted to the Left. For a propeller rotating clockwise
(Rotax 582), the center part must be offset to the Right. If necessary, reverse the direction of the control bar if it
does not correspond to the engine used, by removing the connecting screws with the A-frame uprights.
13. Unfold the wing as described in the pilot operating hand book (5.1.1, de 5 à 14). Do not assemble
the last straight battens at the ends of the wing nor the tip fins.
14. Reassemble the self-tapping nose screws B 199010. Figure 3-4.
Figure 3-3
Figure 3-4
15. Each wing tip should now be tightened by means of the tensioning screw HM 6-45 (B126410)
placed at the end of each sleeve of the leading edge. Figure 3-5. Standard tuning is 10 turns (10
mm tension). Turns are counted from the stop in front of the port, as soon as the tightening of the
screw begins to have an effect. Each turn represents 1mm of tension in the sail. After tuning,
reassemble the plastic caps P201610 at the ends of the tubes (Refer to drawing OP10-20ST).
16. Check that the rear parts of the leading edges and their wing tip sleeves are assembled on the right
side of the wing as indicated by their marking Right/Left.
17. Check that the tubes are pivoted right as indicated by the mark on the scale sticker and blocked by
their self-tapping screw. Figure 3-6.The standard setting is the "0" of the scale.
Figure 3-5
Figure 3-6

GDMMBi²13-1G Version 0010 12
18. Assemble the last straight battens at the ends of the wing nor the tip fins.
19. Complete assembly of the wing as indicated in the Pilot’s Handbook.
A thorough and complete preflight check is especially necessary after reassembly. Pay special attention to
potential transport damage. Thoroughly check all nuts and bolts, wire routing, sail fit, Mylar shape and overall
symmetry of the wing before flight.
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.
The tip fins are light, but fragile. Store them in a well-protected area and do not stock
anything on top of them.
Store the wing in a dry room off the ground. Air the wing out regularly to avoid mildew,
and never store wet.
Ageing of the fabric and seams of the sails may cause an important loss of the wing resistance. The
degradation is principally caused through exposure to ultraviolet rays emitted by the sun and the moon. In
order to slow down the process, the sail should be stored folded in its cover, or if it stays rigged, in covered
premises. Always put it in a sheltered place, shielded from the rays of the sun, even between flights. These
measures help to lengthen/sail life.

GDMMBi²13-1G Version 0010 13
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
Control Bar
900 h
Leading edges
900 hrs
Keel
1500 hrs
Rigging wires
600 hrs
Roll bracket
1500 hrs
Bolts
300 hrs
Hang bolt
300 hrs
CORSET fine cord
300 hrs
Neoprene central junction
300 hrs

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4.3 Scheduled Maintenance
4.3.1 Wing Maintenance Schedule
Item
Maintenance Requirement
Hours of Operation
50
100
1 yr
150
200
2 yrs
250
300
3 yrs
Wing Sail
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
Straps retaining central battens to keel
2
2
4
Straps retaining luff lines on the upper surface
2
2
4
Condition of tension straps on batten clasps
3
3
4
Zippers of inspection and assembly of the central neoprene junction and
Keel Pocket
3
3
3
Central neoprene junction of the upper surface
2
2
2
2
2
6
Condition of Velcro strips attaching the keel pocket
4
Wing fabric sample factory test
2
Sail removal for general overhaul
4
Wing
Airframe
Profile of removable battens of the upper surface
2
2
2
Condition of the rear part of the central upper surface battens
2
2
4
Profile of the central upper surface battens
4
Batten clasps
3
3
3
Wing tip fins, fittings, condition, quarter-turn screws
3
4
3
4
3
4
Condition of Velcro strips of the fairings of the kingpost & struts
4
4
4
Wires and attachment fittings for tension, corrosion, fraying, kinking or
fretting
2
2
2
2
2
4
Hoist, hang bracket pulley, control lever, & accessories of CORSET
3
3
4
Condition of CORSET fine cord
3
3
6
Condition and security of all axes, 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, cracks
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
Condition of wing tip tensioning device
3
3
4
All rig/unrig parts for condition and operation
3
3
4
All airframe tubing for cracks, dents, deformation, corrosion or fretting
4
All airframe fittings for cracks, dents, deformation, corrosion or fretting
4

GDMMBi²13-1G Version 0010 15
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
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.

GDMMBi²13-1G Version 0010 16
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.

GDMMBi²13-1G Version 0010 17
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
Tubes
Bolt holes
Profile of central battens
Wires
Replacement of all bolts, nuts and push-pins
Inspection of sail & accessories
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.

GDMMBi²13-1G Version 0010 18
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 or trace the rotation setting of the sleeves at the ends of the wing and the tension of
the sail on the adjustable sleeves on each side of the wing.
Reduce to the minimum the tension of sail on the leading edges using the screws 6-45 B126410 at the
ends of the leading edge. (Refer to drawing OP10-20ST.)
Unscrew the 2 nose screws B199010 that secure the sail on the leading edges. (Refer to drawing
OP10-23CA.)
Take off the 4 screws FHC B167210 that secure the sail on the sleeves at the ends of the leading
edges. (Refer to drawing OP10-22VO.)
Unfasten the neoprene central joint of the upper surface by means of the zippers.
Remove the keel pocket by means of the zippers.
Remove the screws CHC 6-25 B062510 that fixes the restraining straps of the sail at the ends of the
two central battens. (Refer to drawing OP10-22VO.)
Remove the fine cord of the CORSET, the straps and the pulley blocks attached to the central battens.
Remove the nose battens. The nose battens are in two parts. Drawing D194554. The back part is
encased in the front part near the king post and held in place by a pushing spring locking pin.
Disengage this part backwards by pushing the pin and pulling from the trailing edge. The front part
should be slid out of the sail by pulling from the opening of the pocket made at the level of the middle
retaining strap (n°1) of the nose battens.
Remove the luff-line quick links at the trailing edge. (Refer to drawing OP10-26CA.)
Remove all of the pieces of the CORSET, the pulley assembly on the hang bracket and the control
lever on the right A-frame strut.
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
hang bracket.
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 pulleys.
Dismantle the tensioning rail at the rear of the keel.
Slide the sail from the rear of airframe taking care to keep sail clear of the hang bracket 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 crossbar backward to disengage them from the keel.
Remove the aft section of leading edge.
Remove the crossbar protection at the central junction of the crossbar.
Dismantle all parts fixed on the crossbar.
Dismantle all parts remaining on the keel, uprights and control bar.
Dismantle all parts remaining on leading edges.
Dismantle the lateral carbon battens of the exterior luff lines by opening the Velcro strips at the interior
end of their pockets. (Open the 2 zippers sewn along the under surface battens in front of the openings
of the bottom lateral cables in order to slide your hands inside the sail.) (Refer to drawing UO28271-
M000.)
If the sail needs to be stored or shipped for repair, follow the instructions in 7.2.

GDMMBi²13-1G Version 0010 19
5.2.2 Wing Reassembly Procedure
Frame Reinsertion
After the frame has been dismantled for inspection the frame must be properly
reassembled 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 self-locking nuts that are removed are replaced with new ones.
1. Crossbar Junction Webbing
Refer to the drawing OP10-09TR and Figure 5-1 and Figure 5-2 below.
The cross tubes (crossbar) are symmetrical, therefore it does not matter which you choose to
be right or left. The ball and socket parts have been drilled in position and are therefore
matched to each crossbar. The inner sleeve in the crossbar 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 crossbar is not a defect!
Lubricate the male & female joints with Teflon grease.
Lay the crossbar (D140640-41)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 crossbar 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 crossbar.
Figure 5-1
Figure 5-2
2. Crossbar Junction
Refer to Figure 5-3,Figure 5-4, and drawings U028269-M040 & 45.
The upper and lower pull back tensioning cables (D204591) are the same length. The plastic
sleeves should be placed at the crossbar 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 pair top and
bottom on the bolt, with the other pair on the inside of those (i.e. not staggered).
8 x 18 Stainless steel washers (B810810) are used between the plates on the central bolt.

GDMMBi²13-1G Version 0010 20
The crossbar securing lugs (I220010) are attached to the crossbar protection sleeve
(D074329), do not fit them at this stage.
The crossbar 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
3. Crossbar/keel protection sleeve
Take the crossbar protection sleeve (D074329).
Unroll the security strap towards the back and pass both pull back cables through it.
Mount the 4 crossbar securing lugs (D074327) of the restraining straps to the end of the
crossbar securing lugs, but do not tighten yet. Figure 5-6.
Figure 5-5
Figure 5-6
4. Nose Plates
Please refer to drawings OP10-05BA and U028271-M030.
Place the keel and the leading-edge tubes on a pair of trestles.
The leading edges are not defined for right/left, but do have a inside and outside. Examine the
holes close to the outer end, where the crossbar 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) are used between the tubes and
the nose plates (D255010).