HPH Glasflugel 304S Manual

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Te ec ch hn ni ic ca al l D De es sc cr ri ip pt ti io on n, , O Op pe er ra at ti in ng g, , M Ma ai in nt te en na an nc ce e a an nd d R Re ep pa ai ir r M Ma an nu ua al l
Document No.: 304S/MM
Date of Issue: 08/14
iv
HPHLtd.
0.1 List of Effective Pages
Section
Page
Date
Section
Page
Date
Section
Page
Date
Cover page
3-18
09/16
7
7-0
08/14
i
08/14
ii
09/16
iii
09/16
4
4-0
08/14
iv
09/21
4-1
09/21
v
09/21
4-2
08/14
1
1-0
08/14
1-1
08/14
1-2
09/16
5
5-0
08/14
1-3
09/21
5-1
08/14
1-4
08/14
5-2
08/14
1-5
08/14
5-3
08/14
1-6
08/14
1-7
08/14
1-8
09/16
1-9
09/16
6
6-0
08/14
1-10
09/16
6-1
08/14
6-2
08/14
2
2-0
08/14
6-3
08/14
2-1
09/21
6-4
08/14
2-2
08/14
6-5
08/14
2-3
08/14
6-6
08/14
6-7
08/14
3
3-0
08/14
6-8
08/14
3-1
08/14
6-9
08/14
3-2
09/21
6-10
08/14
3-3
08/16
6-11
08/14
3-4
08/14
6-12
08/14
3-5
08/14
6-13
08/14
3-6
08/14
6-14
08/14
3-7
08/14
6-15
08/14
3-8
08/14
3-9
08/14
7
7-0
09/21
3-10
08/14
7-1
09/21
3-11
08/14
7-2
09/21
3-12
08/14
7-3
09/21
3-13
08/14
3-14
08/14
3-15
08/14
3-16
08/14
3-17
08/14
Rev.3
09/
21

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Te ec ch hn ni ic ca al l D De es sc cr ri ip pt ti io on n, , O Op pe er ra at ti in ng g, , M Ma ai in nt te en na an nc ce e a an nd d R Re ep pa ai ir r M Ma an nu ua al l
Document No.: 304S/MM
Date of Issue: 08/14
v
HPHLtd.
0.2 Record of revisions
Any revision of this Manual must be recorded in the following table and in case
of approved Sections endorsed by the responsible airworthiness authority.
The new or amended text in the revised page will be indicated by a black
vertical line in the left hand margin, and the Revision No. and the date will be
shown on the bottom left hand of the page.
Rev.
No.:
Affected
Section
Affected
Page
Date of
Issue
Approval
Date of
approval
Date
Inserted
Signature
1
3
3-3
08/16
2
1,3
1-2,1-8,1-9,
1-10,3-18
09/16
3
1, 2,
3, 7
1-3, 2-1,
3-
2, 4-1
;
7-
1 to 7
-3
09/21
Rev.3
09/
21

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Te ec ch hn ni ic ca al l D De es sc cr ri ip pt ti io on n, , O Op pe er ra at ti in ng g, , M Ma ai in nt te en na an nc ce e a an nd d R Re ep pa ai ir r M Ma an nu ua al l
Document No.: 304S/MM
Date of Issue: 08/14
1-3
HPHLtd.
1.3 Sailplane systems
1.3.1 Control systems in the fuselage
Elevator, ailerons, and air brakes control systems in the fuselage
FIG.1
Rev. 3
09/21

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Document No.: 304S/MM
Date of Issue: 08/14
2-1
HPHLtd.
2.1.1 Hangaring, Parking, and Ground Handling
The sailplane should only be stored or parked in well ventilated areas. Closed
trailers should be equipped with sufficiently large ventilation. Always store with
empty water tanks.
Parking in the open is not recommended. Suitable tie-down kits may be used to
anchor the sailplane. Rain covers should be regarded as essential.
Maintenance program focused on rust prevention should be applied if stored in
adverse environmental conditions.
Take note to store the sailplane without stresses. This is particularly important
at higher temperatures.
Because of their slim shape, it is particularly important to store the wings
correctly. They should be stored with the L.E. pointing downwards and
supported under the wing root spar at approx. 2.4 m (7.9 ft) from the wingtip, in
a profile true wing sling.
Fuselage is correctly stored in a wide fuselage molding in front of the C.G.
release, and supported by the tail wheel.
The Tailplane is stored in two profile true slings, separated 1.5-2m (5 -6.6 ft.),
and with the L.E. pointing downward.
Under no circumstances attach the tailplane into the trailer by using the
tailplane main attachment fittings.
Sailplanes which stay rigged for the whole year or longer periods, should be
attended to, so that rigging elements on the fuselage, wing and tailplane do not
corrode.
Dust covers should be used and are highly recommended.
The sailplane should not be parked in the open with the canopy in the open
position, as this may act as a concave mirror, and depending on direction of
sun-radiation, constitutes a fire hazard.
A tail dolly should always be used for ground-handling this sailplane, to prevent
unnecessary vibration of the tailplane, and stresses and wear to its attachment
fittings.
When ground-handling, do not push at wingtips, but rather close to the
fuselage.
Rev. 3
09/21

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Te ec ch hn ni ic ca al l D De es sc cr ri ip pt ti io on n, , O Op pe er ra at ti in ng g, , M Ma ai in nt te en na an nc ce e a an nd d R Re ep pa ai ir r M Ma an nu ua al l
Document No.: 304S/MM
Date of Issue: 08/14
3-2
HPHLtd.
3.2 Regular Maintenance
Within the framework of the yearly inspection, the following maintenance should
be carried out:
The controls are accessible as follows:
1) Flaperon control system within the wing is accessible through pushrod
openings in the root rib and through the flaperon drive opening when the
ailerons drive caps are dismantled.
2) Air brake control system within the wing is accessible through the root rib
and through the airbrakes slot when the airbrakes are opened.
3) Control systems in the fuselage are accessible after removal of the wheel
box cover behind the back-rest, the removal of the four inspection covers in
the wheel box, the upper wheel box cover, and after removing the seat tray.
4) Elevator drive after removal of the tailplane. If required for the inspection of
the bellcrank at the base of the fin, an opening of diameter 12mm may be
cut into the skin of the tail wheel fender at position 105 mm from the front
edge of the fender and sealed (adhesive tape) after inspection. Elevator
pushrod is accessible after removal of the rubber bellow at upper vertical tail
rib.
5) Rudder drive after removal of the rudder.
After cleaning the whole aircraft, proceed as follows:
Check CFRP outside surface condition for holes, tears, cracks, paint cracks,
indents, and delamination. If the outer layers of the sandwich are damaged, the
inner layers should also be checked. Seek the help of an experienced person.
Check all metal parts for corrosion, and if necessary, clean up and preserve
again (steel fittings, pushrods and levers should be primed with Zincromite and
conserved with Nitro-lacquer). To prevent results of adverse environmental
conditions cavity wax common in trade may be used for steel pushrods.
If control runs with excessive friction, the bearings and joints should be cleaned
and lubricated. Lubricate all accessible control circuits (bearings with a sealed
grease filling do not require any service).
Sailplane may be lubricated with acid-free grease and oil customary in trade.
The permissible friction in the elevator controls can be checked in flight.
From a trimmed speed of 65kts,(75mph, 120km/h), and when the control stick is
gently released, the sailplane should return to ± 8 kts,(± 9 mph, ± 15km/h) of the
original trimmed speed.
Bearings and joints with excessive radial play should be replaced. The
automatic "link-up" connection for ailerons and airbrakes between wing and
fuselage can be adjusted free of play on the adjusting bolts of the four socket
fittings on the fuselage.
The play in the controls and airbrake drive should be checked according to 3.4 .
The play in the wing and tailplane should be checked according to 3.5.
All fittings, which are attached to CFRP, should be checked for firm attachment.
Check the condition of the CFRP near the fittings for cracks and white areas of
delamination.
Rev. 3
09/21

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Document No.: 304S/MM
Date of Issue: 08/14 This page is EASA approved
4-1
HPHLtd.
4.1 General
Initial test results of service strength of wing spars proved, that service life of
304S sailplanes manufactured from glass and carbon fiber composite materials
may be extended to 6000 flight hours, if the multistage inspection program for
proof of airworthiness will be carried out for each sailplane (except of obligatory
annual inspections). This initial value could be changed according to results of
the ongoing fatigue test.
4.2 Service Time
If the sailplane reaches the service life of 3000 hours, then the additional
inspection must be carried out according inspection program stated by the
manufacturer (see the points 4.3 and 4.4).
In the case of positive test result, respectively after repair of observed
insufficiencies, then the service time of the (powered) sailplane could be
increased by 1000 hours to a total of 4000 flight hours (1. step).
The additional inspection must be repeated, if the sailplane reaches 4000 flight
hours. In the case of positive test result, respectively after repair of observed
insufficiencies, then the service life could be increased by 1000 hours to a total
of 5000 flight hours (2. step) .
When the (powered) sailplane reach of 5000 flight hours the additional test
inspection must be carried out. If the inspection result is steady positive,
respectively after repair of observed insufficiencies, then the service life could
be increased for total of 6000 flight hours (3. step).
For eventually service over 6000 flight hours the additional specifications will be
stated by the manufacturer.
The additional inspections have no influence for the obligatory periodical
inspections specified in sec. 3.1 and 3.2, which should be carried out in proper
periods.
4.3 Inspection
Inspections may only be carried out by the manufacturer or by the facility
approved for this type of repair works.
4.4 Inspection program
The relevant and current inspection program may be obtained from the: HPH
Ltd. , Čáslavská 234 , Kutná Hora 284 01 , CZECH REPUBLIC .
The results of the inspections are to be recorded in an inspection report,
wherein comments are required for each inspection step.
If the inspections are carried out by a certified repair station, a copy of the
records must be sent to the manufacturer for evaluation.
Rev. 3
09/21

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Document No.: 304S/MM Rev3
Date of Issue: 09/21
7-0
HPHLtd.
7
7. . I IN NS SE ER RT TE ED D S SU UP PP PL LE EM ME EN NT TS S

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Te ec ch hn ni ic ca al l D De es sc cr ri ip pt ti io on n, , O Op pe er ra at ti in ng g, , M Ma ai in nt te en na an nc ce e a an nd d R Re ep pa ai ir r M Ma an nu ua al l
Document No.: 304S/MM Rev3
Date of Issue: 09/21
7-1
HPHLtd.
7.1 List of inserted supplements
Date of
insertion
Doc.No.
Title of inserted supplement
09.09.2021
304S/MM
SUP1
Issued 09/21
MAINTENANCE MANUAL SUPPLEMENT FOR
Glasflügel 304S
–replacement/reinstallation of
elevator pushrod

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Document No.: 304S/MM Rev3
Date of Issue: 09/21
7-2
HPHLtd.
7.1 List of Effective Pages
Section
Page
Date
Section
Page
Date
Section
Page
Date
7
7-0
09/21
7-1
09/21
7-2
09/21
7-3
09/21

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Document No.: 304S/MM Rev3
Date of Issue: 09/21
7-3
HPHLtd.
7.2 Replacement / reinstallation of elevator pushrod
This procedure covers the replacement or reinstallation of elevator control rod in the vertical
stabilizer for 304S gliders and derived models and is valid for all s/n.
step
no
action
1
Remove horizontal stabilizer and tailwheel. The hole for tailwheel axle has to be free
of obstructions.
2
Disjoint the driving rod top end bearing from the fork driving elevator. Remove the
sealing sleeve.
3
In both left and right shell of the vertical stabilizer, drill a
Æ
6mm hole in the position
marked „D“ on the fig. below.
To do so assemble a jig using 30×30 profiles and mark dimensions and positions on it.
The rear part of the jig should rest on a Æ12 rod
inserted in the tailwheel axle hole.
The front part sits on the top of the fuselage tail boom.
Look through the hole to verify the position and orientation of the bolt securing the rod
bottom end bearing in the fork. Adjust the control rod position if
needed by pulling it at
upper end.
Make holes wider so that the bolt can be unscrewed by an appropriate wrench.
Socket sizes –9mm hex head for the bolt, 10mm hex head for the nut.
4
Insert wrenches through holes, unscrew and remove the bolt and nut securing the
bottom rod joint. Remove the rod carefully by pulling it upwards.
5 Check the rod or replace it if necessary.
6 Install the rod in reversed order.
7 Seal the holes drilled in the vertical stabilizer shells by white self-adhesive foil.
Sup 1