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.
1-4

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

LANDING PROCEDURES
A. Normal Landing:
Pattern It is standard practice to fly a normal traffic pattern. Allow
extra airspeed as necessary depending on gust and wind conditions.
Approach The approach should be made high with use of dive brakes as
needed. They increase both sink and drag which, in turn,
creates a steeper and more controllable glide path.
Touch
Down Can be made with dive brakes fully open, partially open, or
fully closed. However, the latter is not recommended except
for practice or to stretch out a landing approach. The actual
landing should be made at an IAS of 40 -45 mph. Landing at
a slower speed will result in a tail first landing.
Ground
run
after landing
Wheel
brake
On the l-34R the main wheel is located in a more forward
position. For that reason forward pressure is used during the
landing
roll and stick movement increased as airspeed de-
creases, until elevator control becomes lost and the tail wheel
contacts the ground.
After touch-down, the aircraft should be literally flown to a
stop. Care should be taken to keep the wings level and the
track straight. When taxiing in a cross wind, keep the upwind
wing low
for best possible control.
May be used at any time, and to any extent, for as quick a stop
as desired after touch down. The aircraft can be landed with the
wheel
brake fully on .. This will_!!2! cause the sailplane to nose
over, although an abrupt rotation will occur until the nose skid
makes contact with the ground.
B. Landing,
Dive-Brakes Inoperative - Emergency Procedure:
In the event that the dive brakes should become inoperative, in which case
the wheel brake would probably be also inoperative, the correct landing pro-
cedure is:
1. Enter pattern at lower than normal altitude.
2. Fly pattern at a slow but safe speed (45 -50 mph).
3. Slip as necessary at an indicated 45-50 mph until sailplane is 1/2
wing span from the ground.
4.
Raise low wing as altitude decreases, but hold in full opposite
rudder.
1-8

5. At 2 to 3 feet above ground, wings should be level and opposite
rudder eased off to neutral position (straight and level flight).
6.
From 2 to 3 feet force the sailplane gently but firmiy to a flying
touch-down.
7. Upon touch-down,
immediately but slowly, push the stick full
foiward so that the skid will contact the ground and assist in
braking to a stop.
It'ls rather difficult to land a high performance sailplane using the above pro-
cedure. Therefore, some practice landings of this type would be very beneficial
for a future emergency. However, since an inoperative dive brake is considered
to be a remote possibility, a pilot should not attempt to practice this emergency
procedure until he has become thoroughly familiar with the normal flight and
handling
characteristics of the sailplane.
COLD WEATHER OPERATION OF THE 1-34
Since the 1-34 may be used in wave and winter flying, It Is recommended that
a low-temperature lubricant be used on all pivot points, bearing surfaces, and
other moving parts. To do this, the pins and bolts should be removed and cleaned
of any old grease or oil with a solvent. Apply low-temperature grease, such as
Esso "Beacon #325", or equivalent, which meets low-temperature requirements
of Spec. MIL-G-3278 (See QPL-3278).
DIVE BRAKE FREEZING:
Two types of 1reezing are possible with the dive brake system. The first is
the actual freezing down of the dive brake doors and the second is the high friction
of the dive brake control system due to the low temperature effect on lubricants.
Snow or ice on the top surface of the wing will usually be melted by the sun
which results in a water film in the dive brake door recesses. In flight, as the
air cools with altitude, this water freezes the doors into the recesses so that
they may not be opened. It is recommended that the doors and recesses be
checked and
dried off if flying in freezing weather is expected or intended.
The dive
brake system should be cleaned and re-lubricated with low-temp-
erature grease as previously stated.
ICE, FROOT OR SNOW ON SAILPLANE:
Ice,
frost or snow on a sailplane can be dangerous in that it greatly Increases
stalling speed. All Ice, frost and snow should be removed from the sailplane
prior to flight. This can most easily be done by cleanin11: off the excess and then
letting the sun melt the rest. If heated hangars or blowers are available, they
1-9

can be used. Be sure surfaces are dry before attempting flight. Do not scrape
ice, snow or frost from surfaces as this ls likely to scratch the finish, or
possibly gouge the skin.
CANOPY PROVISIONS:
Be sure that the bolts and nuts holding the plexlglass to the canopy frame are
only snug so that plastic can move as it expands or contracts. It ls recommended
that clear-view panels be installed inside the canopy to provide a dead air space.
Use of the ventilating window may not be practical at ex remely low temperatures.
BATTERIES:
Dry and wet cell batteries lose voltage with low temperature. Insulation
helps to reduce loss of voltage. Some of the newer types batte>:"les have improved
cold weather performance and should be considered.
WHEEL FREEZING:
When
operating through slush or mud, it is possible that the wheel well may
become filled during one or several take-offs and landings. Then during flight,
if temperature drops sufficiently, slush may freeze and lock the wheel. There
is no remedy for this except to avoid the slush and mud. The consequence for
landing with a wheel locked ls not severe - at most, a blown tire could result.
On the SGS 1-34R, the above conditions hold true, but with the additional
possibility of the retraction mechanisms and doors becoming frozen in the "gear
up" position. While this ls undesirable, a nearly normal landing can be made on
the nose skid without necessarily damaging the sailplane. Allowances should be
made to compensate for the absence of the wheel-brake In such an instance.
1-10

1-34 and l-34R FLIGHT ENVELOPE
The graph on the following page (Fig. III) shows the basic Flight Envelope.
The aircraft should be operated wlthln the envelope limits at all times. Note
the different maximum speeds allowable with or without use of the dive brakes.
From points A to C and A to J abrupt maneuvers will not exceed the load factor
Indicated by this line. Above C (83 mph) the maneuver must be limited to avoid
excessive load factors. The gust lines are based on the standard 24 ft/sec. gust.
In case of extreme turbulence, such as found in wave conditions and clouds, gusts
can be much higher and the aircraft should be operated as slowly as practicable,
considering the fact that under turbulent conditions a safe margin above stalling
speed should be maintained.
Keep In mind that while the load factors ln the Flight Envelope carry a 50%
margin of safety, these margins should not be used intenttonallY - they are for
Inadvertent conditions only. This is also generally true for over-speeding. A
20% increase ln speed above the placard limit wlll use up the margin of safety.
A wise pilot will never use greater speed, or pull more G's than the condition
requires.
A word of caution on aerobatics. Sailplane aerobatics is a specialized field
and requires instruction and experience to accomplish safely. As previously
stated in this manual, it is all too easy to exceed flight limits in an improperly
executed maneuver, and for that reason aerobatic flight ls not recommended.
PERFORMANCE CURVES
To aid the serious pilot in becoming familiar with the various I/D vs. air-
speed relationships, a graph of the calculated performance curves, at maximum
gross weight, is provided for his information. See Figure IV.
1-ll

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1-13

SCHWEIZER AmCRAFT CORP.
Elmira, New York 14902
SECTION1WO
ERECTION AND MAINTENANCE INSTRUCTIONS
MODEl.8
SGS 1-34 Ir 1-34R
Form F-116
1-70
Rev. 1-72

SGS 1-34 - FINAL ASSEMBLY HARDWARE LIST
The following lists of assembly hardware are for a convenient reference.
Wings to Fuselage Attach:
Stabilizer to Elevator Attach (Ref.):
(2) 34430B-1 Pin -Main, Wing (2) AN3-ll Bolt (L/R)
(2) 34901B-l Main Safety Pin (2) AN310-3 Nut
(2) AN393-25
Clevis Pin (2) AN960-10 Washer
(6) No. LSP-1, Comm'l. Safety Pin (2) AN3-80-2-2 Cotter Pin
(2) 34237D-1 Pin-Rear Carry-Thru
(Captive in Fuse.)
(2) 34239D-3 Pln -Main Spar (Captive ln Fuse.)
Stabilizer to Fuselage Attach:
(2) 34902A Bolt, Stab. Attach
(2) AN310-5 Nut
(2) AN380-2-2
Cotter Pin
(2) AN960-516 Washer
Aileron to Push Rod Attach (Ref.):
(1) AN3-11 Bolt (I./R)
(1) AN960-10 Washer
(1) AN310-3 Nut
(1)
AN380-2-2 Cotter Pin
Aileron to Wing Attach (Ref.):
(2) 34505B-5 Hinge Pin
(2) 34505B-7 Hinge Pln
(I./R)
(I./R)
NOTE: Items marked "(Ref.)" are not
normally disassembled for routine
handling and trailering.
2-1
Fin to Fuselage Attach (Ref. ):
(1) AN4-7A Bolt (Fwd.)
(5) AN960-416 Washer
(4) AN 4-5A Bolt (Rear)
(4) AN365-428 Nut
Rudder to Fin Attach (Ref.):
(3) AN3-11 Bolt
(3) AN960-10 Washer
(3) AN310-3 Nut
(3)
AN380-2-2 Cotter Pin
Rudder to Horn Attach (Ref.):
(1) AN4-20 Bolt
(1) A~960-~6 Washer
(1) AN310-4 Nut
(1)
AN380-2-2 Cotter Pin
Tail Cone to Fuselage (Ref. ):
(12) AN509-8R-8 Screw

ERECTION PROCEDURES
To facllltate disassembly for trailering and reassembly at the launch site, the
1-34 le so designed that this may be accomplished easily and quickly.
Unloading
from Trailer:
A. Unloading Preparations:
1. Release trailer from towing vehicle.
2. Place tow-bar end on ground and block up the aft end with a saw
horse, jack or other convenient means.
B. Wing Removal:
1. Unfasten wing tlp tle down.
2. Loosen
and remove bolt that fastens the spar butt to the trailer.
3. Place one person at the wing tip, holding the wing by Its leading
and
trailing edges.
4. Place one person at the root end, lifting by the wing leading edge.
5. Both
men lift the wing simultaneously, hlgh enough to clear the trailer.
6. When the wing ls clear of the trailer, carry to its relative position
near the point of assembly and place flat on the ground.
7. Remove the opposite wing with the
same procedure outlined above.
C. Horizontal
Stablllzer:
1. Remove wing-nuts from frame and swing the holding straps down out
of the way.
2. Remove stabilizers from trailer and carry to position.
D. Fuselage Removal:
1. Remove canopy and set aside ln a safe place.
2. Remove the blockln¥ means from under the rear of the trailer,
reverse the tilt of the trailer so that the aft end rests on the ground
and
place the blocking under the forward end.
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3. Remove the bolt attachlng the tall wheel bracket to the trailer.
4. Remove supports from fuselage attach polnts at rear .::arry-thru; at
the same tlme make sure that the fuselage ls supported manually.
5. With one person guldlng the tall wheel, and one on each slde of the
fuselage
at the cockplt, lift fuselage out of the wheel chocks and
carefully back the fuselage off the aft end of the trailer.
SAILPLANE ASSEMBLY
A. Wlng to Fuselage AHembly:
Before attachlng the wlng to the fuselage, check to lnsure that no dlrt ls
cllnglng to the spar butt or between the fuselage carry-thru plates. A soft cloth
may be used to wlpe the surfaces clean. The main wing pln holes, the holes ln
the yoke
fltt111g on each side of the fuselage and the rear carry-thru flttlng should
also be checked for cleanllness: '?it ls recommended that a step-by-step pro-
cedure be followed to avold trouble. A light film of grease applied to the lnslde
surfaces of the right hand yoke fltting, also on the wlng spar ln the area of con-
tact, may be beneficial ln slldlng the wlng lnto position.
1. Support the fuselage ln a normal upright position wlth the canopy and
wlng
fairing removed.
2. Wings should be conveniently located on the ground, or on racks, on
their respective sides of the fuselage .. Assembly hardware should
also be placed near its polnt of use. The dive brake control lever
ln the cockpit must be ln lts forward position and locked in order for
the dive brake slip-fittings to engage automatically.
3. Check to make sure that the four captive (3/8" dia.) L-shaped pins
(2 for the rear carry-thru and one each upper side of the fuselage
at the U-shaped yoke fitting), are completely disengaged by pulllng
the pins forWard against the pin stops.
4. The right hand wing is to be installed first, as it has a wlng align-
ment pln installed on the underside of the spar butt. Have one person
level the fuselage standing on the right hand side of fuselage. Two
men pick up the wing, one at the tip and one at the root. The leadlng
edge of the wing is handed to the man supporting the fuselage and the
man carrying the wlng root moves to support the trailing edge.
5. The spar butt ls raised to clear the fuselage wlng attach yoke fittlng
and wing alignment pin on the lower side of the spar butt. Lower
wing lnto the yoke flttlng and have
tip man push wlng lnboard to
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