SGS 1-34R User manual

THE 1-34 6 1-HR SAILPLANE
FJ.ilGllT -ERECTION -MAINTENANCE
MANUAL

TABLE OF CONTENTS
SECTION ONE - FLIGHT PROCEDyrtES
General Description
Flight Controls
Retractable Gear Control
Pre-Flight Inspection
Weight and Balance
Aero Towing
Auto
or Winch Towing
Take-off -Spina - Aerobatics -Dive BrakU -Slipping
Landlnc Procedures - Normal and Emergency
Cold Weather Operation
Flight Envelope
Flight Envelope Graph (Fig. Ill)
Performance Curves (Fig. IV)
SECTION TWO -ERECTION &r ¥AP!TENANQ!f
Final AHembly Hardware List
Unloading from Trailer
Sailplane AHembly
Generate~ Instructions
Fabric Covering, Finish
Lubrication Chart -Fig. I
Lubrication
Chart -Fig. ll
Lubrication Chart -Fig. m
Rigging
Wheel and Brake
Annual or 100 Hour lnapectlon
Annual or 100 Hour Inspection Record
Sailplane Tie Down
Form F-116
1-70
Rev. 4-72
1-1
1-2
1-4
1-4
1-5
1-6
1-6
1-7
1-8
1-9
1-11
1-12
1-13
2-1
2-2
2-3
2-7
2-7
2-8
2-9
2-10
2-11
2-12
2-13
2-15
2-16

GENERAL DESCRIPTION
MODEL
SGS 1-34
The SGS 1-34 ls a single place, high performance, all-metal sailplane of
monocoque construction, built by Schweizer Aircraft Corp., Elmira, N. Y.
It was designed and built to meet the need and demand for a US Standard
Class Sailplane. Its many safety features plus the excellent flying and handling
characteristics serve to make It an Ideal sailplane for the average soaring pilot;
as well as for one with competition In mind.
Pilot fatigue, after long duration flights, has been virtually eliminated be-
cause of the semi-reclining adjustable seat, adjustable rudder pedals and
adjustable headrest.
The rate of roll and controllability, while thermalling, is very good. The
visibllity out of the cockpit ln all directions ls excellent. The cockpit is roomy,
with all the controls and instruments within easy reach. These features add up
to more pilot comfort and better proficiency.
MODEL SGS 1-34R
The
SGS 1-34R.fllght and handling characteristics, from lift-off to touch-
down,are identical with those of the 1-34.
The 1-34R Incorporates a manually-operated retractable main gear with
doors. The retractable gear offers three advantages over the coaventional gear.
One, obviously that of resulting in a more aeroqynamlcally clean aircraft.
Second, the weight of the retraction mechanism is beneficial from a penetration
standpoint. Furthermore, additional ground clearance is provided by the ex-
tended gear for those operating from uneven fields. The overall dimensions re-
main the same except for the ground height, which is slightly Increased on the
1-34R. In this connection, the gear for the 1.,.34 has a one inch up and down
ground adjustment through the use of alternate axle holes in the gear plates and
brake torque arm.
overall Dimensions
Length
Span (15 meters)
Height
Wing
Area
25 ft. 5 In.
49 ft. 2 In.
7 ft. 6 In.
151 sq.ft.
1-1
Other Characteristics
1-34
Aspect Ratio
Empty Weight
Useful Load
Max.
Gross Weight
16
570 lbs.
270 lbs.
840 lbs.
1-34R
16
595 lbs.
245 lbs.
840 lbs.

Caiculatt!d I)D
Min. Sink
Placard (red line) Speed:
dive brakes closed
dive brakes open
Stall Speed
Opening the Canopy:
PERFORMANCE DATA
SGS 1-34
33 at 55 mph
2.4 fps@ 49 mph
800# GW 840# GW
135 mph 132 mph
142 mph 132 mph
36 -38 mph
SGS 1-34R
34 at 55. 5 mph
2.2 fps@ 46 mph
800# GW 840# GW
135 mph 132 mph
142 mph 132 mph
36 -38 mph
Access to the cockpit ls gained normally from the left hand side of the ship.
The small window panel in the lower section of the canopy is pushed slightly
inward, then aft. Reach across the cockpit to the ring on the latch handle, rotate
the latch by pulling the handle ring inboard and aft. The canopy is unlatched when
the handle is at right angles to the longeron. To latch the canopy after tie-down,
reverse the above procedure.
FLIGHT CONTROLS:
1. Control Stick:
The single bent control stick ls conventional for aileron and elevator
control.
2 a. Rudder Pedals:
Rudder pedals are conventional with a five position adjustment. Ease
of adjustment is provided for by a levered lock-pin arrangement and
a
spring assisted pedal retraction.
b. Rudder Pedal Adjustment·Lever:
Located between the bottom of the rudder pedals. To adjust, depress
lever with either heel and relax pressure on rudder pedals. The
spring will retr.ict the pedals to the full aft position. Push pedals for-
ward to desired position and allow lever to lock in place by removing heel.
3. Trim Control (longitudinal):
The
cockpit control is a lever with a knurled lock-knob located on the
right hand side of the cockpit. The lock-knob must be turned counter-
clockwise to unlock and clockwise to lock.
On the first few aircraft, the cockpit control is a T-handle located
under the lower left side of the instrument panel. To unlock, turn
T-handle counterclock-wise. Pull to the desired trim position and
lock by
turning the handle firmly clockwise.
1-2

The trim system is of the bungee type which applies tension to the
elevator cable to reduce the control stick back-pressure required
while flying at slower airspeeds. Forward position for nose-down
trim and aft positions for increasing amounts of nose-up trim, for
either type of control.
4. Tow Release Control:
The release control is a knob located below center of the instrument
panel. Pull the knob fully aft to actuate the tow hook release.
5. Dive Brake Control:
The dive brakes are actuated by a lever located at the forward left
hand side of the cockpit. Lever is pulled slightly inboard to unlock
and aft to the desired degree of dive brake application. To close and
lock dive
brakes, push the lever forward until it snaps into the locked
position. Forces required to open and close the dive brakes are
light at low speeds, but will require more force to close as speed is
increased.
6. Main Wheel Brake:
The main wheel brake is a hydraulically actuated disc type and is
applied by unlocking the dive
brake lever and pulling to the full aft
position. The wheel brake is actuated during the final few inches of
the dive brake control lever travel. Extra pull force is needed to
achieve wheel-braking action.
7. Instrumentation:
An airspeed indicator, sensitive altimeter and magnetic compass
are required. Additional instruments, up to a full panel, are op-
tional at the owner's discretion.
8. Static Line Drain:
Provision for draining of any accumulation of water from the airspeed
static line is made by a spring-loaded valve located at the lower left
hand side of center console. To open the drain valve, push forward on
the handle pins and turn counter-clockwise approximately 1/ 4 turn. To
close valve, turn handle pins 1/4 turn clockwise and release.
Factory flight tests have shown that with this valve open in flight, air-
speed readings are reduced slightly. Flight with this valve inadver-
tently in the open position is therefore not particularly hazardous, and,
in an emergency, may be used as an alternate source of static pressure.
1-3

9. Canopy Latch:
Located on
right side center bottom canopy frame. Push down and for-
ward to secure canopy. Reverse to unlatch -the handle ls at right angle
to the longeron ln the unlatched posltlon.
10. Cockpit Ventilation:
Located
at top left side or right side of console. Adjust valve as desired.
11. Clear-vision Window Panel:
Located at left or right bottom side of canopy aft of center. To open,
pull
small knob inward and slide panel aft to ventilate and remove con-
densation from Internal canopy surfaces.
12. Headrest Adjustment I.Alver:
Located at center of aft hatch forward bulkhead. To adjust, pull
spring-loaded lever outboard and set headrest to desired position.
Release lever to lock In place. Six positions are provided to comple-
ment the various seat-back positions.
13. Seat-back Adjustment I.Alvera:
Located at top outboard sides of seat back. Depress both spring-loaded
levers Inboard and set seat-back to desired position in the adjustment
racks. Release levers to lock into position.
14. Retractable Gear Control, 1-34R:
The gear retraction/extension control has a sllde-tube and cable arrru:ige-
ment with a knob handle, together with a squeeze-type finger lever latch,
on the right side of the cockpit. For "Gear Down", the control knob is in
the full forward position; for "Gear Up", the control is pulled to its full
aft position. At both "Gear Up" and "Gear Down" positions, the control
is locked by a pln (on the underside of the latch lever) engaging a ho~e ln
the inner slide tube. A "Gear Down" safety pin is provided (attached to
a bead chain)
for insertion through the slide tubes for additional pro-
tection against inadvertent gear retraction during ground-handling or
tle down periods.
PREFLIGHT INSPECTION
CHECK
ALL POINTS AS LISTED
Fuselage and Cockpit:
a. Flight controls for free and normal movement.
b. Rudder pedal adjustment.
c. Seat and headrest adjustments.
d. Release hook and linkage.
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e. Instruments, lines, pltot-static openings, static line drain.
f. Canopy -hinges and latch, head clearance.
g. Safety belt and shoulder harness.
h. Wing pins - main spar, and aft carry-thru.
i. Aileron control attachment, fuselage to wing.
j. Tire condition and inflation (31 psi).
k. Wheel brake operation.
I. Nose skid attachment and condition.
m. General condition exterior surfaces.
n. Retractable gear safety pin removed - l-34R only.
a. Aileron hinge and pushrod connection.
b. Dive brake and mechanism.
c. General surface condition.
Empennage:
a. Stabllizer attach, forward and aft.
b. Elevator - hinges, pushrod attach.
c. Rudder -hinges and fabric.
d. Remove inspection plate - rudder and elevator control connections.
e. Tail wheel.
f. General condition surfaces and aft fuselage.
WEIGHT AND BALANCE, SGS 1-34
The weight and balance, furnished with each sailplane, should be the con-
cern of each pilot, to familiarize himself with the various weights, and weight
distribution limits shown. The "placard limits" plate attached to the instrument
panel shows only the basic weight limitations as to maximum pilot weight to
reach either (1) maximum gross weight, or forward CG limit, whichever is less;
and (2), the minimum pilot weight to maintain the aft CG limit. However, be-
cause of variables In loading conditions, pilot-weight limits will also vary. For
instance, the maximum pilot weight (for forward CG limit) with the seat back in
the fully
forward position, will sometimes calculate to be less than the weight
necessary to obtain the maximum gross weight. See Weight and Balance Report
for the aircraft. It should be understood that the heavier.pilot will, in most
cases, be tall enough to require that the seat-back be adjusted to a position
other than the fully forward position. In such case, it is quite probable that
the maximum gross weight figure ls applicable, as each succeeding position
(aft) of the seat back adjustment will allow a somewhat greater pilot weight and
stlll remain within the forward limit. In any case, flight at, or near, the forward
1-5

CG llmlt condltlon ls not as crltcal to controllablllty as ls flight at the aft CG
limit condition.
CAUTION: Upon entering the cockpit, the nose section should be pushed down-
ward so that the nose skid rests on the ground. Should the pilot's own weight
fall to keep the nose skid in contact with the ground, the C. G. condltlon must
be rechecked, to assure that the aft C. G. limit is not exceeded, before flight
ls attempted. This indication of the C. G. applies to the fixed gear model only.
WEIGHT AND BALANCE. l-34R
The Datum, MAC and C. G. llmits are identical with those for the SGS 1-34.
The 1-34R maximum Gross Weight ls 840 lbs. This gross weight was also
approved for the model SGS 1-34 and was made retroactive to include ships
Serial No. 1 and Up.
The main wheel on the l-34R, as stated previously, extends farther below
the fuselage than on the
1-34. The axle position is also moved forward ap-
proximately eleven inches. This has no effect on the weight and balance out-
come -only the figures used ln some computations.
AERO TOWING
Use normal aero tow procedures. The actual take-off should not be at-
tempted until an IAS of 40 mph ls reached. Due to the low angle of attack, a
slower attempt of take-off will result in a series of tall bumps which wlll be
severe lf the terrain or runway is not smooth. The recommended aero tow
speed is 55 -60 mph. Towing slower than an IAS of 50 mph is not recom-
mended.
AUTO OR WINCH TOWING
Both the SGS 1-34 and SGS 1-34R have been flight-tested and approved for
auto-winch towing at maximum gross weight. However, with the release nook
so far forward of the CG, this manner of launch ls something less than ideal.
Therefore, not recommended for any pilot without proper instruction or
equivalent experience.
Normal auto or winch tow procedures are used, however, as the tow hook
is so far forward, the sailplane has a porpoising tendency when too much Up-
elevator is used for the climb. Should this occur, reduce back pressu:-e on
the
stick until the porpoising stops. The maximum tow speed of 66 mph must
be observed.
1-6

TAKE-OFF
The take-off characteristics for the 1-34R are different from the 1-34 be-
cause of the more forward location of the main landing gear. For this reason,
a forward pressure on the stick ls required to raise the tail off the ground tCY
attain a level flying attitude for take-off.
Spin entries, rotation and recoveries are all normal throughout the C. G.
range. The following characteristics occur as the C. G. is moved rearward.
1. Entries will be more difficult.
2. Rotation wlll be slower and flatter.
3. Control movements for recoveries more pronounced.
4. Slower recovery, but will not exceed 3/8 - 1/2 turn at aft CG limit.
5. Slower indicated airspeed upon recovery.
6. Less loss of altitude per rotation.
AEROBATICS
The 1-34 is fully aerobatic, but due to the danger of easily exceeding the
maximum placard speed from a poorly executed maneuver, it is highly recom-
mended that pilots without aerobatic experience either not attempt aerobatics,
or get instruction prior to engaging in such flight.
DIVE BRAKES
Dive brakes can be used for rapid loss of altitude at any time, including the
normal landing procedure as described below.
The 1-34's dive brakes are extremely effective and will limit the aircraft's
speed to approximately 142 mph ln a vertical-attitude dive at full gross weight.
They can be opened at any IAS up to 142 mph. To maintain a given IAS the nose
must be lowered as the dive brakes are pulled open. The reverse ls true when
closing them.
SUPPING THE AIRCRAFT
Slips can be executed normally, but with the effectiveness of the dive brakes
lt ls unlikely that slipping should become necessary.
1-7