SGS 1-26 User manual

1-26 Sailplane Manual
The SGS 1-26
The SGS 1-26 is a single-place all metal, fabric covered intermediate type sailplane by Schweizer
Aircraft orp. at Elmira, New York. Overall dimensions are:
LENGTH - 21’ 3"
SPAN - 40’
HEIGHT - 7’ 2.5"
FLIGHT CONTROLS
1. TOW RELEASE
Located at center bottom of instrument panel. A pull of approximately 1 inch is required to
release the tow rope.
2. SPOILER Brake is a "T" handle located at bottom left of instrument panel. This control is
spring loaded, therefore it is necessary to hold on the amount of spoiler necessary.
3. ONTROL STI K A conventional stick mounted on a single torque tube for elevator and
elevator control.
4. RUDDER PEDALS Are conventional type and are not adjustable.
5. TRIM LEVER Is a small "T" handle located under the bottom right side of the instrument
panel. This is a bungee type or spring loaded mechanism, attached to the elevator system. It is
an any position control used only for nose heaviness. Turn left (ccw) to unlock and right (cw) to
lock into position.
6. INSTRUMENTS ASI is required. Additional instruments are optional, up to full panel, as
desired.
PRE – FLIGHT
1. WING heck spoiler hinges and connections. heck aileron hinge points and push rods. heck
fabric.
2. TAIL ASSEMBLY heck all hinge points. heck pushrod attachment to elevator horn. heck
stabilizer attachment to fuselage. heck rudder cable attachment to rudder horn. heck tail
wheel assembly. heck fabric.
3. FUSELAGE heck all controls for free movement including release. heck instruments. heck
canopy attach points. heck safety belt and shoulder harness. heck fabric. heck wheel, tire,
and brake. heck static and pitot tubes for water or foreign objects. heck wing and control
attachments.
4. HE K TOW ROPE
AERO TOWING 1-26
1. The aileron and elevator controls are quite sensitive and caution is needed to keep from over
controlling. The control feel on the stick is much lighter than on most sailplanes, therefore, after
once getting used to sensitivity and light touch, you will find that towing is easier than ever.
2. Towing procedure is normal.
3. Recommended towing speed is (50 – 60 MPH)

WINCH OR AUTO TOWS
PRE – AUTIONS
1. Be sure equipment is suitable for purpose.
2. Person driving car or operating winch should be experienced with equipment and know
towing characteristics of a 1-26.
3.NEVER attach rope or wire to empty sailplane.
Winch or auto tows may be executed in the usual manner with either the forward or G release,
although, a higher altitude is reached with the G release. There is no tendency to oscillate with either
release. Maximum auto or winch towing speed is ( 60 MPH ).
AUTION:
1. Do not climb at full back stick position until a safe altitude for stall recovery is reached.
2. Level out before releasing.
3. Be sure airspeed is indicating less than placard speed for winch or auto tow.
FREE FLIGHT
FLYING SPEEDS
Best Gliding Speed (L/D) (45 MPH) 23:1
Speed at Lowest Sink (38 MPH) 2.6 FPS
PLA ARD SPEEDS
Dive ………………………. 104 MPH
Aero Tow ………………… 95 MPH
Spoiler Open …………….. 104 MPH
Auto or Winch Tow …….. 60 MPH
USEFUL LOADS
Placard weights on instrument panel should be complied with.
EXAMPLE:
Minimum Pilot Weight ……… 135 pounds
Maximum Pilot Weight ……… 220 pounds
Note:
Seat ballast should be used if necessary.
AEROBATICS
The 1-26 is fully aerobatic but extreme care should be used to not exceed the placard speed when
entering or recovering from any maneuver.
STALLS
Straight ahead. The 1-26 generally falls straight through without tendency to fall off on a wing.
In a turn. The 1-26 always falls in the direction of the turn with no tendency to go over the top.
A pronounced buffeting will occur before the stall.

STALL RECOVERY
Increase flying speed by easing stick forward until nose falls through horizon and then resume desired
speed. Directional control maintained with rudder.
SPINS
May be entered by use of full back stick and full rudder. It is nose down with no danger of flat spin if
placard weight is complied with. The further forward the G, the more nosedown the spin will be. This
will result in a higher air speed while spinning and during recovery.
SPIN RECOVERY
Normal
NOTE 1
Do not use excess forward stick. The 1-26 accelerates very rapidly and could exceed placard speed.
NOTE 2
It is highly recommended that pilots without aerobatic experience, refrain from any type of inverted
flight or difficult maneuvers without adequate dual in same.
SPIRALLING IN THERMALS
In order to remain aloft or gain altitude, it is necessary to spiral. The average thermal diameter is quite
small, therefore, a fairly steep bank is required. Although this is a general practice, it is not necessary in
areas where large diameter thermals are found. The best flying speed in any thermal, at any degree of
bank, is one or two miles per hour above the buffet before the stall.
EXAMPLE:
Stalling Speed Level Flight – (28 MPH )
Stall Speeds 20* BANK
– 28.9
30* BANK
– 30.1
45* BANK
– 33.4
60* BANK
– 39.6
Buffeting
Speeds
Up to 35
MPH
Up to 37
MPH
Up to 39
MPH
Up to 43
MPH
Spiralling
Speeds
36 – 37
MPH
38 – 39MPH 40 – 41
MPH
44 – 45
MPH
Keep in mind that the steeper the spiral is, the higher the minimum sink and stalling speed will be. It is
very often necessary to sacrifice slow speed and low sink to remain within the limits of the thermal.
This is specifically true in strong, small diameter thermals.
SLIPPING
The 1-26 can be slipped both forward and while turning. Both procedures are normal. Best slipping
speed is (45 – 50 MPH ).

LANDING
PATTERN
It is general procedure to fly a rectangular traffic pattern. Downwind and base legs and approach. Extra
air speed is also used depending on wind velocity and gust conditions. It is good practice to add ( 1
MPH ) of airspeed for each MPH of wind.
SPOILER
Approach should always be made high with generous use of spoilers. Spoilers increase sink which in
turn makes a steeper and more controllable glide path. They can also be used to lose altitude rapidly at
any time during a flight or during tow to take up slack rope or to lower sailplane from a too high
position.
TOUCHDOWN WITH SPOILERS
The glide path with spoilers on is quite steep, therefore, it is necessary to flareout 2-5 feet above the
ground at (42 – 45 MPH ). Spoilers should also be closed to 1/3 to ½ open. If spoilers are not partially
closed, it results in a tail first landing. Full spoilers can be used on touchdown if landing speed is
increased to (50 MPH).
CAUTION:
Do not flare out too high and drop or stall in.
TOUCHDOWN WITHOUT SPOILERS
Is executed by letting sailplane land itself at (42 – 45 MPH). If it is done at a slower speed, it will result
in a tail first landing. Use extra care not to ease stick back after touchdown. This will increase angle of
attack and the sailplane will become airborne again.
TAXIING AFTER TOUCHDOWN
Even though the sailplane is on the ground, it is very important to fly it to a complete stop. The wheel
brake may be used if a quick stop is desired or needed. There is no danger of nosing over.
GETTING OUT OF THE 1-26
When on the ground, the tail is down when empty and nose down with pilot aboard. When pilot gets
out, he should keep his weight on side of cockpit until he is in position to lower tail gently.
GENERAL FLIGHT PROCEDURE IN HIGH WIND
1. Be extra careful during ground handling operation. Keep tail high when going to and from tie
down area.
2. Keep well upwind of takeoff and landing area.
3. When flying against wind, it is good practice to add the wind velocity to speed at best L/D.
EXAMPLE
Speed At Best L/D - - - - - - - 45 MPH
Wind Velocity - - - - - - - - - - 10 MPH
Desired Speed - - - - - - - - - - 60 MPH This speed will give a better L/D than a slower one.

4. Land into the wind whenever possible. rosswind landing – crab into the wind just enough to
maintain desired path over ground and at the last moment straighten ship in line of flight and
touchdown. Be careful while ship is rolling. Downwind landing – land with brake full on and
maintain control as long as possible.
TIE DOWNS
Special tie down rings are used to secure the 1-26. One is used at 3/16" holes at each wing tip and tail
wheel bracket. Be sure rope used to secure ship is adequate and in good condition.
USE OF TAPE (Masking or Electrical). The 1-26 will fly more quietly and the buffet will be reduced
by several MPH if the wing-root-fuselage junction and back canopy hatch are sealed with tape.
1-26 FLIGHT ENVELOPE
In any aircraft, it is important to know the operating limits and only sensible to keep load factors at a
minimum. The 1-26 has a limit load factor of 5.54 which should not be exceeded in operation. A safety
factor of 1.5 is required which gives an ultimate load factor of 8.3. The 1.5 safety factor is for
inadvertent conditions and material variations. (A normal airplane has a limit load factor of 3.8 and an
ultimate of 5.7). Due to the light wing loading, the glider can develop a high load factor if speed
limitations are not observed.
In the 1-26, at speeds over (65 MPH), maneuver with caution. The maximum load factor to be obtained
in flight is 5.4g. This could occur in abrupt maneuver at (70 MPH).
Refer to Flight Envelope Diagram. The area which is not shaded has no maneuvering limits. The
yellow hatched area requires caution in maneuvers, and the area marked "NO" should never be
intentionally entered. In normal operation, the principle cases of of high G loads are tight spirals in
thermals which would not normally exceed 2 or 2.5g. Winch or Auto Towing can produce high loads,
but if the Auto-Winch placard speed is observed, this will be within safe limits. The best climb is
obtained at speeds well below placard limits.

The glider is designed for 25ft/sec (1,500 ft/min) gust at design VD (116 MPH). The placard is 10
percent less, or (104 MPH) and should not be exceeded intentionally. This design speed could produce
a gust load factor of 5.4. In extreme turbulence, such as in some clouds, and wave roll clouds, the gust
values are much higher. In such cases speed should be held to (10 to 15 MPH) miles/hour, above stall
to minimize the affect of violent gusts.
Aerobatics should be done with extreme caution since it is very easy to greatly exceed the placard
speeds in improperly executed maneuvers. They should not be done without previous instruction in two
place aircraft.
Negative limits are similar. See Flight Envelope.