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FLIGHT MANUAL G 1O2
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belongs
to ASTIR
TheManual
KYT
Registration
Number .:..::.
WorksNumber Z 0 ? .1 .
bv: BurkhartGrobFlugzeugbau
Manufactured
8939 Mattsies
Mindelheim-Mattsies
Flugplatz
WestGermahy
Owner:
A e r o s po r t Au str a lia ,
Mr.
M . C. Sr n ith,
1 6 L o ya lty Ro a d , No r th .Ro cks
S o u t h Wa le s
i ,olished:June
1s77
Z I5 L New
trX
I | , i\
T7Eti,l,luxo
28,"f0'
T h i s m a n u a ls h o u l da lwa ysb e ke p t o n b o a r d th e g lid e r
*
F L I GH T MA N U A L A S T IR CS
Con t e n t s
p ag e
ip particu
Owner-sh
lars
Listof Contents
Addenda
Limitations
Flying
Placards
Keyto Cockpit
Symbols
Flying
notes
'
WaterBailast
,
Dangerous
provided
Accessories
andCentreof Gravitypositions
Measurements
S/eights
Assembly
Control
Checks
Maintenance
inspectlon
Procedures
for increase
of service
time
i
\
?'.
ji.
t'.
\ .,.
\-/ ,.
3 0 ,9 . B 1
1
2
\)
4
B
I
11
12
1A
t'l
15
16
19
25
,,26
27
29
FLIGHT
MA NUA L
AST i
CS
1. A ddenda
Current
number Page
Reference
Da t e
Addendafor ASTIR CS
=a
+
q
6
1
3,4,5, changed
<2. 3.
-a
/o
-
3,4,5,6 changed
14,16,17
3. 1. 77
6n
25a
ne w p a g e
{r^- //
. o.
zv
new page
26.7.79
3,28
changed
4. 5. 81
2,3,29 changedand new
30. 9. 81
3,26a
Ins p e c t io n
of
t
--
v
.
J
<
.
><\
vJ
A ddendafor A S T T RCS 77 and ASTIR CS Jeans
4,5,7,8, Remarksfor retractable
9,11,12 gear and waterballast
13,'19,26
deletedfor
ASTIRCS Jeans
25a,
new page
r . o. //
25
changed
1. B. 77
.'A
20
new page
26.7.79
K
3,28
changed
4. 5. 81
b
'7
2,3,29 changedan new page
Insp e r : t io n o f t h e
,26a
2 5.03.1 985
(ru 306-26)
30. L 81
2 5 .3 . Bs
S ig n a tu r e
FLIGHT
MA NUA L
-
ASTIR
CS
F l y i n gL i m i t a ti o n s
AirspeedLimits (l.A.S.)
{{ }
Never exceed (vNE)
In roughai r (V e)
M a noeuv eri ng(V n)
On aerotow(V1)
On winchtow (V1y)
Ai rb rak es
Gear extended
km/h
mph
kts
250
250
170
170
120
250
250
155
155
105
105
74
155
155
135
135
92
92
64
135
135
lb s
kp
270
A.S.l.ColourCode
33 - 92 kts - GreenBorder- 60-170 km/h
92 - 135kts - YellowBorder- 170-250km/h
At 135kts - Red Strip - bei 250 kmih
Weights
EmptyWeight
M a x i mumpermi ttedw ei g h t
without water-ballast
Maximumpermittedweight
port s
of non-s upporti ng
circa 594
836
380
€€€i-45e528
240
1100
s00
WeakLink on Winchcable
M a x i mumLoad
Cloud Flyingand simpleAerobatics
Permitted
is not beingcarried
if water-ballast
S eep a g e s1 2- 1 4
28 . 2.77
FLIGHT
MA NUA L
_
ASTIR
CS
GrouP
Classification
Sta n dardC l as s(G ermanN )
Centreof GravitYPositions
means
Levelling
Incidence
Board
witha 1000:40
set up horizontalon the top of
the rearfuselage.
(--'
Frontedgeof wingat root
DatumLine(D.L.)
Maximumforwardpositionof C. of G. 310mm behindD. L. (12,20inl
in)
480mmbehindD. L. (18,90
Maximumrearwardposition
Loadlng LimitationsASTIR CS 77
E mptyw e i g h to f g l i d e ra n d m a xim u mco ckp itlo a d ,se e p a g e7 .
Minim u m
c o c k p i lto a d :1 5 4l b s ( 7 0kp )
l el l u p w e i gh tm u stNEVER
b e e xce e d e d .
Thepe r m i s s i b a
M a ximumal l up w ei ght
without water-ballast
836 lbs
(380kp)
w)
The weight of water-ballastis dependenton the cockpitweight (Pilot
wi th p a rac huteand l uggage ) . S e ep a g e7 .
Weightdeficienciesshouldbe correctedby securingor removingsome
ballastin the seat.
{.---"
The C. of G. of the pilot with a parachuteon lies 485 mm in front of
th e D atumLi ne.
28 . 2 .77
FL IGHT
MA NUA L
-
ASTIR
CS
6
Recordof weightalterationsand re-weighing
ASTIR C S 77 W ork s Nu m b e r :
treans
i()
Date of weight
alteration:
Re-weighing
by:
L i steo f
a cce ssor ies
(D a te ):
2033
Em pty
W eight
( lbs) :
Empty Weight
C. of G. position behind
D. L. (mm):
Maximum
Cockpit
W eight( lb s ) :
28fi,'fi 28/0,1?
.r u/91f
o go t" l o
2 8 . 2.77
fd)
t1 L4
FLIGHT
MA NUA L
ASTIR
CS
Placardsto be displayedin cockpit:
M ax im umwei g h t
withoutwater ballast:
kp
380
lbs
836
rltri
{.\
Airspeedlimits
Neverexceed
I n r oughair
M anoeuv er in g
On aerotow
On winch tow
Airbrakes
Gear extended
km/h
250
250
170
170
120
250
250
m.p.h.knots
155
135
155
135
105
92
105
92
74
64
155
135
155
135
Payload(pilotand parachute)
T he m ax im u mw e i g h tm u s tn o t b e e x c e e d e d.
pay l o a d :7 k0p ,1 5 4l b s .
M inim um
Lessweightmustbe compensated
with
ballastin theseat.
Placardsto be displayednear undercarriage:
Weak links for towing
500 kp, 1100lbs. max.
Tir e: 2,5 Atm.,36 psi
1T--
tr
€r+-
Ft3 C}i? fiANJUAIFt.U GH A N D E U E C d A S T I R E S
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elnsmi.Faitsmir.m.Kg|
l .nei uefi no e a r a e h u t g :
I
- :-
Anzan3
(Gesamt)
55rc t 2l tx
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tt'
60 66 t 3?
65x6 t 4? "
it
70:'8e.0tsu-22o
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festversm:legen
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sseu?o lld
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ta
4fti
ef' b a ltr a si b e x
r a 4 ^ \R
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red
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FLIGHT
MA NUA L
A ST I R
CS
9
eflrriage UP
Ha n d le mo v es
slot on r ightof
Trimmer
On leftof coc k pi t.
GREENleve r .
f,1
Air-brakes
O n t h e le f t -ha n d
s id e o f t h e c oc k p i t .
B L UE h a n d l e .
WaterOn the r ightof the
cockpit.
Canopy
Ro u n d RE D kn o b s
Left of canopy-frame
O P E N.
Rig h t o f c a n o p y f ra me J E T T IS O N
AQ
arl
Pedal Adjustment
Sm all BLA CK knob
on th e top of the
in str umentpanel.
( r ig h t hand)
Air-vent
S ma ll B L A CK k n o b
on t h e t o p o f t h e
:ns t ru me n tp a n e l.
(le f t h a n d )
Gable Release
ln f ro n t o f t h e s t ic k
on the left.
Y E L L O Wk n o b .
MA NUA L
FLIGHT
ASTIR
CS
10
Graph of True v. IndicatedAirspeed,showing the effect of Position
Er rors .W henthe A .S .l .is c o n n e c t e dt o t h e f o llo win gp r e s s u r es o u r ce s.
A.S .l .- P i tot head i n ta il f in s t a t ic v e n t s s id e o f t h e F u s e la g eb efo r e
th e w i ng root.
(t
O
\t
t-
T
+
a
3o
>' P
T]
o
C)
o(/)
t-
_c.
\ar n
E tJU
J
a
v
.-2 00
(I.)
-Y
(tl
.U
C
/
= 150
J-
C)
(,
7
o
//
(.)
:o
(l)o
o
.9
I]
e
F: 3
/
.:100
(J)
/
'AJ
/
N
I
o
(})
,//
C
s0
100
1s0
254
200
igkeit Va* tkn/hl
Berichtigte C'eschwind
m
.
Cotibroted AirsPeed V^^UAJ
flt
30
r40
50
I
t
f r
t
1
tKtSI
FL IGHT
MA NUA L
ASTIR
CS
11
N o t e so n F l y in gth e Gl i d e r
Winch/Au to-tow-Launch
t
a
I
64 kts
M ax i mumpermi ttedl aun c hs p e e d :
Th e gl i der has a bel l y - h o o kin t h e u n d e r c a r r ia g ewe ll in fr o n t o f the
w heel .
or
A c abl e l aunc hpres ent sn o d if f ic u lt ie swit h a n y C. o f G. p o sitions
w ei ght c onfi gurati onsT. h e g lid e r h a s n o t e n d e n c yt o b a llo o na nd i s
very stable on the launch.Up to a height of 300ftthe n o sesh o u ldbe
held down if the launchis fast.
Aerotow
M a x i m u mp e r m i t t e d
t o w in gsp e e d :
9 2 kts
The glider'sC. of G. positionallowsthe areotowto be carriedout
Du r in gth e wh o leo f th e ti me
us i n ge i t h e rt h e n o s e- o r b e lly- h o o k.
on t o w , t h e g l i d e rc a n be e a silyco n tr o lle dwith r u d d e ra n d a ileron,
full movements
of which can be used if necessary.
Even in strong
cross-winds
the glidershowsno tendencyto wanderaround.At 32 kts
t he g l i d e r c a n b e l i f t e do ff: with 3 7
4 0 kts in d ica te dth
, e g li der
c lim b so n i t s o w n .
tew. The yellowreleaseknob is positioned
on the left in front of the
s t ic k a
, n ds h o u l db e p u l l e dfu llyb a ckwh e nr e le a sinth
g e to w- r o p e.
WeakLink in tow-rope
Maximum
load:
1 1 0 0l b s
Rudder-pedal
Adjustment
(
To adjust the rudder pedals,push lightly forward on them with the
h e e l sand di s c onnec tthe lo c k in gd e v ic eb y p u llin gt h e h a n d leo n th e
instrumentpanel.The pedals move towards the pilot by themselves:
to adjustthem forwardyou have to push them againstthe pressureof
th e s pri ngs w i th y our h e e ls .T h e p e d a ls will lo c k t h e m s e lv e sin th e
p o s i ti onrequi redw hen th e h a n d leis r e le a s e d .
Canopy
The single-pieceperspexcanopyhas a clear-visionpanel and ventilati o n port, and i s fi tted an h in g e s .T h e h a n d lef o r o p e n in git is lo c ate d
o n the l eft-hands i de of t h e c a n o p ys u r r o u n d :t h a t f o r je t t is o n in git o n
th e ri ght-handfus el ages id e .T o je t t is o nt h e c a n o p y ,p u ll b o t h h a n d l e s
backand push it up and awaywith the left hand.
FLIGHT
MA NUA L
ASTIR
12
CS
rcarri
Retra a b l
c on t r I leve\is locat d o n t
r ig h t o f t h e co ckThe un e r rna
pit. Wh r tracte r l
e r e d ,t h
s h o u ldb e cked in place by
pu s h i n g c o n t r o l
in towardst fuselage
side.
Air-brakes
The lever for the air-brakesis situatedon the left-handside of the
cockpit.Before beginninga launch,checkthat the air-brakesare closed and locked.One should avoid trying to land with full brake out,
qincethe effectiveness
of the brakesmeansthat the qlider is descendinq fast.
Wheelbrake
The leverfor the wheelbrakeis locatedon the stick.
Trimmer
Thebuilt-intrimmercan be progressively
adjusted.
Thecontrollever
for it is positioned
on the left-handside of the cockpitbehindthe airbrakelever.
Trimrangefrom32 kts - 97 kts.
with Water-ballast
The
ider has the same all up weight as a standard2 seaterglidg(,
w h e nI
ed with water-ballastand a full cockpitload.The sl
ight
a nd s tal l i n aracteristicsof the fully loadedgliderare a lit t l ifferent
from one flow
ithoutwater-ballast.
Th es t a l l i n gs p
ill be increasedto 38 kts.
A l s ol a r g e rc o n t r om
l o
entswill be necessary.
The gl i der w i l l s pi n c l e a n
t will recoveri
ediatelyspin recovery
':l
actionis taken.
The pilot is advisedto have extr
chingto land while carryingwater-
t when slow flying or approa-
t.
Useof Water-ballast
The water-ballasttank re situated in the f
t part of the wings,
from the root outw
. Each wing can hold 50
The tanks are
fil l edthroughan enin g in t h e t o p s u r f a c eo f t h e wi
This is covered by a plug
ich can be removedby screwingin a
The water
is drai ned througha n o p e n in gin t h e u n d e r s id eo f t h e f u
ge beh i nd t
heel-box.To open the valvesof the tanks,the cont
r
on
right-handside of the cockpit should be pulled backwardsl
es about3 minutesfor the tanksto emptythemselves.
FL IGHT
MA NUA L
ASTIR
CS
13
r o m t h e tank s es c a p e st h r o u g ht h e o v e r f lo wp ip e t h a t r u n sd
()
int an the unders id eo f t h e win g n e a r t h e r o o t .W h e n flvi wi th
to a
the c onne c t in g - t a pteh a t c o v e r st h e g a p b e !
n fuselawater-ba
g e and w i ng
oul d b e f o ld e d b a c k o n t h e u n d e r s
the region
y excesswaterwhichmay
of the spar,so th
a r r u n so u t rather
th a ndow n i nto the fu
D uri ng l ong fl i ghts at an
emperatu f 0 o C ( 3 2 " F ) t h e wate r r e is d a n g e r o f c o lla p s eo f th e
b a ll as tmus t be j etti s on e db e
ballasttanks.
madet
ter-ballast
Wh en a fi el d l andi ngi s t o
must be jettison e d.
The g l i d e rm u s t
e parked over-nightwith w
'ballaston board.
l f the gl i der
o be towedfor a longway on t h e g
d with waterb a ll as to
ard, the tan k ss h o u ldb e e m p t ie d .
Wh
ri ggi ngthe w at e r - b a lla st ta n k swill e m p t ythemselves u g h
w i n gr o o tc o n n e c t i npgip e s.
StallingCharacteristics
Warningof the stall occurs at a speedof 32-35kts (dependingon wing
lo a di ng),w hen the top o f t h e t a ilu n itb e g in st o s h u d d e r .lf t h e s t ic k i s
p u ll ed bac k ev en furth e r , t h e g lid e r , , m u s h e s "b u t r e m a in s co n tr ol l abl e,i t bei ng pos s i b let o m a k e t u r n s u p t o a n a n g le o f b a nk o f
2 0 o w i thoutthe w i ng dro p p in ga wa y .lf t h e s t ic k is r e le a s e dt h e g l i d e r
r e turnsi mmedi atel yto th e n o r m a lf ly in g a t t it u d e .lf t h e s t ic k is p u l l e d
back quickly,the nose will drop away but any tendencyfor a wing to
fa l l c an be c ontrol l edby t h e r u d d e r .
Aerobalics
Pe rmi ttedmanoeuv resa n d s p e e d sa t wh ic h t h e y s h o u ld b e in it iate d :
g2 kts
Loop
Chandelle
92 kts
Steepturn
65 kts
Lazy eight
65 kts
Sp ins :
Fro mthe ful l y s tal l edpos it io n p
, u t o n f u ll a ile r o na n d r u d d e r( c r o s s e d ) .
Keep the stick back.To stop the spin centralizeor releaseone of the
controls.Height lost per rotation is approximately220 tt. The speed
reachedwhen levellingout is about86 kts.
Maximalpositiveg loading+ 5,3.
Manoeuvres
that involvenegativeg loadsare prohibited.
Un o rthodoxmanoeuv re a
s r e lik e wis ep r o h ib it e d .
FLIGHT
MA NUA L
ASTIR
CS
<A
t+
Spl nni ng
Wi th the C eni er of Gra v it iyb e t we e n4 1 5 m m a n d 4 B Cm m b e h in dth e
DatumLi ne,i t i s pos s i b let o p u t t h e g lid e r in t o a s p in f r o m t h e s t a l l e d
p os i ti on.To do s o the s t ic k h a s t o b e p u lle df u lly b a c k ,a n d t h e r u d d e r
a n d ai l eronc ontrol sbe f u lly c r o s s e d .T h e n o s e will t h e n d r o p in th e
d i rec ti oni n w hi c h rudd e r is b e in g a p p lie d ,a n d wit h a r e a r wa r dC . o f
G. pos i ti onthe gl i derw i ll r o t a t ein a s lo w,f la t s p in .
Recoveryfrom the spin can be effectedin any way you choose.With
a lmos t al l C . of G. pos it io n sa n d win g lo a d in g sa ll t h a t is r e q u ire di s
for one of the controlsto be releasedor returnedto its normal position. The quickestrecovery(withoutoverstressingthe glider) can be
b r oughtabout by c entra liz in ga ll o f t h e c o n t r o ls .
The hei ghtl os t i n retur n in gt o t h e n o r m a lf ly in gp o s it io na f t e ra s ing l e rotationspin,is about 220ft.
lf t he gl i der fai l s to s to p s p in n in gim m e d ia t e ly
t h e c o n t r o lsh a v e b e e n
ce ntral i s ed,
then the s ta n d a r dm e t h o do f s p in r e c o v e r ys h o u ldb e e m p loy edat onc e:
1 Ful loppos i terud d e r
2 Pause
3 Sticksteadilyforward
4 W hen s pi n s tops ,c e n t r a liz ec o n t r o lsa n d r e s u m en o r m a lf l i g h t
*r.)
Speed Flying
In s peed fl y i ng i t i s quit e p o s s ib let o e x c e e dt h e m a x im u mp e r m i tte d
speed.A t v ery hi gh ai r s p e e d s ,c a r e s h o u ldb e t a k e nt o u s e o n ly sm a l l
controlmov ementss o a s n o t t o o v e r s t r e s tsh e g lid e r :
Dangerous
{.
I
EscapeProcedure
l n the ev ent of hav i ngt o b a il o u t , t h e f o llo win gp r o c e d u r es h o u ld b e
fo l l ow ed:a ) P ul l both red k nobs b a c k o n r ig h t a n d le f t o f c a n o p ys u r r o u n da n d
with left hand push canopyupwardsand backwards.
b ) U mbuc k l es eat harn e s s .
c) E X ITov er l eft or ri gh ts id e .
d ) W ai t onl y 1 - 3 s ec o r d sb e f o r ep u llin gt h e r ip c o r d .
Flying at High Speed
Withi nthe permi tteds p e e d r a n g et h e g lid e r h a s n o t e n d e n c yt o wa r d s
h igh s peed fl utter.The c o n t r o lsn e e d o n ly b e u s e d a I ' / ' o f t h e ir fu l l
2 8 . 2.77
FLIGHT
MA NUA L
ASTIR
CS
15
m o v ementat 93 k ts . The a ir b r a k e sa r e s p e e d lim it in ga n d wit h t h e m
o p enthe gl i derw i l l onl y r e a c ha b o u t1 0 8k t s e v e nin a 4 5 " d iv e .
F.',
i-\
1
Approach and Landing
Th e gl i der c an be broug h t in q u it e n o r m a llya t a n a p p r o a c hs p e e d o f
50 kts. The air-brakesallow a steep approachto be made quite easily.
th e
As t he ac ti on of the bra k e s m a k e st h e g lid e r s lig h t lyn o s e - h e a v y,
m ac hi new i l l i ts el f mai n t a int h e a ir s p e e dit is s e t a t wh e n t h e b r ake s
a r e opened. The s i des lip is q u it e c o n t r o lla b lea n d , if n e e d e d ,t h i s
m anoeuv rec an be us edt o h e lp la n d t h e g lid e r .
ATTE N TION :
L a n di ngc i rc ui tc hec k :
Height500ft.
Airspeed50 kts.
Flyingin the rain
A thi n l ay er of w ater or ic e o n t h e win g s le a d s t o n o d e t e r io r a t ioni n
th e fl y i ng c harac teri s ti cosf t h e g lid e r .W it h m o r e s u b s t a n t iadl e p osi ts
th e s tal l i ngs peed i s i nc r e a s e db y a b o u t 3 k t s , a lt h o u g ht h e wa y th e
g li der tak es off and tou c h e s d o wn r e m a in st h e s a m e . ln c r e a s eth e
n o rmalfl y i ngs peedac c o r d in g ly .
Cloud-flying
Th e mi ni mums et of i ns t r u m e n t sr e q u ir e db e f o r ec lo u d f ly in gs h o u ldb e
a ttempted,i s :A.S.l.,Altimeter,Compass,Turn and Slip and Radio
The A.S.l.must havethe maximumpermittedspeed markedon it, i. e.
red section.
In order to avoid exceedingthe maximumpermittedspeed, the airb r ak ess houl dbe openedin g o o d t im e ( i.e . a t a b o u t8 6 k t s . )
wa r ni ng: c l oud fl y i ng an d a e r o b a t ic ss h o u ld o n ly b e c a r r ie d o u t b y
pi l otsw ho poss e s st h e a p p r o p r ia t ea u t h o r iz a t io nT. h e s t atu tory regulationsmust be adheredto.
BasicAccessories
1 16 0k t s .A . S . l .
2 Altimeter
3 Variometer
FL IGHT
MA NUA L
_ A S TI R
/v ri'*'
4
5
6
7
B
\aro
CS
\/ C f
16
'1 1vt2
't
Four piece safetyharness
Weightedseat cushion at feast 23/t,,thick, or parachute
L o a d i ngl i mi tati onsC hart
Flyin gli mi tati onspl ac ard
Ftig h tManual
Weight and Center of Gravily positions
when the new instrumentsare added and other
changesin the weight
of the grider made, the
weight
c. of G. porition shourd be
.empty
checked.rf the timits of the
empty ;eight c. of G. positionsand
the
L o a d i n g L i mi tati onsc hart are a d h e r " d t o ,
then the c. of G. of the
lo a d e dg l i derw i l l fi e w i thi nthe p e r m it t e dr a n g e .
Em p tyWe i ght(tbs )
Ra n g eo f C. o f G . p o s it io n s
( m m b e h in dt h e Da t u mL in e )
506
606- 698
517
.
598- 693
528
5 9 1- 6 8 7
539
sB4- 682
5s0
577- 677
561
557- 672
572
537- 667
583
518- 662
594
499- 658
60s
481- 654
Measurements
&._
Po sitio no f the gri derw hi rs ttak i n ga il m e a s u r e m e n t s :
wi th a 1 0 0 0:40Inc i denc eB oar d s e t u p
h o r iz o n t a lo n t h e t o p o f t h e
re a rfu se l age.
-_
El e va to r
Ru d d e r
Ail e r o n
An g le s:
upwards
2.36 t 0.23 in
6o t 6 mm
downwards
2.jS ! 0.23 in
54 + 6 mm
l eft
7 - 4 8! 0 . 3 9 in
190 t 1o mm
ri ght
7 . 4 8 ! o . s g in
190 t to mm
uPwards
+
3.66 0.39 in
93 + 10 mm
dow nw ards
1 . B gt 0 . 2 0 in
48 + 5 mm
betw eenthe c ente rr in e o f t h e win g a n d t h e
r o n g it u d in a r
ax i s of the fus el a g e
betw eenthe c ord o f t h e t a ir - p r a n ea n d t h e r o n g it u d in a r
ax i s of the fus el a g e
0,
MA NUA L
FL IGHT
ASTIR
CS
17
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MA NUA L
FLIGHT
ASTIR
CS
Performance
Be s tGl i deA ngl e
M ini mumS i nk (meter is e c )
Ci rc l i ngs peed
to
350 kp
37,3- 95
0,6 _- 75
BO-85
O
r
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c)
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l
F LIGHT
MA NUA L
ASTIR
CS
19
B ez ue s e b e n e
Do t u r i t in e
Weights
XS
lncidence boord
Keit
looo:4o
G2
D a t u mL i n e :F r o n te d g eo f th e win ga t th e r o o t
L e v e l l i nm
g e a n sW
: i t ha 1 0 0 0 :4In
0 cid e n ce
Bo a r dse t u p h o r izontal
on
the top of the rearfuselage.
W ei ghton mai n-w hee l
Gr
lb s
W ei ghton tai l -s k i d
Gz :
lb s
EmptyW ei ght G L
Gr + Gz :
lb s
D i s pl ac ementof mai n - wh e e l
a
mm
Depl ac ementof tai l -sk id
b
mm
EmptyW ei ghtC . of G .
X:
Gux b
!
'GL
lo.
M aximumLoadG:836-GL
* i:
m m b e h in dDa t u mL i n e
lb s
Th e meas urements
to d e t e r m in et h e e m p t y we ig h t ,t h e e m p t y w e i g h t
C . of G., and the l oad in glim it a t io n ss h o u ld always be taken with the
g l i deremptyof w aterb a lla s t .
\
\
2
m
:':.'-
':--
-.-'
.
:.
!
.
Vli Welghtsgrd momenlsof the conffi qrr:face*j
-t
a; . .
.r
- .- '
--a
, - - '-
,
',Thtvrieightsqh{
lhe homents of the controlssrtates nrustnrit Sxc;gd
the fotlowingvatu'ei:
.
ASfiH CS (S'erialNo. 1002- 153o)
--
_.
blevator
Fud{Qr..:',.-r
_:-,:- :-.
-
'
12,0 sqr fg t 7t/o
13,9Sc1nkg::t'ld/o_
: Elarator
--;'- 72f,:cffilelF*.1fifu
'16"5ela &g $'rdl'
1&0 cm kg ! 12ola
Rudder
Aileron
2,7 kg; t 1d/o
3,2 ko ! ldlo
27 ftg i tf/r
*5. kg t tf/o
4.1 kg t lflo
ASTIRCS I/ (fromSeriatNo.1999)
ASTIRCS JEANS(fromSerialNo.2R3)
Etevdtor
Rudder ,4
: .,Aileron
.
.
12.Ocm kg t, lflo
0-5 cm kg
0-1 Cm kg
27 kg t lf/o
ffiil,, F, kg
rnax. 6 ltg ,
The momeniilmust-befieasuredwith the controlsurfacesremer.ed.
To detenninethe rnomentt
M a. P,r.ihesurfacsshouldba mounted
.the
minirnumfriction.posslble.
The forceP can
4t the hingeline with
' be rne.asured,
for examplgu$inga letterscaia lf'these valuesare
-exceededthe massbalance'should
be increased.
Beforecarryingo$t
: re5iairsryhictrfor exampleinvolvedrargidgthe msss batanceen a
' surfacqthe manu{acturer
or his repairagentshoutdbe consulied.
i
t
2 6 . 7 .19 7 9
t
,t
a
FLIGHT
MA NUA L
ASTIR
CS
25
Assembly
It is pos s i bl eto ri g the glid e rwit h t h r e e p e o p le .
1 . W i ngs :
\3
. lo c kt h e a ir - b r ake s
O pen the 4 mai n w i ng f it t in g sin t h e f u s e la g e Un
win
g
in
t
o
t
h
e
r
ig
h
t
f u s e la g e .T h e s afe ty
t
h
e
G
ui
de
o n the w i ngs .
catches on the fuselage socketswill be released,and on gently
mov i ngthe w i ng to a n d f r o will b e h e a r d t o s n a p in t o p la c e .N e xt
g ui de the l eft w i ng i n t o t h e f u s e la g e .M o v e t h e win g t ip s u p an d
down so that the pin on eachspar stub is locatedin the appropriate
hoie in the oppositewing root. Next the catchescn the left-hand
fuselagesocketsshould be released,and by movingthe wing backrvardsand forwardsthey too can be made to snap into placc. To
e ns ure that the w i ng - f u s e la g ejo in t is s a f e ly s e c u r e d , t u r n th e
socketcatchestowardsthe bayonetsuntil they drop into place.
Checks
The red circles on the fuselagesides must be coveredby the rotated
sockets.
2 . The ai l eronand brak e - c o n n e c t io nlie
s b e h in dt h e s p a r .
The short connecting rods in the fuselage are fitted with quickaction locks which must be coupled up to the knobs of tfie pushrods that moveinsidethe wings.
After rigging,the connectingrods should be examinedto checkthat
pins are properlyinserted,and projectsome mm out of the locks.
\u .Y
After couplingthe quick action locks,checkthat the ball can not be
extracted,by twistingthe lock backand forth.Do this gentlywith not
m ore than 10 l bs pul l. Ch e c ka ll c o n t r o l c o n n e c t in gr o d s a n d lo cks
in a methodi c alorder.
1. B. 77
FLIGHT
MA NUA L
ASTIR
CS
10
3 . T ai l pl ane:
Beforeas s embl yi s c o m m e n c e dt h e f r o n t c o v e r m u s t b e r e m ove d
a nd the rotati ng k no b p u lle d o u t t o t h e lim it . T h e t a ilp la n eca n
then be pos i ti onedb y o n e p e r s o n ,wh o s h o u ld s t a n d b e h in d th e
rudder.The tei l pl anec a n b e r e s t e do n t h e t o p o f t h e f in wit h th e
el ev atorangl ed upw a r d s ,s o t h a t t h e s n a p - lo c kf a s t e n e ro n th e
elevator push-rod can be attachedto the ball on the elevator.
T he front auf the tai lp la n ec a n t h e n b e lo we r e da n d p u s h e dba ck
i nto three pi ns . l t i s t h e n n e c e s s a r yt o t u r n t h e k n o b t o t h e r ig h t
to c onc l udei ns tal l atio nT. h e a s s e m b lyis c o m p le t ewh e n t h e k n o b
is turned s o far that t h e r e is n o p la y in a n y d ir e c t io n .T h e c o ve r
providesa safetymeasureas it can only be attachedwith the knob
i n the hori z ontalpos it io n .lf n e c e s s a r yt h e k n o b h a s t o b e t u rn e d
1 14 turn to s ui t. D i s a s s e m b lyis c a r r ie d o u t in t h e r e v e r s eo rd e r
and the k nob i s turnedt o t h e le f t a n d p u lle d .
i'-\
Checksto be made after assembly
1 C hec kthat the 4 mai nwin g f it t in g sa r e lo c k e d .
2 Check that aileron and brake quick-actionlocks are properly
l oc atedon the k nobs .
3 Ens urethat the tow ho o k is f u n c t io n in gc o r r e c t ly .
4 T es t the operati onof t h e wh e e lb r a k ea n d t h e p r e s s u r eo f t h e a i r i n
t he ti re.
5 Check that the tailplaneis securelyseated and that the elevator
p us h-rodi s c onnec te d .
6 Ruddermov ement.
,i
Pre-Launchchecks
1 Do al l the c ontrol smovetreely?
2 Are the air-brakesl oc k e d ?
3
4
5
6
7
B
ls the tri mmers et at n e u t r a l?
ls the c anopyl oc k ed?
Are the parac huteand s e a t s t r a p sd r a wn in t ig h t a n d s e c u r e d ?
ls the al ti meters et to Z E ROo r t h e h e ig h to f t h e a ir f ie ld ?
ls the radi o turned on a n d s e t t o t h e f r e q u e n c yb e in g u s e d b y th e
a i rfi el dc ontrol ?
2 8 . 2.77
FL IGT ]T MA N U A L A STIR CS
Inspection
- _ i--' :
, t -,../
\--
of
the
airbrake
26a
locking
lever
At the dai ry c he c k L h e r ig h t a n d le f t h a n d
a ir b r a ke
loc k i ng l ev ers h a v e t o b e c h e c k e d L h r o u g h t h e i n spec ti on openi ng s in t h e win g u n d e r s id e .
T he l ev er are ma d e o f a l- u m in iu m c a s t in g a n d h a ve a
f ac i l i tati ng
ho1 e . T h e f o llo win g
in s t r u c t io n
h as to
b e c arri ed out: I n s p e c t io n
o f t h e a ir b r a k e
lo c k i n q
lev ers for c rac k s in o n e o f t h e 3 le g s .
F or a better
i ns p e c E io n t h e p le x ig la s s - p a n e
can be
r emov ed for eas i e r a c c e s s . T h e u s e o f a m a g n if yi n g
g l as s i s rec omme n d e r l
If c rac k s are fou n d , t h e e x c h a n g e o f t h e lo c k in g
lev ers l eftand r iq h t h a n d n o . 1 0 2 - 4 1 2 3 / 4 1 2 4 o f
al umi ni um c as ti ng f r > r s u c h o f a lu m in iu m s h e e t ( se e
T M 306-26) i s req u ir . e d .
I f the c as t l ev e r s h a v e b e e n e x c h a n g e d f o r t h o se
made from al umi n iu m s h e e t ( n e t G F A A D 2 9 2 , I s s u e 2 )
t he dai l y c hec k is n o lo n g e r a p p lic a b le .
2s.03.1 985 (ru 306-26)
FLIGHT
MA NUA L
ASTIR
CS
27
Maintenance
{ :-l
''--.i\
The greates tc are s ho u ld b e t a k e n in m a in t a in in gt h e f ib r e g la ss su r fa c e of the gl i der.Luk e wa r m wa t e r s h o u ld b e u s e d t o wa s h o f f d u st,
g r eas e,dead fl i es and o t h e r d ir t y m a r k s .M o r e r e s is t a n d
t ir t s h o u l db e
re mov edby us i ng a mi ld c le a n in ga g e n t .o n ly s p e c ia ls ilic o n - f r e ep r e p arati onss houl d be us e d in m a in t a in in gt h e p a in t e ds u r f a c e s Cr
. a cks
sh oul dbe c areful l yfi l l e d .
Although v ery res i s ta n tt h e g lid e r s h o u ld b e p r o t e c t e da s m u ch a s
possibleagainstrain and dampness.Water that has seeped-inshould
b e deal t w i th by s tori n g t h e g lid e r in a d r y p la c e , f r e q u e n t lyt u r n i n g
o v er the di s mantl edpar t s .
The most effectiveway to clean the canopy is to use a special
perspexcleaner,but if necessaryluke warm water can be used.A soft,
clean c l oth or c hamoi s - le a t h es rh o u ldb e e m p lo y e dt o wip e t h e c an o p y
down.Neverrub perspexwith anythingdry.
The Safetyharnessshouldbe regularlycheckedfor mildewand generat
wear and tear. The metal parts of the harnessshould be frequently
checkedfor rust.
Becauseof its positionin the wheel cavitythe tow-hookis susceptible
to getti ng v ery gri my a n d m u d d y . lt m u s t t h e r e f o r eb e f r e q u e ntl yi n spectedfor damage,cleanedand greased.Whenthe seat-wellis removed the hook c an easily b e t a k e n o u t . Re m o v et h e c o n n e c t in gw i r e
fro m the l ev er and tak e o u t t wo r e t a in in gs c r e ws .F o r r e c o n d it i o n i n g
the tow hook s houl d b e s e n t wit h t h e r e c o r d c a r d t o t h e t o w h o o k
manufacturer,
Tost.
The main wheel tire pressure should be kept at 21/zatmospheres
(36 psi).
The wheelbrakeis of the drum type. lf requiredthe point at which the
b r ak ebegi nsto drag c a n b e a d ju s t e dT
. h e a d ju s t m e nis
t c a r r ie do u t b y
m o v i ngthe B ow denc ab lea t t h e d r u m e n d .
when the main wheel is being taken off for the purposeof cleaning,
g r eas i ngor c hangi ngt h e t y r e , t h e B o wd e n c a b le s h o u ld b e d isco n nectedfrom the brake-lever.
Screw the M 6 threadedspecialtool onto
o ne s i de of the ax l e an d t a k e o u t t h e s c r e wsa n d t h e s p in d le .Re m o ve
the screws that hold the brake-leverin place.Take the wheel out by
pullingit downwards.Cleanall the parts and beforere-assembly
smear
a l l of them w i th greas e.
FLIGHT
MA NUA L
ASTIR
CS
28
at the jointsbetween
Beforeassemblingthe gliderthe pins and soc{<ets
wi ngs and fus el age,and t a ilp la n ea n d f u s e la g es, h o u ldb e c le a n e da n d
g r eas ed.
l f r epai rsare c arri edou t o n t h e g lid e r wh ic h a r e m o r e e x t e n s iveth a n
n ormalmai ntenanc w
e o r k ,t h e m a n u f a c t u r e rssh o u ldb e c o n t a c t e d.
\
:. ./
:./
\-,
It is absolutelyessentialto ensure that if the glider is re-paintedall
surfaces which are directly exposed to the sun's rays should be
paintedWHITE.
When any repairsare done or a fresh coat of paint added the position
of the emptyweightC. of G. must be re-checked.
F L I GH T MA N U A L A S T IR CS
/Y
InspectionProcedures
For fncreaseof ServiceTime
1. Ge n e r a l
The resultsof {atiguetestsof wingsparsectionshavedemonstrated
recently
thatthe servicetimeof FRPglidersand motorgliders
maybe
exiended
to 6000hours,if for eachindividual
glider1inlOOition
to the
obligatory
annualinspections)
the airworlhiness
is demonstrated
accordinglo a specialmulti-step
prograntm
inspection
pariicularly
withregard
to the servicelife.
ri \
-1
2. Dates
When.the
gliderhasreached
a setice timeof 3000hours,an inspection
mustbe donein accordance
with the inspection
programmentioned
underpoint3. lf theresultsof thisinspection
areposiiive
or if anyclefects
foundhavebeenciulyrepaired,
theservice
timebf theglideris extended
by ancther'1000
hoursto a totalof 4000hours(firststep).
The aboveinspection
plogrammustbe repeated
whenthe gliderhas
reached
a se,-vice
timeof 4000hours.lf the resrilts
of thisinsp6ction
are
positive
or it anydefectsfoundhavebeendulyrepaired,
the service
time
of the glideris extended
to 5000hours(second
step).
Whenthe gliderhas reacheda servicetimeof 5000hours,the above
ip*epection.
prograrn
againmustbe repeated.
lf theresultsof theinspectionarestiiipositive
or if anydefectsfoundhavebeendulyrepaired,
tfre
servicotirnemaybe oxtonded
to a totalof 6000hours(tnirbstop).
For.a possibleservicetime exceeding
6000hoursprocedures
will be
evaluated
in lhe future.
3. In eachcasethe latestissueof the inspection
programwhichwill be
updated
according
to incoming
inspection
results,
hasto be ordered
from
.
lhe manufactu:.er.
4' Theinspection
mustonlybe doneby the manufacturer
or by a licensed
repairstationor inspector.
5. Theresultsof the inspections
haveto be recorcjecJ
!n an inspection
test
reportwherein
comments
arer:quiredfor eachinspection
instructicn.
lf
the inspections
aredoneoutsicje
the manufacturei"s
facilities,
a copyof
the recordsmusl be sentto the manufacturer
for his evaluation'hnd
information.
6. The annualinspeclion
is not affected
by thisinspection
program.
3 0 .9 . 8 1