ICA IS-28B2 Lark User manual

H.I.C.H. G.A.B.
INTREPRINDEREA de CONSTRUCT II AERONAUTICE
2200 BRA S 0 v
Casuta Postalia No. 118
ROM A N I A
FLIGHT AND MAINTENANCE MANUAL
IS 28 B2 GLIDER
This manual is applicable for gliders
with serial numbers beginning with 141
and for gliders with serial numbers up
to 140, to which the Modification Kit
No. I,was applied.
Seri~l '10. 117
ROMAINIAN VERSION
APPROVED BY DSA.
WITH NO. 1292.2/23.06.1978
3rd Issue - April 1978

FLIGHT AND MAINTENANCE MANUAL 15-2882
INPORTANT NOTICE
This manual includes instructions on using the 15-2882 glider, on periodic
inspections and maintenance. Information is structured into six chapters
as follows:
Chapter 1 - General
Ghapter 2 - limitations
Chapter 3 - Emergency Procedures
Chapter 4 - Normal Fl ight Procedures
Chapter 5 - Performances
Chapter 6 - Maintenance
Each chapter contains its own detailed table of contents
For ready identification, each page has t\t1O numbers. Thefirst designates
the chapter and the second denotes the page within the chapter.
The pilot nust kn~~ the contents of this manual. Additionally, the
manual must ',~ kept permanently within reach of the pilot during all
flight operations.
REVISING THE MANUAL
Revisions to this manual will be issued by the 0lider 82nufacturer whenever
necessary. Such revisions should, when received, be incorporated in the
manual as directed and the details recorded on the appropriate Revision Record
Card. The new or amended content of revised pages will be indicated by
black vertical lines in the left hand margin, adjacent to the relevent text.
The manual integrity can be checked by means of the mentioned record cards.
Page 61

\
FLIGHT AND MAINTENANCE MANUAL 15-2882
CHAPTER 1.
G ENE R A L
CONTENTS
1.1 Dimensions and Areas
1.1.1. General Dimens ions
1.1.2. Wing
1.1.3. Tails
1.1.4. Landing Gear
1.2 Cockpit Description
1.3 Abbreviations and Definitions
Drawings:
PAGE
Fig 1-1
Fig 1-2 Glider Drawing, 3views
Control Locations in the Front Seat
-==
The 15-2882 is a tandem two-seat gl ider, completely metallic, with T-elevator
and semi-retractable landing gear. It is provided with flaps and air brakes
(spoi1ers)4
1.1. DI MENS IONS and ARE!\S
~
-----_.----j
l
I
.
r--c-~~=?,J
L__'!zQ()f) . - ---._,
FIg. 1-1 Gil6ER DRAWING - Three views

\
1.1.1. GENERAL DIMENSIONS
Span ••••.••..••••••••••.•••.•.•.••••••••••.•••••••
Max imum Leng th .••.•.•...••••...••.•.•..•.••.••...•
Hax imum He i9 h t .
1.1.2 WING
Airfoil a. To 62% of semispan ..•••••••••••••.•••
b. Outer 38~ semi~pan •••.•.•...•.•••.•••
Area: 18.24m2
Dihedral: 2.5 degrees
AIR BRAKE
II
Type: Huter
location: Upper wing surface
AtlERON
Area: 2.56 m2
1.1.3. TAIL SURFACES
17 m
8.45m
1.87m
Wortmann Fx-61-165
Wortmann F -60-126
x
Horizontal: Stabil izer area:
Elevator area: 1.37 m2
1.36 m2 (incl trim tab)
Vertical:
1.1.4. LANDING GEAR
Fin area: 0.68 m2
Rudder area: 0.81 m2
Main, monowheel, semiretractable landing gear
Damping (shock absorber): Oleopneumatic
Wheel size: 500 x 5 (Press =2.5 atm)
Tailwheel : 200 x 50 (Press =2.5 atm)
Wheel Brake: Main wheel only
L.2. COCKPIT DESCRIPTION
The front cockpit is as shown in Fig 1-2
Both tandem seats are covered, by a plexiglass canopy, hinged on the right.
On the left side of the metal canopy frame (in front of each pilot) is the
close-open handle (red).
On the right side, symetrically opposite, is the canopy jettison handle (red).
On the canopy left side, in front of each pilot, is a sliding (clearview) wind~/.
Control Stick and rudder pedals are standard types. The front rudder pedals
are adjustable (fore &aft) by means of a knurled knob on the floor immediately
forward of the stick (rotation to the right brings pedals closer).
Flap control (black handle) and air brake (spoiler) control coupled to the
main wheel brake control (blue handle) are to the left of each seat.

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/ c ~ ~~~~ . vJ L.• :,. ,_ J -""•.".:,••.. l. .,l~~ ,J •.•..
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/c..:.::.::.....:.;:::.~/ ~ll .;.' ,.t , ,
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\ <::. ,,:) II ~ ././"."'~' -~-.)-' f"'., 1,,>" ': /
--- \....- - - ---.JI l'/ /.,.' '-':-', ", I'''' h
C~ ,;,:;;:...-~, ~/71 //./ ' i: :) /~" ;", ''\ J,(,::" ):' ,,>,:\ / l
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__ {-..' ,/ / /// "'"';" l'~ ,'., " ~ \\\ \ /1
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bro.ke control /1/.1).\/;:7:\,,--, 1.1 '\' ~ J'//"'('::,':-< ./; ..i ',:--:.~~' control, •.
'~I ,\'\';-..,(r '"~I \ .•. I,,;/,,I,< ,., I/'lj ., •... '\ r-;...(' :;
..,.., ''/,;-~._-, ~-'-(~ /'<~~'1 ~" \ '.:d· ;..
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"" I"'!' \j 1\ ~ , \".- = .-.-.:...., \ -'!. ,'" ,,~~~i " ~,\' ~.
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. I II \1'\' I .... \\ ~'\ \\ ~:~ ,,\, ,'\::~ ~
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,....• ~~.".- ...•. __ ..-..:, --

The flap has five settings: 0
---- +1
+2
+3
-1
00 deflection
+50
+100
+150
-50 (upward deflection)
Tri~ tab control is located on the left side, forward of the spoiler control.
Landing Gear Retraction control is on the right of both seats (forward =up).
Tow Release control (yellow T-handle) is located on the left side of the front
instrument panel, and on the left wall of the rear cockpit.
Ventillator control is on the upper central portion fa the front instrument panel.
Ballast Box is located on the floor just forward of the front Stick.
1.3 ABBREVIATIONS AND DEFINITIONS
OSTIV - Organization Scientifique et Technique Internationale du Vol aVoile
FAA - Federal Aviation Administration
IAS - Indicated Air Speed =Airspeed indicator reading with instrument
correction, but without correction of errors
from the speed measuring system.
CAS - Calibrated Air Speed =IAS +correction of static source system errors.
n - Load factor. Total lift referred to the glider weight.
CMA =HAC - Mean aerodynamic chord

CHAPTER 2
LIMITATIONS
Contents: Page
Certification
Speed Limitations
Airspeed Indicator markings
Load factors and limit weights
Maximum Weights
Balance
Permissible Maneuvers
Special Instructions
Placards
2.1.
2.2.
2.3.
2.4.
2.5.
2.6.
2.7.
2.8.
\ 2.9. 2.9.1.
2.9.2.
2.9.3.
2.9.4.
Limitations placard
Aerobatic Maneuvers Speed Placard
Warning placard for maximum luggage weight.
Control Identification Placards
2.9.4.1.
2.9.4.2.
2.9.4.3.
2.9.4.4.
2.9.4.5.
2.9.4.6.
2.9.4.7.
2.9.4.8.
2.9.4.9.
Spoiler and Wheel Brake control
Flap control
Trim Tab control
Landing Gear Retraction control
Canopy Opening and Canopy Jettison
Tow Release control
Front Air Scoop control
Main Wing Junction Lock - direction
Miscellaneous other markings.
2.1. CERTIFICATION
The glider is certified
versions: dual control
solo control
FAA
2.2. SPEED LIMITATIONS
in accordance with OSTIV 1971 regulations, in the following
utility category
aerobatic category (with weight limitations)
additional requirements
Never exceed speed -
V-
124 kts
Max speed at 15 m/s gust strength
-
Vne -
89 kts
-
Max rough air speed
b
Max aerotow speed -
Vt -
75 kts
Max winch-launch speed
-
Vw -
67 kts
Max speed, gear down
-
V-
124 kts
Max speed with 150 flap
-
VIe -
70 lts
Max speed with spoilers extended
-
/0-
124 kts
ab
Max maneuvering speed -
V-
89 kts
a
2.3 AIRSPEED INDICATOR MARKINGS
RED radial line at
YELLOW arc (caution range)
GREEN arc (normal operating range)
WHITE arc (flap operating range)
124 kts
- 89-124 kts
- 38-89 kts
- 35-70 k~s

2.4. LOAD FACTORS AT liMIT WEIGHTS
At all-up weight of 1301 lbs (max Gross) .
At all-up weight of 1146 lbs (max aerobatic weight) ..
2.5. MAXIMUM WEIGHTS
+5.3 g,
+6.5 g, -2.65 9
-4 g
Maximum gross weight (max all-up) (dual) ...
Maximum aerobatic weight (solo) .•..•...
Maximum weight in luggage compartment (without
exceeding max gross)
1301 lbs
1146 lbs
44 Ibs (incl 02 tanks
NOTE: The pilot-in-command is responsible for correct
loading of the glider
2.6. BALANCE (Manufacturer's CG limits)
Forward CG Limit =22% MAC
Aft CG limit =47% MAC
=9.787" from datum
=20.9111 from datum
WARNING Solo flight from front seat ~
In case of light pilots~ to keep the glider within CG limits, useadditional
lead ballast in the tray provided on the front seat floor forward of stick.
Ballast is required for solo flight when the pilot weight (incl parachute)
is less than 183 lbs.
Ballast weight(s) shall be added depending on Pilot weight, (incl.chute)~
as shown in Table 2.1
'Pi16t's weight +
+parachute
TABLE 2. I
Ballast ',wei£ht Ba.llast locat,io.n
21 c •
]"~ 11) 11 ,
..:.:'.J.- ,~, D. !
. J
-~ ~ -- I -,--------~--- ..
- '7" 18~ Ih I' • - ~ . Q~l~' .. I /~-~-,--,.-._;-'-
.J. ',c- .J u• "I- " j ~, u~8 - u." '__ :~.!._.__,,_L _
--",_ ~...-, ~", I-_, ->'_"-' •••. -.-~ ••• ~ __ .~_~~_ ••
75'-;7f3' ", ". 1(1-172 It I8 . 17 ;; '"1 ~,~ ,. /-~i -:V-':'~;:---:-_"\
. -~_~;-, _.J. (f. j ....••. , ;'-.. ---- •••• _/ ;~.~2~~ ~ ..
e-.- J ~_....:. ..•.•. ,_. ~~~
,~ 6~ " ~ ~.'--.,...., .;.,.. ',' /----:-~--.---_.---~.
11: )-1~I1b 14 o· "-,.,.''/ - I' ,/ 1 " ••. ,/ I""., \
ft~~ .L. - <' L ~ ~ ,"- -, ../ 0•...:,::.. ..L u. 1_ L_"~='_/_:-;~~~::;;~:[:.' :'~~__::-_, _
1hI' . /V-(;-;.-;~::-/-~-.~·~-:'\
- '-'•.. - i· _ /_._/.•.._' --::...\.! .~'..=-~'..::::'.. ~:_':.
'_"'" ._ .....••... ••. _ .•.•"",.o.r.- .•..• __ . ~.•....
'5-r; 6r- •
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2.7. PERMITTED MANEUVERS
~ the following aerobatic maneuvers are permitted: Spin
loop
Stal1-turn(wingover)
Ro 11
2.8. SPECIAL INSTRUCTIONS
For winch launch or aerotow, the t~~ing cable (rope) shall contain
a weak-link of 1102 lbs strength (or less).
7

2.9. PLACARDS - The glider is provided with the foll~~ing placards.
2.9.1. LIMITATIONS PLACARD (painted in red)
ll' 'l-'-'-I"'~I"" I'i '/1 1,/t ., lI
1/\/1 jh1LUl'~:)' .. l\m 111<no.lS mon I
. i ,I
,,,)-l{ I2.,--'0 -, -1'? I'J' 0' 7
¥'J IL't I'tJ
,:811G7 891103.
5- .. ~ 1LtO I7:) I871
I I
'\1-127 I Gr-' I78 .
II[-,11T J\ R I
4-.A. I
~ f'IE
'0"
2.9.2. AEROBATIC MANEUVERING SPEED PLACARD (painted in red)
AER08l\TIC8~~~TRYIAIRSP~E_E_D
;, I [I hiJ-.J1ut' cIr ( " f
-" IfJ;)
SPIN I70 I38\ L.3
,.
LOOPING 1-170192j106
TUm! 1170 I 92 1106 I
ST;\LLTURI'1I1SQ! 81 r93-

'fl.
,;\ .(
brake
/1PL-v
i~lbh}c).
+Bctunted
,..-----------,
Gb~ ,,~o ,nn ~:,1
max. vSdJ- L.U il'J •
M/\~IL1Ur/1 6AGH.e,
lO AD 4!~lb
Ret~bc~~~ alr
br~ke
t=" -,.n r"""~; -'< '" 1-""""''; - ~ C>T' • 1 ,,-+C
j;·.'0~ (~_-)_L-'--..Leru ";:~\j._l..no 3. Sc...Lla nG.'-"l) ~.
air
cont 1'01
-----
Retractc:1
j!
I
I
,J
i
,
'\
:~~-'D T'l r+ ~
I...~'-'J, d ••.~on
~~or ','.heel
contcol
':ir-sction
lJc2kc

I/~ ]
\
·[Ir
Extende.:l fl[;p
:::;'et+l' nu + ':'; =C,ett-..l.·,:,'C" +:; =:=:.ett';. ,-,Cf +;; ::: C',pt,t'; -0" 0 ::: ~ettl' ~\:- --;
_ v W,.# .-' -~:..:- - --- "'-40""- -- - ..•...-0 - .•.•...:,..~-
deflection +150 deflection
+10 deflectio.:',
+5(:' r;.eutr21
position
,n '" r ~- ,-, 01 (gr:::>c>Y', cola \'" :-,~)
...... ".,' _ ~ .....""- •.....' -. '-' ,-. J.l •....- -.........•.
1'iT: C'! . ,. - - ~":"..t. ', .••.•" ..l. .: '\-r:-
j;'.0", e, -lli ~r;jG~Ild_'..H - ' Divini; pas i ti 0:-1
r
J
i
f
::ontrc2- (t12ct cclouI'oJ. )
"
'I
..~
Retrected
lan~Jinf" geQr ~xter,dcj
:RCluJIUC gc[\r

2.S.4.5. (r e~1 c010u rej )
DESCHIS
ActUG te in tI-~e
indicated di.rsction
for C~r'on" ~.....n-r'l·Y',r
(.....:.:.}--J v~I...J ••••••~ .:. .1 •• C
i\C tUB t.e ir: t;10
indic~te~ Ji~2C~io~s
-,.,. ("l. r.'t ....--"iT ' C". J.. -+ • ,.- . .,."
~ 0 r ~(;.10i-\) J,-, v v l :)0Jl
Release by pulli~g
Q
•f~ Ire[ule. t].on
t
I
,
J
ij
..
t'
,
')
~!\I'l OCI/:_,;1
~~_ r\LU
_a--~~
LOCK~D
~.-...,. 1
Lock and unloc~:
3C C0 :~.Jin[~ to the
inJicrlte:l lirecticLs.
oj ISstU - Po[;e.2.iO.

2.9.4.9 OTHER MARKINGS
Near the tail wheel .•....••....
On the rudder, 81 cvator a:H: flap .
Leveling points and static pressure sources
a.
b.
c.
d.
e.
Near the landing gear wheel •..•.•.• 2.5 Atm (35 psi)
On the landing gear ol~o-pneumatlc damper .• 60-65 Atm
(840-910 psi)
2.5 Atm 05 ps i)
DO NOT PUSH
are marked.
CHAPTER 3
EMERGENCY P~CEDURF.S
.-----
(J
\3.1. LANDL~~ ~~IIJ1_RETYACTED LANDHiG GE.D..R
When the landing 0ear cannot be extended, the pilot can land safely, because
the unretracted portion of the wheel remains far enough out to provide the
necessary fuselage clearance for roll-out.
Inasmuch as the shock-absorber is nonoperational when in the retracted
position, gear-up landings should be made on smooth ground and as slowly as
possible, consistant with safety. It is recommended:
a. Land with +3 flaps (150 deflection).
b. Approach speed - 46 kts
c. Recovery (round-out) as low as possible
d. Contact speed - approximately 35 kts (spoiler shut)
3.2. SPIN RECOVERY
The glider can commence to spin as a result of pilot errors. In this event,
apply rudder opposite to the direction of rotation and apply slightly forward
stick. When the spin stops, recover from the ensuing dive by gradual
application of rearward stick.
The altitude loss per turn in a spin is approximately 260-295 feet. Speed
at spin recovery is approximately 81-86 knots.
3.3. EMERGENCY EV,l\CUAT I O~l OF GLI f)ER
In the event the glider must be abandoned during flight, the canopy
is jettisoned as follows:
a. Simultaneously push forward the canopy opening handle to the left
of the cockpit, ~nd the canopy jettison handle (painted red)
symmetrically located to the right.
b. Push upward on the forward end of the canopy such that the canopy
can be carried away by the wind. The clip fastening the canopy
lanyard gives way automatically, completing canopy jettison.
c. Unfasten seat belts. Depart the glider as quickly as permitted
by the glider position and gyrations.

1;;1
CHAPTER 4
NORMAL OPERATING PROCEDURES
q.l. PKEFllGHT INSPECTION
After cleaning the glider, inspect at least the following points:
a. Wing attachment fittings.
b. Control -surface clearances
c. Flap and spoiler closure and clearances
d. Condition of skin and riveted joints
e. Horizontal tail attachment and clearance.
f. landing gear and shock absorber condition +pressure in main and tail tubes.
g. Air scoop condition
Check the following in the cockpit (both seats):
a. landing gear retraction control lock
b. Spoiler control lock
c. Flap control operation
d. Trim tab operation
e. Stick movement and associated clearances
f. Rudder pedal operation. Note the possibility of t~e rear rudder pedals
catching on the side(s) of the front seat. NOTCH.
g. Jettison handle lock ••..seal wire.
PREFLIGHT CHECK ~OUTE

~.2.ACCEPTABLE DAMAGES FLIGHT STILL PERMITTED
The glider may still be accepted for flight it it shows the following damages:
a. The landing gear cannot be retracted, but is locked in the "down" position.
b. Small dents in the skin resulting from blows/rocks, etc.
c. Cracks in the canopy, but not exceeding 4"; lack of windows.
d. Breaks in the control surface fabric, not to exceed 211•
In the case of other damages, a specialist shall be consulted prior
to accepting the glider for flight.
4.3. OPERATING PROCEDURES DURING FLIGHT
4.3.1. CHECKLISTS
4.3.1.1. PRIOR TO TAKEOFF (aerot~')
1. Additional ballast, as required by pilot's weight
2. Seat belts and shoulder harness fastened
3. Spoiler control locked
4. Flap control locked at "0" position
5. Trim tab control set
6. Control (stick +rudder) operation normal
7. Instruments checked
8. Altimeter checked and set
9. Canopy closed and locked
10. Tow cable connected and release tested
11. Wings levelled (pattern clear)
4.3.1.2. TAKE-OFF (aerotow)
1. Initial roll .•.•elevator neutral, wings horizontal
2. Take-off speed ••••• 38 knots
4.3.1.3 AFTER TAKE-OF~ (aerotow)
1. Trim tab control set to minimize stick oressure.
2. Landing gear retracted (only after tow release)
3. Optimum aerotow speed =59-62 kts
4. Maximum aerotow speed =75 kts
4.3.1.4. FREE FLIGHT
1.
Optimum glide speed .•.••.••• Dual =54 kts
Solo =51 kts
2. Minimum sink speed (135 ft/min) ••. Dual =46 kts
Solo <= 43 kts
3.
Minimum airspeed (flap =0) ••••..•• 38 kts
4. Minimum airspeed (flap =3 or +150) •••• 35 kts
4.3.1.5.
BEFORE LANDING
1. Landing gear extended and locked
2. Flap control at +3 (15 deg deflection)
3. Optimum approach speed = 54 kts
4. Minimum approach speed =46 kts
5. Trim tab control set as required
6. Final glide slope set by actuating spoilers as required

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4.3.1.6. LANDING
1. Normal landing speed =35-38 kts
2. Wheel brake actuated as required •.
4.3.1.7. WINCH LAUNCH
A. BEFORE TAKE-OFF
1. Additional ballast as required by pilot's weight.
2. Seat belts and shoulder harnesses fastened.
3. Spoiler control locked.
4. Flap control set at #2 (+100)
5. Control (stick +rudder) normal.
6. Trim tab control neutral.
7. Instruments checked.
8. Altimeter checked and set.
9. Canopy closed and locked.
10. Tow cable connected and release checked. Use CG hook,
11. Wings level (pattern clear).
b. TAKE-OFF and CLIMB
1. Initial climb slope at 43 kts.
2. Optimum climb slope at 54 kts.
3. Release: a. Hand actuated
b. Automatic override
Note: Remember to unload (relieve tension on)
the cable by lowering the nose slightly
before releasing.
4.3.2. FLIGHT OPERATION DETAilS
4.3.2.1. BEFORE TAKE-OFF (aerotow)
Install the required ballast in the boxes provided on the
floor forward of the control stick, depending on pilot's
weight. (See Chapter 2, table 2.2)
After fastening and adjusting belts and harnesses, actuate
the control stick and rudder pedals, checking for normal and
smooth operation. Actuate the spoiler control, checking its
smooth operation and, when retracted, that it passes over
the locking detent.
Follow the same procedure for the ~ control, which - after
being checked in all positions - should be locked in the
110" position.
Check trim tab operation. Set in a slightly "down" (forward)
position.
Inspect the instruments and adjust the altimeter. Check the
general condition of the instruments, position of the pointer
and instrument reaction when touching the static source(s).
Close the canopy and verify it is securely latched.
Connect the taN rope to the nose release. Test (by pulling)
security of connection. Point axis of fuselage toward the
taN plane. Raise the wing •...wnen pattern is clear.

4.3.2.2. TAKE-OFF (aerotow)
During the initial take-off roll, keep the wings level
and maintain the glider aimed at the towplane.
Apply forward stick to raise tailwheel from runway, revert
to neutral stick after tail lifts free. After accelerating
to approximately 38 knots, lift the glider from the surface
by application of slight back stick.
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4.3.2.3. AFTER TAKE-OFF (aerotow)
Haintain the correct position behind the towplane. When
the towplane has achieved a constant rate or climb, adjust
the trim tab until the proper (neutral) stick pressure is
achieved. The landing gear may now be retracted.
Note: Gear retraction on semi retractable 91 iders
such as the 15-28 is acceptable. However,
the better practice is to leave the gear
fully extended and locked until arter tow
release .•.• to reduce by one the number of
things to be remembered by an already busy
pilot in the event of a low-altitude tow
emergency (e.g., broken rope).
Optimum aerotow speed is 59 - 62 knots. At this speed, the
controls are easy to handle and their efficiency is very good
If, for whatever reason, the aerotow speed falls belo\~ 54 kts
lower the flap to the +1 setting ( 50 deflection).
Actuate the release handle to its full travel. Continue
to fly in the same direction as the towplane until towrope
detach~ent has been verified.
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4.3.2.4. FREE FLIGHT
The 152882 has good maneuverability, even at low speeds
near the stalling spee~.
The stall warning starts with vibrations at approximately
I knot above the stall speed. No uncontrollaJle tendencies
occur in straight stall. The stall is not dangerous, even
in banked turns, control being regai~ed by sl ightly rel-
easing the stick.
The maximum glide ratio is attained at an airspeed of
51 kts (solo) or 34 kts (dual). 'linimum sink speed is
attained at 43 kts (solo) or 46 kts (dual).
To achieve tighter thermal ling radii, reduce the stall speed
through appl ication of #1 or #2 flap settings (+5 or +10 deg)
In high speed flights, as benJeen thermals, the negative
flap position can be used effectively at speeds above 86 kts.
The glider speed pc12r is shown in Chapter 5 (Fig 5-2)

4.3.2.5. BEFORE LANDING
Before the 1as t turn to fina I (on base), extend
and lock the landing gear. Depress the chrome gear-locking
button to release the detent ••.. pressure on the locking
detent may be eased by pushing the gear operating handle
sl ightly forward. Pull the gear operating handle to the
rear until the detent latching sound is heard in the rear-
most position. Check that locking occurred by moving the
gear handle slightly fore and aft.
A safe landing can be performed even without landing gear
extension ••.•. therefore, DO NOT struggle with forgotten
gear extensions which are suddenly remembered just prior
touchd~~n (the thrashing about may cause an accident).
After having turned onto final approach, extend the flaps
to +3 (150 deflection).
The optimum approach speed with spoilers fully extended
is 54knots. The minimum speed on final approach is 46 knots.
During approach, set the trim tab for neutral stick
pressure at the desired descent slope and speed, adjusting
the glide slope by gradual application of spoilers.
4.3.2.6. LANDING
At a height of approximately 15 feet, perform the round-out.
At appr9ximatly 1.5 - 2 feet AGL, commence to slow the
glider by slight backpressure on the stick. Under these
conditions, the touchd~n speed may lower to approximately
35 knots •...just barely above stall.
Extend the spoiler completely during roll-out. Actuate the
wheel brake as necessary by pulling fully rearward on the
spoiler handle.
4.3.2.7. WINCH LAUNCH
The tow cable, provided with weak link, is connected to the
rear (CG) tow hook .•••which hook is used only for winch
launch, never for aerot~J. Cable handler should check
for correct connection by applying tension to the cable.
Set the trim tab in the neutral or mid position.
Extend the flap to +2 (100 deflection) for rapid lift-off.
When the take-off roll commences, maintain the fuselage
horiz~nta1 (fore &aft) by pushing the stick sl ightly
forward. After take-off (35 - 38 knots), maintain the
glider in the same horizontal attitude until the speed has
increased to 43 - 46 knots, then pull the stick rearward
toward mid position to obtain a stressed climbing slope.
The optimum cl imbing speed is 54 knots.
When an angle of approximately 75° is attained between
the winch cable and the ground, release occurs automatically.
Manually controlled release may be effected during any
portion of the launch by pull ing the release control (yellO\'i'
handle). Remember to llunload" the cable by slight forward
stick movement just prior to pulling the release handle.

,I
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4.4. SPECIAL FLIGHTS
4.4.1. CROSSWIND TAKE-OFF AND LANDING
The glider can take off and land without special piloting problems,
even for crosswind components exceeding 11 knots. The normal piloting
technique recommended is to carry the winm~ard wing low and apply
downwind rudder. The limit up to which crosswind take-off or landing
can be performed, even at speeds exceeding 11 knots, depends heavily
on the pilot's skill and experience.
4.4.2. FLIGHT IN CLOUDS
\ Glider flying in clouds is prohibited in the United States since
a prescribed altitude (by Air Traffic Control) cannot be maintained
in areas which may be co-occupied by power aircraft.
Elswhere, glider flying in clouds is acceptable if it meets the
local national regulations and if the glider is equipped with the
following instruments:
Airspeed Indicator
Turn &Bank Indicator (Gyro)
Altimeter
Compass
Variometer
During cloud flights, avoid areas of icing, hail or excessive cloudiness
If control is lost or if the Air Speed Indicator or the Turn &Bank
are damaged during.cloud flight, the pilot must leave the cloud as soon
as possible. In such a situation, all controls must be brought to the
neutral position, except the stick should be slightly forward and the
spoilers fully extended. Such a maneuver will bring the g1 ider to appr-
oximately straight-ahead descending flight without excessive speed.
4.4.3. AEROBATIC MANEUVERS
For aerobatic flight, check the secure fastening of all items,
especially the cushions and belts in the rear seat if it is not
occupied.
Before performing aerobatics, the pilot must adjust his seat belts.
The glider must be trimmed to 54 knots. Various maneuver entry speeds
are then obtained with the stick. This permits the glider to recover
itself to normal flight if a confused pilot will simply remove his
hands and feet from the controls for a short period.
4.4.3.1. SPIN
Execute a controlled spin as follows:
1. Reduce the speed gradua lly (flap at "Oil) and wi thout
raising the nose above the horizon excessively.
2. At approximately 39 knots, apply full rudder in the
desired direction of spin.

\
3. When rotation and wing stall occurJ apply full back
stick and ap~ly stick in the direction of rotation.
By maintaining the controls in this position (Rudder too)
the glider performs a stabilized spin. The position
(attitude) and speed during rotation depend on balance.
At aft balance, but still within CG limits, the nose is
up and the speed is lower. At forward balance, the glide
will, after 3 - 4turns, accelerate and recover istelf
from the spin.
4. For recover from a spinJ apply rudder opposite to the
direction of rotation and apply sl ightly forward stick.
Rotation stops, the glider performs a normal dive and
pulls out easily. The lag in spin recovery control is
less than 1/2 turn and depends on balance and the
number of performed turns.
The speed during pull-out is approximately 86 - 92 knots.
The glider will not execute a controll€( spin with crossed
controls.
4.4.3.2. LOOP
The optimum speed for executing a loop is 92 knots.
After reaching the entry speed, gradually pull the stick
rearward, avoiding reaching the rear control stop.
4.4.3.3.
In the inverted position, speed is at a minimum. Easing the
stick slowly forward provides for rounding out of the loop
on its upper side. Gradual re-application of rearward stick
completes the loop. The speed at end of recovery depends on
the manner in which the pilot has performed the lower side
of the loop, and will exceed the starting (entry) speed
by 6 - 8 knots.
WINGOVER (Stall-turn)
The recommended entry speed for the wingover is 92 knots.
Start the sideways rotation by gradually applying rudder
in the desired direction of turn at an indicated air speed
of approximately 70 knots.
After reaching the entry speed, gradually apply back stick
until the nose of the glider has attained an upward angle
of approximately 70°. Then, gradually apply rudder as above.
After the wings have rotated approximately 450 into the turn,
apply the stick sideways, opposite to the direction of rot-
ation to prevent inverted flight caused by the additional
lift of the outside wing.
When rotation is nearly complete (180°) and the nose has
dropped ear~,"j2rd, neutral ize all controls. The 91 ider
recovers easily from the resulting dive.
The maximum speed during recovery depends on pilot skill,
but is generally equal to the entry speed.