Eiri KY PIK-20 E User manual

PIK-20 E Service manual
SERVICE MANUAL
for
SEL LAUNCHING SAILPLANE
PIK-20 E
V EIRI KY
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PIK-20 E Service manual
SERVICE MANUAL
for
SEL LAUNCHING SAILPLANE
PIK-20 E
SERIAL NO: REGISTRATION:
This sailplane must be serviced in compliance ith this Manual.
Approved by National Board of Aviation, Finland
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EDITION 2
JANUARY 80
ENGLISH

PIK-20 E Service manual
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LOG OF REVISIONS
Any revision of the present Manual must be recorded in the follo ing
table. The ne amended text in the revised page ill be indicated by a
Dlack vertical line in the left hand margin and the Revision No. and date
ill be sho n on the bottom of the page.
Rev
No.
Revised
Pages
Description
of Revision
Date Signed
Edition 2
All pages Ne Edition
(Replaces previous
edition dated
Nov. 1978)
Rev 1
II 8, 11 -9
Ne fuel tank.
S/N:s 20215,
20221 and up
Jan 80 EIRI
Rev 2
II-7
Assembly of
starter emergency
relay
S/N:s 20213, 20214,
20217 and up
Jan 80 EIRI
Rev 3
11-10
Change in
ater tank
volyme
S/N:s 20247
and
up
Jan 80 EIRI
Rev 4 11-31
Revised control
surfaces balancing
instructions. S/N:s
20257 and up.
Mar 80 EIRI
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II SERVICE MANUAL Page
TABLE OF CONTENTS
1. ASSEMBLY AND DISASSEMBLY 11-1
1.1 Preparation II- 1
1.2 Wing assembly II- 3
1.3 Tailplane assembly II- 3
1.4 Disassembly II- 4
2. SYSTEM DESCRIPTION II- 5
2.1 Po erplant II- 5
2.2 Electrical system II- 6
2.3 Fuel system II- 8
2.4 Water ballast 11-10
3. DAILY CHECK 11-11
4. CARE AND MAINTENANCE IM2
4.1 General care H-12
4.2 Po erplant maintenance 11-13
4.3 Sailplane maintenance h-26
4.4 After gear-up landing and after rough landing II-30
4.5 Balancing of control surfaces H-30
5. WEIGHT AND BALANCE II-32
5.1 General H-32
5.2 Weighing procedure H-32
5.3 Calculations for actual empty eight and moment II-35
5.4 Calculations for minimum and maximum pilot eight II-35
5.5 Sample Problem: Actual empty eight
and moment of the sailplane II-36
6. TRANSPORTATION OF THE SAILPLANE AND
HANDLING ON THE GROUND II-38
6.1 Transportation II-38
6.2 Handling on the ground II-38
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PIK-20 E Service manual
7. EQUIPMENT
11-39
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PIK-20 E Service manual
1. ASSEMBLY AND DISASSEMBLY
1.1 Preparation
Three or even t o persons can easily assemble and disassemble the
PIK-20 E. Before assembly prepare the ing assembly tool, clean clot 
hes, grease of mineral or synthetic basis. Clean and grease all fitting sur 
faces, bolts, pins and control system connections.
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Fig 2
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1.2. Wing assembly ( igure 2)
— Insert the right-hand ing ensuring that the ing bevel pins (1) and
(2) are in the seats (4) and (5) in the fuselage.
— Insert the left-hand ing in the same ay and atch that the bevel
pins (6) and (7) go correctly into their seats. Dra the ings together
ith the ing assembly tool and install the main ing pin and secure
it using a Fokker-pin. It is necessary to lift the ing tips hen using
the assembly tool.
— Connect the flap and airbrake control rods ith quick release locks
and secure them ith Fokker pins.
— Connect the ater ballast hoses to the fuselage.
— Install the venturi tube.
1.3. Tailplane assembly ( ig 3)
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— Insert the horizontal stabilizer by moving the trim and flap lever to the
foremost position and by lifting the leading edge up a little and by
pushing the ball bearings (1) and (2) on to the pins (3) and (4) on the
vertical stabilizer.
— Pull out the locking pin (5) ith a tool (Fokker-pin of the ing bolt)
and push the leading edge into place. Remove the tool and push the
locking pin in. Ensure that the front fitting is engaged and secure the
pin using a Fokker-pin.
— Deflect the elevator up ards and connect the elevator control rod (6)
and secure it using a Fokker-pin.
1.4. Disassembly
— The ings and horizontal stabilizer are removed in the reverse
sequence
to assembly.
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2. SYSTEM DESCRIPTION
2.1 Powerplant
Engine description:
Type: Rotax 501
T o-cylinders in line t o-cycles Otto engine
Air cooled
Oil mixed to fuel lubrication
Single magneto ignition
Propeller driven ith a toothed belt reduction 2:1
Electric starter
Alternator
Fuel pump ith impulse drive
Engine technical data:
Bore
2 x 72 mm
Stroke
61 mm
Displacement
496.7 cm 3
Compression ratio
10.8 (10.3-11.3)
Ignition system
Bosch-Magneto-Generator, SCP2,
12 V, 140 Watt alternator
Contact breaker gap
0.35 — 0.45 mm
Ignition timing
2.07 mm ± 0.25, 19° BTC
Spark plugs
NGK B8ES, Champion N3
Spark plug gap
0.4 — 0.6 mm
Carburettors
Tillotson Membrane carburettor HR
Main nozzle Gr. 0.046
Direction of rotation
Counter clock ise facing the engine
drive
shaft
Starter
Geared starter
Fuel
Min 96 octane (RON) Super gasoline or
Aviation gasoline 100LL, t ostroke mix
Lubrication
Oil mixed to fuel lubrication, mixing ratio
1:40 ith Super t ostroke oil
Weight
With muffler and electric starter 33,5 kg
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Engine operational data:
Takeoff po er
Max continuous po er
75 % max cont. po er
75 % max cont. po er
Max continuous rotational speed
Max rotational speed
31.7 kW/43 hp/6200 rpm/100 km/h
29.4 kW/40 hp/6000 rpm/100 km/h
22.1 kW/30 hp/5500 rpm/100 km/h
22.1 kW/30 hp/6000 rpm/135km/h
6000 rpm
6800 rpm
appr. 2000 rpm
Idling rotational speed
Cylinder
head temperature Thermoring under spark plug, max
250°C allo ed
100 % po er: appr. 22,4 l/h
75 % po er: appr. 17,2 l/h
Fuel consumption
Propeller:
Propeller model
Propeller diameter
Propeller type
1. HO 11 # 127B 87
2. EP P127/87
1270 mm
T o-blade, ooden, fixed pitch
2.2 Electrical system
The 12-volt electrical system includes a 12-volt battery for starting and
use during soaring. The engine has an alternator in connection ith the
magneto. The current is rectified and regulated by a Tympanium-type
rectifier, attached to the propeller axle.
The electric starter has 0.4 hp and is geared type.
The electric fuel pump is a solid state type.
Electrical s itches are located on the left side of the instrument
panel
and the fuses are belo the s itches. The main s itch operates
the main contactor hich is located near the battery in the engine com 
partment or belo the instrument panel.
The starter knob operates the starter contactor, hich is situated be
side the main contactor.
The ground terminals of the electric fuel pump and the starter contac 
tor are connected to the ground over a micros itch. The engine positi 
on operates the micros itch and the s itch is connected only hen the
engine
is fully extended.
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FIG 2.1: ELECTRICAL SYSTEM
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PIK-20 E Service manual
The engine hourmeter and an optional barograph are operated directly
by the alternator. They cannot be s itched off and are only operating
hen the engine is running.
The ignition s itch is a dual s itch and beside of the function as an
ignition shut off, it operates the tachometer and the fuel quantity gau 
ge.
The ignition line is also connected to the micros itch and the ignition
is shut off hen the engine is not fully extended.
The condition of the batte r y and the function of the alternator can be
checked by the voltage meter. The line bet een the red and black area
corresponds to 12 volts.
2.3 uel system
| The fuel capacity is 29 litres, of hich 28 litres are usable. The fuel tank
is situated behind the backrest. Filler opening is on the fuselage
bet een the canopy frame and the ing: The fuel valve is situated on
the tank.
The fuel quantity can be checked from the electrical quantity gauge.
The fuel tank vent, in the cap, should be inspected daily prior to first
flight that it is free from obstruction. To avoid accumulation of the a 
ter and sediment, the fuel in the tank should be examined daily prior to
first flight and after refueling, by using the sampler cup provided to
drain
fuel from the tank. The drain valve is situated on the left fuselage
side.
The fuel filter is an inline paper filter type ith 16 #jm filtration (0.6
microin) and nominal capacity 60 l/h (e.g. Purolator 00610). The filter is
in the baggage compartment after the fuel cock. The filter should be
changed every 25 hours or yearly.
The auxiliary electric fuel pump is a solid state type and situated do n
in the engine compartment.
The primary pump is an engine driven impulse type.
The carburettors are provided ith a return line to avoid airbubbles in
the fuel feed.
Inspect and clean the tank carefully every year.
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FIG 2.2: FUEL SYSTEM
Carburettors
Fuel return line
Engine fuel pump
Fuel pump
Fuel filter
Fuel cock
sps Filler opening ith vent cap
Fuel quantity gauge
Fuel feed line
Fuel tank
Electric fuel pump f
Finger strainer
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2.4 Water ballast
The ater ballast is a four meter long nylon reinforced plastic bag in
both ings, fore of the main spar. The capacity of one bag is 40 litres gi 
ving a total capacity of 80 litres. The tanks are filled through the drai 
ning
hole on the underside of fuselage. The ater ballast valve is opera 
ted by a cable. The operating knob is on the left side auxiliary panel in
the cockpit.
Filling instructions:
1. Install the 2 — 4 m long filling tube ith threaded filling connector into
the
outlet hole.
2. Keep the ing in level. Open the ballast valve and fill the system
through a funnel.
Note 1: 1 m is the maximum filling height (distance from the funnel
to the ing). Higher pressure than this, 0.1 BAR (0.1 kp/cm 2 ), can
cause serious damages to the ing.
No pressurized filling system is allo ed.
3. When filled, check the equal amounts ( ings stay level).
4. If the amounts are not equal, then keep the valve open and lift the
heavier ing and ait for the ater to flo . Check, if the ings are
not yet in balance, then shake the ing, having the lightest tip do n.
5. If the balance is not achieved then you have to put the lightest tip
do n and let the ater flo out through the filling hose.
6. When the amounts are equal, shut the valve and remove the filling
hose.
Note 2: When maximum amount of ater is needed it is recommen 
ded before filling to suck all the air from the system through the fil 
ling hose (e.g. ith a vacuum cleaner).
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PIK-20 E Service manual
3. DAILY CHECK
After the sailplane has been rigged and before the first flight of the day
the daily check must be done. The check list and checking procedures
are given in the Flight Manual: Normal procedures (5.1, 5.51.
It is important that the daily check is properly done. It is possible that
some defect has not been noticed during the monthly check or some 
thing has appered during the previous flights.
Especially after rigging it is important to check that all quick release
locks are properly connected and secured. It is best to sign the assemb
ly in the log book.
Cracks in paint may be marks of defects in the structure and all at 
tachments should be checked carefully.
The po erplant ith retracting mechanisms should also be checked
for cracks and loose bolts and ear.
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4. CARE AND MAINTENANCE
4.1 General care
The outside of the sailplane can be kept bright and smooth simply by
ashing ith ater and mild soap. Avoid abrasive or harsh detergents.
Rinse ith clean ater and dry ith terry-cloth to els or a chamois.
It is al ays best to keep a good ax layer on the paint to protect the
surface from humidity and dirt and also to minimize the "bug" building
on the leading edges during flight. A hole plane polish once a year is
recommended ith car polishing agent or solid polishing ax for acrylic
or plastic ith polishing machine (be careful of overheating the
surface).
When gliding in rain the performance of the sailplane is better if ax
is removed. The ax can be removed ith axremover (car motor de
tergent) or by sanding paper number 600, until the glossy finish of the
ings is removed.
Surface tension lo ering agents as dish ashing detergent can be
used on the ing surfaces. Use thin layer and polish it ith dry cloth.
The canopy surface may be cleaned according to the follo ing inst 
ructions:
1. Use plenty of ater to rinse the canopy surface.
2. Wash the acrylic sheet ith dish ashing detergent or mild soap a 
ter. Use a sponge in spreading the soap ater. Do not rub because
dirt scratches the acrylic sheet.
3. Grease and oil spots can be removed ith kerosene and a soft cloth.
4. Never clean ith a dry cloth.
Note: Never use gasoline, benzine, alcohol, acetone, carbon tetrachlori 
de, lacquer thinner of glass cleaner to clean the plexiglass.
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In hot sunshine it is recommended that the sailplane is protected ith a
light coloured covering.
Prior to hangaring, ater drain holes, sho n in Figure 6, should be
inspected for free outlets and cleaned if necessary.
When storing the sailplane in a trailer it is important to see that there
is no ater laying in the trailer. Felt on fuselage and ing holders should
be dry.
There must be ventilation holes in the trailer.
When storing the sailplane for longer periods, it is good to use silica-
gel in the trailer and tape the trailer airtight to keep the air dry. It should
also be checked that there is no ater in the ing. The ater bags
should be drained carefully and the sealings should be removed from
the ing rib to get the air to circulate.
All bare metal parts should be protected ith grease.
4.2 Powerplant maintenance
4.2.1 General
The inspection and maintenance of the po erplant and po erplant sys
tem depend on the engine hours. Safe operation can be achieved only
by follo ing the maintenance instructions given in this Manual. Mainte 
nance periods are 25 and 50 hours (see 4.2.2: Po erplant Maintenance
and Inspection Lists).
The spark plugs must be changed t ice during the 25 hours mainte 
nance period. The maximum allo ed spark plug life is 15 hours.
If the engine use is little, at least the 50 hours maintenance must be
done yearly.
Major overhaul period is 300 hours. This overhaul is made by the engi 
ne manufacturer or by a manufacturer authorized orkshop.
In connection ith an engine maintenance at least the monthly check
is recommended to be done to the sailplane. The maintenance must be
done by a person ho at least has sufficient experience of automobile
or t o-stroke engine maintenance ork.
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4.2.2 Inspection guide lines
a) MOVABLE PARTS for lubrication, servicing, security of attachment,
binding, exessive ear, safetying, proper operation, proper adjust 
ment, correct travel, cracked fittings, security of hinges, defective
bearings,
cleanliness, corrosion, deformation, sealing and tension.
b) FLUID LINES AND HOSES for: leaks, cracks, dents, kinks, chafing,
proper radius, security, corrosion, deterioration, obstruction and fo 
reign
matter.
c) METAL PARTS for: security of attachment, cracks, metal distortion,
broken spot elds, corrosion, condition of paint and any other appa 
rent damage.
d) WIRING for: security, chafing, burning, defective insulation, loose
or broken terminals, heat deterioration and corroded terminals.
e) BOLTS IN CRITICAL AREAS for: correct torque in accordance ith
torque values given in 4.2.5, hen installed or hen visual inspection
indicates the need for a torque check.
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