DG Flugzeugbau GmbH Otto-Lilienthal-Weg 2 / Am Flugplatz D-76646 Bruchsal Germany Postbox 1480, D-76604 Bruchsal Deutschland Tel. 07251/3020-100 Telefax 07251/3020-200 email: dg@dg-flugzeugbau.de Spare part and material sales: Tel. 07251/3020-270 lager@dg-flugzeugbau.de http://www.dg-flugzeugbau.de MAINTENANCE MANUAL FOR THE SAILPLANE / MOTORGLIDER LS10-s, -st Type: Variants: LS10 LS10-s LS10-st Data Sheet No.: EASA.A.157 Factory Serial No.: Registration No.: Date of issue: October 2009 Issued: October 2009 0.0
0 General 0.1 Manual amendments No. Page Description Date 1 0.1, 0.3 0.7, 0.13, 1.5, Manual revision 1.19, 1.36, 2.1, 3.4, 4.1, TN LS10-02 4.2, 4.17, 4.25, 6.2 6.4, 7.1, 8.1, 9.3, 9.4, 9.6, diagrams 1, 3, 5, 12, 22, 23 2 0.1, 0.4-0.7, 1.28, 4.14, 5.2, 8.1, diagrams 22 and 23 Mechanical fuel pump Manual revision TN LS10-03 December 2011 October 2015 Issued: October 2015 TN LS10-03 0.1
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0.2 List of effective pages Section page issued replaced/ replaced/ replaced/ 0 0.0 October 09 0.1 see manual amendments 0.2 " 0.3 " 0.4 " 0.5 " 0.6 " 0.7 " 0.8 October 09 0.9 " 0.10 " 0.11 " 0.12 " 0.13 " December 11 0.14 " 1 1.1 October 09 1.2 " 1.3 " 1.4 " 1.5 " December 11 1.6 " 1.7 " 1.8 " 1.9 " 1.10 " 1.11 " 1.12 " 1.13 " 1.14 " 1.15 " 1.16 " 1.17 " 1.18 " 1.19 " December 11 1.20 " 1.21 " 1.22 " 1.23 " 1.24 " 1.25 " Issued: December 2011 TN LS10-02 0.3
0.2 List of effective pages (continued) Section page issued replaced/ replaced/ replaced/ 1.26 " 1.27 " 1.28 " October 15 1.29 " 1.30 " 1.31 " 1.32 " 1.33 " 1.34 " 1.35 " 1.36 " December 11 1.37 " 1.38 " 2 2.1 October 09 December 11 2.2 " 2.3 " 2.4 " 2.5 " 2.6 " 3 3.1 October 09 3.2 " 3.3 " 3.4 " December 11 3.5 " 3.6 " 3.7 " 3.8 " 3.9 " 3.10 " 4 4.1 October 09 December 11 4.2 " December 11 4.3 " 4.4 " 4.5 " 4.6 " 4.7 " 4.8 " Issued: October 2015 TN LS10-03 0.4
0.2 List of effective pages (continued) Section page issued replaced/ replaced/ replaced/ 4.9 October 09 4.10 " 4.11 " 4.12 " 4.13 " 4.14 " October 15 4.15 " 4.16 " 4.17 " December 11 4.18 " 4.19 " 4.20 " 4.21 " 4.22 " 4.23 " 4.24 " 4.25 " December 11 4.26 " 4.27 " 4.28 " 4.29 " 4.30 " 4.31 " 4.32 " 4.33 " 4.34 " 4.35 " 4.36 " 4.37 " 4.38 " 4.39 " 4.40 " 4.41 " 4.42 " Issued: October 2015 TN LS10-03 0.5
0.2 List of effective pages (continued) Section page issued replaced/ replaced/ replaced/ 5 5.1 October 09 5.2 " October 15 6 6.1 October 09 6.2 " December 11 6.3 " December 11 6.4 " December 11 7 7.1 October 09 December 11 8 8.1 October 09 December 11 October 15 " 8.2 " 8.3 " 9 9.1 October 09 9.2 " 9.3 " December 11 9.4 " December 11 9.5 " 9.6 " December 11 9.7 " Issued: October 2015 TN LS10-03 0.6
0.2 List of effective pages (continued) diagram issued replaced/ replaced/ replaced/ 1 September 09 December 11 2 September 09 3 September 09 December 11 4 September 09 5 September 09 December 11 6 September 09 7 September 09 8 September 09 9 September 09 11 September 09 12 September 09 December 11 13 September 09 Diagrams only for LS10-st 14 September 09 15 September 09 16 September 09 17 September 09 18 September 09 19 September 09 20 September 09 21 September 09 22 September 09 December 11 October 15 23 September 09 December 11 October 15 Enclosure 9E2 LS10-st 28.11.08 9E4 LS10-s 28.11.08 9EP22 25.05.09 9EP24 25.09.09 9R79 11.09.08 9V21 14.09.09 9V96 29.04.09 Issued: October 2015 TN LS10-03 0.7
0.3 List of content page 0 General 0.1 0.1 Manual amendments... 0.1 0.2 List of effective pages... 0.3 0.3 List of content... 0.8 0.4 Airworthiness limitations... 0.13 1 System description and adjustment data 1.1 1.1 Wing and tail plane setting data... 1.1 1.2 Elevator control and trim system... 1.2 1.3 Rudder control... 1.3 1.4 Aileron and wing flap control... 1.5 1.5 Airbrake control, wheel brake... 1.8 1.6 Undercarriage... 1.10 1.7 Tow hooks... 1.12 1.8 Water ballast system... 1.13 1.9 Mass balance and weights of control surfaces... 1.16 1.10 Fore and aft play of the wings... 1.17 1.11 Static and pitot system... 1.18 1.12 Drain holes... 1.18 1.13 Cockpit canopy... 1.19 1.14 Main structure and secondary structure... 1.19 Issued: October 2009 0.8
1.15 Power Plant (only LS10-st)... 1.20 1.16 Retraction - Extension Mechanism (only LS10-st)... 1.24 1.17 Fuel system (only LS10-st)... 1.27 1.18 Carburettor (only LS10-st)... 1.30 1.19 Electrical system... 1.31 2 Inspections 2.1 2.1 Daily inspection... 2.1 2.2 Regular inspections... 2.1 2.3 Inspections after a heavy landing... 2.3 2.4 Inspection procedure for increase of service time... 2.6 3 Maintenance 3.1 3.1 General maintenance... 3.1 3.2 Maintenance of the airframe... 3.2 3.3 Greasing and oiling... 3.3 3.4 Damage of the airframe... 3.5 3.5 Servicing the Engine... 3.6 4 Detailed instructions for assembly and servicing work 4.1 4.1 Seat shell removal and reinstallation... 4.1 4.2 Replacement of control circuit cables... 4.2 4.3 Adjustment and servicing of the control circuit... 4.3 4.4 Water-ballast system... 4.4 4.5 C.G. Hook System Removal and installation... 4.12 4.6 Nose Hook System Removal and installation... 4.14 Issued: October 2015 TN LS10-03 0.9
4.7 Removal and installation of the flaperons... 4.16 4.8 Control surface seals and turbulators... 4.18 4.9 Determination of the moments of the flaperons... 4.23 4.10 Permanent Installation of fixed Ballast at rear Fuselage... 4.25 4.11 Installation of the ballast holder in the fin... 4.26 4.12 Installation of equipment in the baggage compartment... 4.26 4.13 Working instructions for heat-shrink tubing... 4.27 4.14 Securing with Loctite... 4.27 4.15 Removal and installation of the power plant... 4.28 4.16 Removal and installation of the main tank... 4.33 4.17 Cleaning of Decompression Valves... 4.34 4.18 Engine ground test run... 4.36 4.19 Heavy Fuel Odour in Fuselage... 4.37 4.20 Replacement of the engine retaining cable... 4.38 4.21 Removal and installation of the engine doors... 4.40 4.22 DEI-NT settings... 4.41 5 Weight and balance 5.1 6 Instrumentation and accessories list 6.1 7 List of special tools 7.1 8 Part list 8.1 8.1 Parts for the power plant (only LS10-st)... 8.1 8.2 Parts for the electrical system... 8.2 8.3 Control surface sealings and turbulators... 8.3 8.4 Water Ballast System... 8.3 Issued: October 2015 TN LS10-03 0.10
9 Enclosures 9.1 9.1 Equipment list... 9.1 9.2 Checklist for checks and maintenance work (only LS10-st)... 9.2 9.3 Annual Inspection Checklist... 9.3 9.4 Checklist engine removal and installation... 9.7 Issued: October 2015 TN LS10-03 0.11
Diagrams 1 Elevator control circuit, trim 2 Rudder control circuit 3 Aileron and wing flap control circuit, fuselage side 4 Flaperon control circuit, wing side 5 Airbrake control circuit, fuselage side 6 Airbrake control circuit, wing side 7 Landing gear control circuit 8 Landing gear 9 Tow hooks 10 water ballast system fuselage side 11 water ballast system wing side 12 Static and pitot system 13 Placards Diagrams only LS10-st 14 Power plant 15 Propeller hub, assembly 16 Propeller stopper 17 Decompression valve 18 Extension-retraction mechanism 19 Extension limit switch unit 20 Retaining cable 21 Engine doors 22 Fuel system up to ser. no. L10-014 23 Fuel system from ser. no. L10-015 on Enclosures 9E2 Wiring plan LS10-st (DIN A3 in aircraft log) 9E4 Wiring plan LS10-s (DIN A3 in aircraft log) 9EP22 9EP24 9R79 9V21 9V96 Installation 406 MHz ELT antenna BD3 Installation plan ELT or additional battery Removable headrest (for tall pilots) Tool for measurement airbrake locking force Jigs to determine the static moment of the flaperons Issued: October 2009 0.12
0.4 Airworthiness limitations 0.4.1 Repairs Repair or replace damaged parts prior to next flight. Follow the instructions of the LS10-S,-ST repair manual for repairs of the airframe. Repairs outside the scope of LS10-s,-st repair manual and major repairs must be accomplished at a certified repair station or by an approved mechanic rated for composite aircraft structure work in accordance with DG repair methods. Use only genuine spare parts. For all aircraft under EASA regulations the following applies: According to part 21, subpart M to accomplish major repairs an approved repair instruction is required, see also TN DG-G-01 Approved repair methods according to EU Commission Regulation 1702/2003 part 21, subpart M 0.4.2 Life time of the airframe The maximum allowable operating time for the variants LS10-s and LS10-st is 12000 flight hours. Therefore inspections according to section 2.4 of this manual have to be executed at 3000 h, 6000 h, 9000 h and every 1000 hours following thereafter. 0.4.3 Life time of components 1. The fabric straps of the safety harness have to be exchanged after 12 years. 2. Other components All other components like tow hook, wheels, gas struts, control system parts, bolts, pins etc. have no life time limitation, but should be replaced when worn, damaged or disqualified by excessive corrosion. Only LS10-st 3. The gasket for the drainer valve has to be exchanged after 6 years. 4. The spark plugs have to be exchanged after 25 engine hours. Issued: December 2011 TN LS10-02 0.13
0.4.4 Service time, maintenance documents Follow the instructions of the respective manufacturer: a) Operating Manual for Safety Tow Releases Series: Europa G 88 Safety Tow Release Date of Issue: February 1989 And if installed: Operating Manual for Tow Releases Series: E 85 Nose Tow Release Date of Issue: March 1989 b) Safety harness: instructions of the manufacturer. c) Minimum instrumentation: instructions of the manufacturer. Only LS10-st d) Engine: Manual of the engine SOLO type 2350 e) Propeller: Technoflug Operation and maintenance manual No. P3. 0.4.5 Weight and balance Weight and balance must be carried out at least every four years. Issued: October 2009 0.14
1 System description and adjustment data 1.1 Wing and tail plane setting data Wing: Sweep back (Leading edge): 13 + 3 mm (0.51 + 0.12 in.) at wing taper change (y=3.3 m) Dihedral (Leading edge line): 3 = 158 mm (6.24 in.) at wing taper change (y = 3.3 m) Angles of Incidence: +1.5 measured at wing flap setting -1 (-4 ) to reference line lower fuselage side Horizontal tail plane: +1.3 measured to reference line lower fuselage side datum reference line Wing oscillation frequency: approx. 140 / min 15 m span approx. 120 / min 18 m span Aircraft should rest on both wheels during frequency measurements. Issued: October 2009 1.1
1.2 Elevator control and trim system 1.2.1 Control system see diagram 1 1.2.2 Elevator deflections and tolerances up: 35 + 1 mm 1.38 + 0.04 in. down: 30 + 1 mm 1.18 + 0.04 in. to be measured at 70 mm (2.76 in.) from hinge axis which is at the outboard end of the elevator. Measure against the fixed part. 1.2.3 Elevator stops The elevator stops are located at the base of the control column and can be adjusted with a 10 mm open ended spanner. 1.2.4 Elevator control circuit free play With the control stick held fixed in its centre position the total free play at the trailing edge at the inner end of the elevator must not exceed 2.5 mm (0.1 in.). 1.2.5 Trim The automatic trim mechanism must not be adjusted. When installing a new Bowden inner cable it is important to have min. 3 mm free play between the stop clamp Nicopress 871-17-J and the trim release handle 4R9-24, see sketch The bungee interconnection between wing flap lever 9St9 and elevator control rod 4R10-74 (see diagram 3) is to be replaced when worn or when elongated. The length in unstretched condition y must be 223 mm (8.8 in.). The interconnection consists of 2 mm diameter. bungee wound around 3 times. Issued: October 2009 1.2
1.3 Rudder control 1.3.1 Rudder control circuit see diagram 2 1.3.2 Rudder deflections and tolerances 197mm (7.76 inch) (29 ) +5mm (-.2 inch) measured at 394 mm (15.5 inch) from the hinge axis. This is at the lower end of the rudder. It is easier to measure the distance at the side of the rudder. The distance x see sketch is than 397 mm. 1.3.3 Rudder stops The rudder stops are located at the lower hinge pedestal and can be adjusted with a 4mm Allen key wrench. x 1.3.4 Axial free Play The maximum allowable free play at the lower hinge point is 1 mm (0.04 inch) The maximum allowable clearance at the upper hinge point is 5 mm (0.2 inch) lower rudder hinge Issued: October 2009 1.3
upper rudder hinge 1.3.5 Sealing the rudder The rudder is sealed on both sides. On the outside with Mylar tape and inside the fin with V-sealing tapes These sealings are not to be removed. If damaged it should be replaced, see section 4.8.3 Issued: October 2009 1.4
1.4 Aileron and wing flap control 1.4.1 Control circuit see diagrams 3 and 4 2 springs (9St08) at the aileron control rod 4R10-73 provide additional aileron return forces to improve flight handling qualities especially at positive wing flap settings. 1.4.2 Deflections and tolerances Aileron deflections: up 38 ± 3 mm (1.5 + 0.12 in.) down 21 ± 3 mm (0.83 + 0.12 in). measured at 145 mm (5.71 in.) from hinge axis (at inboard end of flaperon against the fixed part at the wing root), wing flap setting -1 (-4 ). Wing flap deflections: up -1 (-4 ) 0 ± 1 mm (0 + 0.04 in.) 0 (0 ) 10 ± 2 mm (0.39 + 0.08 in.) down L (+12 ) 40 ± 3 mm (+1.57 + 0.12 in.) measured at 145 mm (5.71 in.) from hinge axis against the fixed part at the wing root. 1.4.3 Stops The aileron stops are located as follows: Control stick displaced to the right: Stop located at the control stick mounting shaft 9St4. Control stick displaced to the left: Stop located at the control column mounting 1R03-74. The stops can be adjusted with a 10 mm open end spanner. The wing flap stops are by the cut outs in the wing flap-airbrake guide plate 9St14 and are not adjustable. The locking plate at the wing flap handle 9St9 which actuates as dent for the notches in the wing flap guide plate 9St10 is exchangeable if TN LS10-2 instruction 1 b) has been performed. The locking plate 9St9/6 must be fixed with 2 bolts M4x10 DIN933-8.8 BIC to 9St9. The bolts must be secured with Loctite 243. The locking plate 9St9/6 must be exchanged if more than 2 mm (0.08 in.) have been grinded away. If the plate is not yet removable TN LS10-02 instruction 1 b) must be performed. 1.4.4 Free play The max. free play measured at the trailing edge of the flaperons measured at 145 mm (5.71 in.) from hinge axis (inboard end) should not exceed +1 mm (+0.04 in.) The control stick and the wing flap handle should be in neutral position. To take the measurement fix the flaperon of the opposite wing. With both flaperons fixed, a maximum free play of +2 mm (+0.08 in.) at the top of the control stick is allowed. Issued: December 2011 TN LS10-02 1.5
1.4.5 Complete readjustment Should it be necessary to completely reset the flap and aileron control, proceed as follows: Preparations 1. De-rig the glider. 2. Remove the fairings from the wings and from the control surface horns. Then unscrew the horns (Allen key wrench) and loosen the lock nuts at the rod ends (Adjustment is made by rotating the complete drive). Basic adjustment wings 3. Move the flaperon so that the centre line of the longer leg of the inner flaperon bell crank 9St26 is nearly perpendicular to the wing trailing edge web. Use a torch to look inside the wing via the cut out for push rod 9St30/1 to check the position. 4. Fix push rod 9St32 with a clamp at the root rib in this position. Move the flaperon to the 0 position see section 1.4.2. Adjust the inboard control surface horns to this position and reinstall to the flaperons. Don t forget to reinstall the shims 9F51. 5. Adjust the rod end of pushrod 9St32 so that the angle between bell crank 9St35 and root rib is 15, see sketch. 6. Don t secure the bolts with Loctite but tighten the counter nuts. Basic adjustment fuselage 7. Set the wing flap handle to 0 flap setting. 8. Adjust the rod ends so that wing flap pushrod 9St41 and the pushrod 9St7 have the angles between the rods see sketch. Produce patterns with these angles from cardboard or plywood to perform the adjustment. 9. Don t secure the bolts with Loctite but tighten the counter nuts. Issued: October 2009 1.6
Basic adjustment wing flap control 10. Assemble the wings to the fuselage, fix the control stick in its vertical position. Set the wing flap handle to flap setting -1 (-4 ). 11. If the flaperons have different displacements on left and right hand side adjust at pushrod 4R10-175 which is connected directly to the control stick 2R03-049. The displacement must be exactly the same on both sides. 12. Note the flaperon displacements. De-rig the glider. Determine how far the length of push rod 9St32 must be corrected. To accomplish this move each flaperon from the position flush to the fixed part at the wing root to the measured displacement and measure the movement of the push rod against the root rib. Adjust the rod end accordingly. Rig the wings again and check if the flaperons are flush to the fixed parts at the wing roots. If not repeat the procedure.. Basic adjustment aileron control 13. Set wing flap handle to flap setting -1 (-4 ). Remove the fixture of the control stick. 14. Adjust aileron control stops so that you achieve the aileron displacements see section 1.4.2. 15. Fix each flaperon flush to inboard fixed part at the wing root and to outboard fixed part at 18 m wing tip extension. Adjust the outboard control surface horns and reinstall to the flaperons. Don t forget to reinstall the shims 9F51. Check of the flaperon deflections and fine adjustment 16. Check the wing flap deflections according to section 1.4.2. If they are not in the tolerances at positive flap settings you may try to alter the -1 (-4 ) setting to within its tolerances. 17. Set wing flaps to L and check if aileron deflections are symmetrical. If not you may try to change the amount of shims 9F51 between control surface horns and flaperons to achieve symmetric displacements. 18. Check wing flap deflections and aileron deflections (at flap setting -1 (-4 )) again. 19. If all deflections are in their tolerances secure all bolts with a small amount of Loctite 243, fix counter nuts. 20. Reinstall the fairings to flaperons and wings. Glue the wing-side fairings with Polyester resin to the wings and the flaperon-side fairings with Polyester resin to the lower ends of the control surface horns. Issued: October 2009 1.7
1.5 Airbrake control, wheel brake 1.5.1 Control circuit see diagrams 5 and 6. The wheel brake cable is connected to the airbrake torsion shaft (part 9St13). 1.5.2 Adjustment a) The airbrakes must retract at their outboard ends first. When the airbrake cap is flush with the wing surface at the outboard end, the inboard end must be 2-4 mm (0.08-0.16 in.) above the wing surface. If not, modify see section 1.5.5. With the modification a value of 3 4 mm (0.12 0.14 in.) shall be adjusted. b) Airbrake over-centre locking force: Adjustment is at the short airbrake rod 9St45 in the airbrake box. For adjustment install the tool 9V21 onto the bell crank 9St42. Adjust push rod 9St45 so that you need approx. 120 N (26 lbs.) at the measuring point of 9V21 to lock the airbrake. Check if the airbrake cap is flush with the wing surface. If necessary you might elongate 9F45 by rotating the rod end ½ turn. c) Symmetrical retraction: Assemble the wings to the fuselage. Retract the airbrakes slowly until the first airbrake cap is flush with the wing surface at the inboard end. If the other airbrake cap is still more than 2 mm above the wing surface remove that wing and adjust the length of pushrod 9St43 at the rod end at the root rib. d) Assemble the wing again and check if the locking force on the airbrake operating handle 3R6-58 is between 150-200 N (33-44 lbs.). e) In the locked position the clearance between the front end of the airbrake operating handle 3R6-58 and the cut out in the wing flap-airbrake guide plate 9St14 shall be 12 mm + 2 mm. If the clearance is not in these tolerances adjust at the rod end in the rear end of airbrake operating handle 3R6-58. f) Wheel brake adjustment: The wheel- brake can be adjusted by a screw on the end of the Bowden cable housing, located on the forward undercarriage fork above the brake actuating lever. Adjust the Bowden cable so that you can just pull the airbrake handle into the parking brake notch. The wheel brake must lock the wheel, if not install new wheel brake pads. 1.5.3 Airbrake stops The stops for the airbrake handle are by the cut-outs in the wing flap-airbrake guide plate 9St14 and are not adjustable. Issued: October 2009 1.8
1.5.4 Free play Free play in the airbrake control system is not detrimental. The airbrakes themselves at their hinges should not have so much free play that they hit the wing surface instead of entering into their boxes during retraction under air loads. 1.5.5 Adjustment of the airbrake retracted position see section 1.5.2 a) 1. Remove the bolt fixing the upper airbrake plate to the outboard bell crank. 2. Drill out the 4 rivets which fasten the U-bracket 9F49 to the airbrake plate. Use a 3 mm (0.118 in.) drill. Remove 9F49. 3. Enlarge the 6 mm hole at which the outboard bell crank was screwed to the airbrake plate to 7 mm (0.276 in.) diameter. 4. Insert a new bracket 9F49 into the upper airbrake plate and bolt it together with the airbrake plate and with the bell crank, but don t fasten the nut. Move the bell crank as far as possible in outboard direction relative to the airbrake plate, fasten the nut. 5. Retract the airbrakes and measure the distance of the inboard edge of the airbrake cap to the wing surface. If the desired value of 3-4 mm is not reached, you must repeat items 3 and 4. 6. Enlarge the hole in steps from 7 mm to 8 mm (0-314 in.). 7. Drill the 3 mm (0.118 in.) rivet holes through the existing holes in the airbrake plate into bracket 9F49. Fasten 9F49 with 6 aluminium pop rivets type Fero 3 x 6.5 AL Mg5 with steel pin to the airbrake plate. Issued: October 2009 1.9
1.6 Undercarriage 1.6.1 Main undercarriage 1.6.1.1 Undercarriage control circuit see diagram 7, undercarriage see diagram 8 1.6.1.2 Adjustment a) Extended Landing gear locking with wheel extended, see sketch below. Length of pushrods 4R2-90 and 4R2-112 must be adjusted so that landing gear handle 4R2-87 can be locked into rear guide detent only by using force. Adjustment of overcentre lock min. 5 mm (.2 in.) without force b) Retracted The landing gear is held in retracted position by handle 4R2-87 in forward guide detent. Issued: October 2009 1.10
1.6.1.3 Free play Play between outer drive 1R2-84 and inner drive 3R2-202 occurs as a result of overload and is not permitted. Deformations in this region can only be verified with items 1R2-84 and 3R2-202 taken out and cannot be compensated by adjustments. In this case both parts must be exchanged together because of being drilled in a jig as a pair and fitted together. 1.6.2 Tail wheel Disassembly of the tail wheel 1. Remove the M 8 nut 3. Remove the axis 4. Take out the tail wheel 1.6.3 Tyre pressure main wheel 3,5 bar 50 psi tail wheel 2 bar 29 psi Issued: October 2009 1.11
1.7 Tow hooks 1.7.1 Tow release circuit see diagram 9 1.7.2 Adjustment With the tow release handle fully pulled, both hooks must definitely be fully open. With the handle loose, both hooks must be completely closed. Cable length must be such that 10 mm <0.4 in> play at the tow hook handle exists with landing gear extended and hooks closed. 1.7.3 Damages The ring muzzle of the C.G. hook should not be bent or ground down and move easily. If the muzzle is damaged, the tow release has to be exchanged and repaired by the manufacturer (Tost). 1.7.4 Removing the tow hooks see section 4.5 and 4.6. 1.7.5 operating and maintenance instructions For further information refer to the operating and maintenance instructions for the release mechanism. (See sect. 0.4 of this maintenance manual) Issued: October 2009 1.12
1.8 Water ballast system 1.8.1 Water ballast release circuit see diagram 10 and 11 1.8.2 Detailed description of the systems The LS10-s, -st water ballast system consists of 2 independent systems. System 1 consists of the outer and centre wing tanks (approx. 83 kg / 183 lbs total) and a fin tank (left hand dump valve) (3,9 kg / 8,6 lbs). All tanks of system No.1 are controlled via the forward water ballast control handle installed on the RH side of the cockpit. Note: Up to ser. no. L10-014 only approx. 3,6 kg (7.9 lbs.) can be filled into the fin tank of system 1. closed open fin tank outer and center wing tanks Issued: October 2009 1.13
System 2 consists of the inner wing tank (approx. 106 kg / 234 lbs total) and a fin tank (right hand side outlet) (4.6 kg / 10.1 lbs). All tanks of system 2 are controlled via the rear water ballast control handle installed on the RH side of the cockpit. closed open fin tank inner wing tanks 1.8.3 Wing tanks The wing tanks are constructed as integral tanks. 3 tanks per wing with one dump valve per tank. Adjustment must be done together with the fin tank dump valve system see section 4.4. 1.8.4 Fin tanks Both fin ballast tanks are constructed as integral tanks. Adjustment must be done together with the wing tank dump valve system see section 4.4. Issued: October 2009 1.14
1.8.5 Dump times: After any adjustment work on the water ballast system the dump times must be checked.. The dump times of the fin tanks should be checked at every annual inspection. The following values shouldn t be exceeded: Tank Ballast mass [l] Max. dump time [s] fin tank right 4,6 115 fin tank left 3,9 80 wing tanks outboard 2 x 15 80 wing tanks centre 2 x 25 125 wing tanks inboard 2 x 55 125 Ballast masses are approximate values. They may differ from glider to glider. Tolerance: Slightly longer dump times of the wing tanks (max. 10%) are acceptable if the corresponding fin tank dump time is not longer than the dump time of the wing tanks. Otherwise the C.G. may shift behind the aft limit during dumping. Issued: October 2009 1.15
1.9 Mass balance and weights of control surfaces After repairs or repainting the control surfaces weights and moments should not exceed the following limits. Surface Mass Moment spring balance reading see instructions below kg kg kg cm kg cm kg kg N N (lbs.) (lbs.) (lbs.in.) (lbs.in.) (lbs.) (lbs.) / / max. min. max. min. max. min. max. min. Rudder 5,20 4,30 3,260-1,020 0,083-0,026 0,81-0,25 11,46 9,48 2,830-0,885 0,182-0,057 / / Elevator both halves 1,60 1,30 4,590 3,060 0,361 0,241 3,55 2,36 together 3,53 2,87 3,984 2,656 0,797 0,531 / / Flaperon 4,00 3,40 6,730 4,080 0,464 0,281 4,55 2,76 inboard 8,82 7,50 5,841 3,541 1,023 0,620 / / Flaperon 4,40 3,80 4,380 2,040 0,327 0,152 3,21 1,49 centre 9,70 8,38 3,802 1,771 0,721 0,336 / / Flaperon 18 1,25 0,95 0,683 0,408 0,079 0,047 0,77 0,46 m wing tip 2,76 2,09 0,593 0,354 0,173 0,103 / / Note: Before any changes to the mass balance weights are made, contact DG Flugzeugbau. Method for determining control surface moments Elevator and rudder: Remove the control surface and hang it friction free on two hinge points. Measure with a spring balance at the trailing edge of the control surface. Flaperons and elevator: It is important that these parts are positioned upside up. The elevator must be hung at inboard and outboard hinge. Measure both halves separately and sum up the values. Flaperon: Use the procedure described in sect. 4.9. Control surface measuring point distance behind hinge line mm in. Rudder lower end 394 15,51 Elevator inboard hinge 127 5,00 Flaperon inboard flaperon root 145 5,71 Flaperon centre 1. hinge from root 134 5,28 Flaperon 18m wing tip flaperon root 87 3,43 Issued: October 2009 1.16
1.10 Fore and aft play of the wings 1.10.1 At the fuselage a) With the aircraft fully rigged, move the wings fore and aft to determine at which lift pin the most play exists. b) Derig the glider. c) Screw out the lift pin and insert a distance washer (inside diameter 16.5 mm(.65 in.)) and screw in the pin again. Tighten the lift pin. d) Rig again and check the free play. 1.10.2 At the wing tip joint (option) a) Check see above. b) Roughen the area around the lift pin and attach a distance washer inside diameter 10.5 mm (.41 in.) thick with a suitable metal adhesive (e.g. Stabilit Express). Note the total thickness of the washers at the root rib with a waterproof marker pen. c) Rig the wing tips again and check the free play. 1.10.3 Tolerances Free play should be adjusted if you hear a rattling sound when moving the wings backwards and forwards. The max. amount of free play can also be determined as follows: Measure the free play at each lift pin with a feeler gauge. Sum up the free play. At fuselage: The free play of all 4 pins together should not exceed 0.5 mm. At the wing tip joint: The free play of the 2 pins together should not exceed 0.5 mm. Issued: October 2009 1.17
1.11 Static and pitot system 1.11.1 System description See diagram 12 1.11.2 servicing No special service necessary but check static sources for cleanliness regularly. 1.12 Drain holes Issued: October 2009 1.18
1.13 Cockpit canopy 1.13.1 Canopy locking and emergency release function: Measure force required to open canopy emergency release according to following steps (If this measurement or an operational check is performed without a helper, the spring for the canopy emergency jettison LS hook (Röger hook) at the rear upper end of the canopy becomes deformed and must be exchanged!): (a) "Pilot" in seat with spring gauge. (b) Both canopy locking levers opened. (c) Helper holding front canopy end must hold canopy on opener to avoid lifting of canopy by gas spring. (d) Force required to open right side emergency release max. 15 kg <33 lbs>. (e) After force measurement, the pilot pushes the canopy emergency jettison LS hook (Röger hook) free and lifts the canopy at opening levers, the helper still holds the front end on the opener. With canopy fully open, the helper pushes the connecting pin upward and engages canopy to opener by turning drive lug anti-clockwise. When emergency release force is too high, grease all moving parts, contact DG Flugzeugbau if necessary. 1.13.2 Function of the LS latch (Röger hook) for canopy emergency release Measure the required force to lift the canopy rear edge to move the pin at the canopy out of the spring at the fuselage): Reference value 8 to 15 kg <18 to 33 lbs> If the required force is lower, the spring must be exchanged to ensure proper functioning of the canopy emergency jettison. 1.14 Main structure and secondary structure No secondary structure existing Issued: December 2011 TN LS10-02 1.19
1.15 Power Plant (only LS10-st) 1.15.1 Arrangement: see diagrams 14-17. You will find a part list with the designations and the reference numbers for the power plant parts in section 8 of this manual. 1.15.2 Engine: Air-cooled engine Type SOLO 2350 with electronic single magneto ignition. Direct drive of propeller. No generator, no throttle operation, no starter motor. Further engine data can be found in the manual of the engine manufacturer, see section 0.4 of this manual. Caution: If you don't operate the engine for periods longer than 2 months you must preserve your engine according to the instructions in the engine manual. The same applies for any overseas transportation. 1.15.3 Exhaust Muffler: Special development for the LS10-st by SOLO (Exhaust silencer 2500770). 1.15.4 Propeller: Type: KS-1G-079-L-050-W Propeller fixed to crankshaft flange allows tilting against elastic rubber stops, see diagram 15. A hexagon head on the propeller front side allows engine ground run starting for maintenance by use of an external starter motor. Propeller mounting and rubber stops must regularly be checked for play and wear. Axial play of propeller on its axle is not approved. Axial play should be shimmed symmetrically on both propeller sides. Maximum allowable propeller track 5 mm <0.197 in> With correct propeller track, pre-set load of rubber stops allows pulling force of 50N ±10N <11 ± 2lbs> to touch propeller flange and prop trailing edge. Issued: October 2009 1.20
Note: Two bolt heads of the propeller mounting act as signal provider for the proximity switch (RPM measurement). These bolts have additional shims under the bolt heads. When re-fitting a propeller mount, make sure not to forget those shims or to fit them in other places! See also section 1.19.13. 1.15.5 Ignition system: a) spark plugs: Electrode gap 0.5 mm (o.02 in.). Type see section 8.1. b) Ignition system: Ignition coils (Type Prüfrex MTZ 120/1 or compatible) are placed at front end of crankcase. Distance between magneto wheel and ignition coils 0.3 to 0.4 mm <0.0118 to 0.157 in> 1.15.6 Propeller stopper see diagram 16 For engine extend/retract the propeller stopper fixes the propeller in vertical position. It swivels into the propeller plane automatically depending on engine mount position, required force comes from a small gas strut. Stopper adjustment by gas strut end clamp movement on lift cylinder (see diagram 16). Correct clamp position leaves at least a gap of 2 mm <0.0787 in> between stopper and engine mount with engine fully extended (i.e. stopper out of propeller plane). Position of stopper extended into propeller plane is defined by a stop at the engine mount. Issued: October 2009 1.21
Propeller stopper gas strut inspection: Retract engine so that stopper is fully at stop, turn propeller away from stop arm. Force required to move stopper rubber perpendicular to its front plane to the rear between 20 and 25 N <4.5 to 5.6 lbs>. Removing force from stopper, this must immediately return to extended position. Nil noticeable play at both gas strut end bearings and propeller stopper bearing permitted. 1.15.7 Decompression valves See diagram 17 With the cockpit lever in CLOSED position, both decompression valves must be fully closed and between deco valve coupling ( -bridge ) and operating roller a gap of at least 1 mm <0.04 in> must be existent. (See diagram 17 and sketch below). With cockpit lever completely pulled back (position OPEN ), both deco valves must be open resulting in easy turning of the propeller. Adjustment of operating Bowden cable possible by use of adjuster at engine mount cable end as well as cable terminal at cockpit deco lever. Keep an eye on the Bowden cable end at the engine mount. The Bowden cable outer should not slip out of the adjustment screw at the power plant during engine extension-retraction! Issued: October 2009 1.22
1.15.8 Tightening torques and locking: For all screwed joints at the engine, the following torque values from the engine manufacturer are valid: Item Nm mkg ft*lbs Ignition plug 20 2.04 14.75 Decompression valves 20 2.04 14.75 Hub (on crankshaft) M12 x 1 left-hand thread Cylinder head nuts M6, width over flats 9 mm Cylinder head nuts M8, width over flats 12 mm 50 5.10 36.90 12 1.22 8.85 20 2.04 14.75 Cylinder base studs (Necked down bolts) M8 13 1.325 9.585 Power plant axle in fuselage side thread 70 7.14 51.6 Power plant axle counter nut 50 5.10 36.90 Other bolts and nuts M4 3 0.31 2.21 M6 10 1.02 7.37 M8 23 2.34 16.95 Slotted bolts and M3 0.9 0.092 0.665 corresponding nuts M4 2 0.204 1.475 M5 4 4.08 2.95 All bolts screwed into engine, which cannot be secured by self-locking nuts must be secured with Loctite 243. All locked and secured bolts are marked with red paint which also marks the respective component at that particular point. Whenever a bolt has to be tightened or taken off, the red paint should also be removed and only renewed after the bolt is once again securely attached with Loctite. Issued: October 2009 1.23
1.16 Retraction - Extension Mechanism (only LS10-st) 1.16.1 Layout see diagram 18 20 and 16 1.16.2 The retraction-extension mechanism The electromechanically controlled extension-retraction system consists of a sealed electromechanical lift cylinder with a trapezoidal spindle and 12 V motor. In parallel to the lift cylinder a gas strut compensates part of both engine weight and aerodynamic forces. A propeller stopper holds the propeller in vertical position for extension-retraction operation. It is swivelled into the propeller plane by gas strut. 1.16.3 Extension force of the gas-strut The gas strut condition can be checked by measuring engine travel time on the ground. Extend time is about 10-13 seconds. Retract time with propeller vertical is about 1-2 seconds above extend time. When measured values differ from these values, gas strut and lift cylinder must be inspected (see section 3.5.1) and possibly be exchanged. Time measurement conditions: room temperature, fully charged batteries, operation via ignition switch. Issued: October 2009 1.24
1.16.4 Adjustment of engine position fully extended, retaining cable and cable stops Fully extended position is defined by gas strut position. a) Extend limit switch adjustment by positioning cam block on switching rod. With the the limit switch operating, the distance between gas strut rod end bracket and gas strut housing must be 212 ± 2 mm. In this position, the engine mount must not touch any surrounding structure and the gas strut must not be at its internal stop. b) Check: In fully retracted position (engine rests on stop block in engine bay) and engine bay doors disconnected (FRP yoke removed) the gas strut must still have free travel. c) Adjust retaining cable length using screw at rear of engine bay such, that cable is just tight with engine fully extended. Wire secure adjusting screw (see diagram 20). d) Position the retaining cable stop sleeve for engine position retracted 480 mm <18.9 in> below cable connection to engine (see diagram 20). Issued: October 2009 1.25
1.16.5 Position switches a) Limit position switches 1. Retraction limit switch: Switch at left side in engine bay, operated by inlet manifold (see diagram 14, item 18). Retraction limit switch operates when rear crankcase rests on plastic stop block on engine bay floor. 2. Extension limit switch: Upper switch at lift cylinder outer tube, operated by cam on switch rod (see diagram 19, item 8). Extension limit switch adjustment must prevent gas strut from reaching internal stop with engine fully extended. (see section 1.16.4). b) Intermediate position switches 1. First intermediate position switch: Lower switch at lift cylinder tube operated by lift cylinder switching rod (see diagram 19, item 11). Switching point in fixed distance from extend limit switch operating position by non-adjustable gate. 2. Second intermediate position switch: Switch at left front of engine mount operated by propeller stopper (see diagram 16, item 3). Adjust the adjustment screw at the propeller stopper to operate the switch as soon as the stopper is fully extended with its stop touching the engine mount. Issued: October 2009 1.26
1.17 Fuel system (only LS10-st) 1.17.1 Layout see diagram 22 up to ser. no.. L10-014 and 23 from ser. no.. L10-015 on. 1.17.2 Tanks Main tank and feeder tank together form the fuel tank. Fuel outlet in feeder tank via finger filter. Near the carburettors an excess fuel line with built in restriction separates. up to ser. no. L10-014: The excess fuel line runs back into the feeder tank. A check valve is installed in the line to prevent fuel from draining out of the carburettors with engine retracted. From ser. no. L10-015 on: The excess fuel line runs directly to the top of the main tank. Both tanks are made from FRP material and use a copper mesh to avoid static charge. Copper mesh of both tanks is connected to aircraft ground terminal by ground wires. Refuelling is possible only via the built in re-fuelling pump (filler hose in the baggage compartment). Main tank: Main tank in baggage compartment above wing spar connection carries about 10 Litres <2,64 US gallons>. The ventilation and overflow lines start at the front end of the tank. Also there is the Main tank full optical sensor and from ser.no. L10-015 on the inlet for the excess fuel line positioned. Feeder tank: The feeder tank behind the landing gear box and below the main tank contains about 2 Litres <0,528 US gallons> of fuel and is connected to the main tank by a short hose. The refuelling line is connected to the feeder tank.. Up to ser. no. L10-014 the excess fuel line is connected the feeder tank too. At the bottom is the drain valve. At a slightly higher position the engine fuel is taken out. At the rear the optical Reserve Fuel sensor is positioned. Issued: October 2009 1.27
1.17.3 Fuel pumps Electrical fuel pump: The electrical fuel pump is mounted at the rear side of the feeder tank. Electrical supply from the electrical system, controlled by the DEI-NT. When the DEI-NT fuel pump switch is in AUTO position (normal operation) the pump is controlled by the automatic engine operation system and the electrical supply comes via the DEI-NT. The electrical fuel pump cares for engine fuel supply as long as the membrane pump is not able to do so. During engine operation, the electrical fuel pump is automatically switched off as soon as engine RPM exceeds 4900 RPM for more than 10 seconds. When the DEI-NT fuel pump switch is in ON position, the pump runs as soon as the main switch is ON (Continuous operation). Electrical supply in this case via the control unit. Pump feed performance is being checked by fuel flow measurement. Open the fuel supply line below the carburettor branch and place the hose end into a metering bowl. Switch pump ON and measure time for 1 litre <61 cu. in>. Maximum time allowed is 130 seconds. Mechanical fuel pump: The mechanical fuel pump at the left side of the engine mount below the engine is driven by the vacuum pulses from the engine crankcase and operates only when the engine runs. An excess fuel line with built in restriction runs back to the feeder tank diverging near the carburettors. The excess fuel line limits the fuel pressure at the carburettors. Issued: October 2015 TN LS10-03 1.28
Re-fuelling pump: The electrical refuelling pump is also fixed at the rear side of the feeder tank and is the only means for refuelling. Electrical supply is via the electrical system, controlled by DEI-NT. Push button for actuation located in the instrument panel. The filling line with fuel-tight quick connector is located in the baggage compartment. With ignition off the refuelling pump starts after one press, a second press on the switch stops the operation. When the maximum fuel level is reached, the DEI-NT automatically terminates refuelling. 1.17.4 Fuel cock The fuel cock is mounted on the right hand fuselage wall below the wing root between the tank and the electric fuel pump. The cock is controlled by a diameter 2 mm (0.08 in.) piano-wire from the cockpit. The stops are located directly at the lever of the fuel cock. 1.17.5 Fuel filter Fuel filters in fuel lines are installed at the right and left hand side of the landing gear box. One filter each in the engine supply and the refuelling line. The filters can be visually checked, when the wings are de-rigged and the baggage compartment floors removed. Note: When installing fuel filters, take care of flow direction (arrow on filter housing). 1.17.6 Fuel level measurement Fuel level measurement in both fuel tanks by optical sensors. Main Tank: Sensor at tank front end for maximum tank level. This information is used for automatic switch-off of refuelling pump and DEI-NT full tank volume indication. Feeder Tank: Level sensor at feeder tank rear side indicates reserve fuel amount. DEI-NT indicates when reserve fuel level is reached. Issued: October 2009 1.29
1.18 Carburettor (only LS10-st) 1.18.1 Type: 2 carburettors without throttle control Fuel/Air mixture control: The fuel delivery to the engine is controlled by a jet each and was optimized by the manufacturer. Changes or corrections of jets should be approved by the manufacturer. See also Solo 2350 engine manual. 1.18.2 Cleaning To clean the carburettor or to exchange nozzles it is important to install the sealings and the membrane in the correct order see sketch. 1.18.3 Dust shield The carburettors are protected by a dust shield against dirt contamination. Operating the engine without the dust shield, except for conservation purpose according to engine manual section 5 is not permitted. Issued: October 2009 1.30
1.19 Electrical system Caution: Before doing any work on the electrical system, isolate the power supply by switching off the main switch. The batteries should also be disconnected before working. In addition the plugs from the wiring leading to control unit or DEI-NT shall be sealed with tape when they are removed from the control unit or from the DEI-NT. 1.19.1 Layout see wiring plans drawings 9E4 (LS10-s) and 9E2 (LS10-st) enclosed to this manual. 1.19.2 Batteries Main batteries: 2 batteries 4BR-255 (7 Ah lead acid gel batteries with plug-in terminals) installed in the seat shell in front of the control column below a removable cover. The batteries are wired in parallel to supply 12V/14Ah. Battery in the fin (optional): 3BR-199 made from 2 batteries 6V/7Ahwired in line. Additional battery (optional): 4BR-255 at the right hand side of the landing gear box. This battery may only be installed if no ELT is installed. Batteries in baggage compartment (optional): 2 more batteries may be installed in the baggage compartment, one battery per floor. The mass of one battery and holder is limited to 2.5 kg (5.5 lbs.). The batteries must be wired parallel to the other batteries (additional and fin battery) or preferably via a separate switch. Wiring must be from min. 2 mm 2 (AWG 14) wires. Recharging is via the 12 V socket in the main bulkhead. To charge, switch off the main switch. You don't need to remove the batteries for charging. Issued: October 2009 1.31
Warning: Use only automatic chargers suitable for sealed liquid acid batteries. To charge the batteries to their max. capacity such a charger with a max. output voltage of 14.4 V is required (most chargers supply only 13.8 V). A suitable charger Z 08 is supplied by DG Flugzeugbau. Note: Don't charge longer than for 1 week. 1.19.3 12 V Socket The socket is located in the fuselage main-bulkhead (lower right hand side above the seat shell). It is used for: - battery charging - to provide power for external accessories Required plug see section 8.2. Connection of the socket terminals: centre pin is positive. Caution: The 12V socket is not switched by the master switch. It is live as long as the circuit breaker in the instrument panel is ON (see section 1.19.6). 1.19.4 Master Switch The aircraft is supplied with a master switch (no separate engine master switch). The master switch supplies in on position electrical power to all systems. LS10-st: The master switch is located in the panel at the front seat end below the DEI-NT. LS10-s: The master switch is mounted in the instrument panel. Issued: October 2009 1.32
1.19.5 Wiring The wire gauges are given in the wiring plan 9E002 (LS10-st) and 9E004 (LS10-s) at the end of the wire No. in mm² or in AWG. Shielded wires may be identified by circles at their ends. Specification AWG mm² MIL-W_22759/16-10 -WS 10 6 MIL-W_22759/16-14 -WS 14 2 MIL-W_22759/16-16 -WS 16 1,3 MIL-W_22759/16-18 -WS 18 0,9 MIL-W_22759/16-22 -WS 22 0,4 MIL-C_27500-22 TG1T14 22 0,4 with shielding MIL-C_27500-22 TG2T14 2x22 2x0,4 with shielding RG 174 with shielding JCJ / IEZ584-3 2x24 2x0,22 NiCrNi with shielding LiYCY 4x0,25 with shielding 94F8128 18 1 high flexible wires located at the engine Instead of wires from the MIL specifications mentioned above suitable wires approved for aircraft use from other aircraft or MIL specifications may be used: Operating range min.: -55 C up to 105 C (-67 F up to 220 F), in the engine compartment up to 150 C (300 F), operating voltage 600 V. 1.19.6 Circuit breakers and fuses 1. Battery main fuses are flat plug-in fuses directly at the batteries under removable front seat. One fuse per battery, 15A (blue). Caution: Condition of battery main fuses must regularly be checked. Failure of one battery limits available battery capacity considerably. 1. On the instrument panel: (see wiring plans 9E002 (LS10-st 9E004 (LS10-s) a) Circuit breaker for radio (3A) b) Free Circuit breaker, e.g. for transponder, turn and bank indicator or artificial horizon (3A) c) Circuit breaker for electrical variometer (2A) d) Circuit breaker for 12V socket (4A) Issued: October 2009 1.33
2. Only LS10-st: For the following circuits self resetting fuses are incorporated in the DEI-NT: a) Fuel pump ( AUTO -Mode) (4A) b) Re-fuelling pump (4A) c) Proximity switch (0,2A) 3. Only LS10-st: For the following circuits self resetting fuses are incorporated in the control unit: a) DEI-NT with appliances supplied by DEI-NT (5A) b) Fuel pump ( ON -Mode) (4A) c) Engine extension-retraction (7A) From 1.19.7 on only LS10-st 1.19.7 Control unit (only LS10-st) The control unit (Aluminium-box) is fitted in front of the seat shell and is accessible after removal of a GFRP cover. All gaps of the housing must be sealed with aluminium or copper tape against dust and for electromagnetic screening. The control unit has the following functions: 1. Extension-retraction control. The extension-retraction relays are integrated in the control unit. 2. The control unit contains self-resetting fuses for various power plant circuits (see section 1.19.6). Caution: Make sure that the wiring harness plug is positively screwed to the control unit box. 1.19.8 Engine elapsed - time indicator (only LS10-st) The total engine-time counter is integrated in DEI-NT. It starts counting above 100 RPM or when ignition voltage is available, i.e. it also counts both total time and remaining operation time (until the fuel will be used up) (see Flight Manual Section 7.14.2.4 D) correctly after failure of engine RPM sensor. 1.19.9 Electric pumps (only LS10-st) Electrical pumps are for engine fuel supply and re-fuelling of tanks. For description see section 1.17.3. Issued: October 2009 1.34
1.19.10 Power plant extension-retraction mechanism (only LS10-st) See also sect. 1.16 The automatic extension and retraction is controlled by the control unit (see sect. 1.19.7) The extension-retraction motor will be switched off at the end limits by position switches (see sect. 1.16.5). Caution: If the proximity switch (see sect. 1.19.13) is defective (short circuit) a safety interlock in the DEI-NT prevents the engine from being retracted automatically with the propeller not in the correct position. The retraction of the power plant must be done with the manual switch. The DEI-NT will display the failure message RPM Pickup and show???? instead of the RPM. The proximity switch must be exchanged prior to the next engine start. 1.19.11 Manual extension-retraction switch (only LS10-st) Manual extension-retraction is controlled by a switch at the panel below the DEI-NT. Operation of this switch overrides the automatic extension-retraction system. The automatic system will be switched on again when you operate the ignition switch. Warning: Manual extension-retraction circumvents the safety circuits in the DEI-NT. Therefore it is possible to retract the engine manually with the propeller still turning or in a position not vertical! 1.19.12 Position switches for the power plant (only LS10-st) see sect. 1.16.5. Issued: October 2009 1.35
1.19.13 Proximity switch (only LS10-st) The inductive proximity switch at the engine gets pulses from two bolt heads on the back of the propeller flange, see diagram 15. It switches the following functions: 1. Activation of the retraction mechanism and indication in the DEI- NT 2. Impulses for RPM measurement To activate the proximity switch two bolt heads opposite each other holding the propeller swivel bearing brackets are being used, they are opposite the proximity switch with propeller position vertical. Both these bolt heads are shimmed for correct distance to the switch. During any work, these shims must neither be forgotten nor misplaced! Required clearance between bolt heads and switch 0,5mm ±0,2mm <0.02 in ±0.008 in>. With clearance too large RPM measurement functions incorrectly, with too small a clearance danger of collision exists. Lock proximity switch tightly with the counter nuts. If the switch comes loose or a damage of switch results in false RPM measurement and the automatic extension-retraction system will be inoperable. With a defective switch, the DEI-NT will display an error message RPM Pickup and shows???? in the RPM position of the display (see Flight Manual, section 7.4.2.4 D). Issued: December 2011 TN LS10-02 1.36
1.19.14 refuelling pump system (only LS10-st) Start the pump by pressing the push button located at the instrument panel. Ignition must be switched OFF. Electrical supply for the refuelling pump is via the on-board electrical system, control via DEI- NT. A second press on the switch interrupts re-fuelling. When the maximum fuel level in the main tank is reached, a built in device automatically switches off the pump. Note: When the push button is operated with ignition ON, the electrical supply to the electrical fuel pump which feeds fuel to the engine is interrupted. This function allows inspection of the impulse fuel pump operation during ground test runs. 1.19.15 Connector plugs between fuselage and engine (only LS10-st) Electrical connection between fuselage and engine are at the following places: - Multiple plug and socket at engine mount (Proximity switch, propeller stopper switch and ignition) - Multiple plug and socket at lift cylinder (position switches) - Ground connection of engine mount (Eye ring at lift cylinder connection) Caution: Multiple plug and socket connectors are equipped with gaskets. When re-assembling, make sure of correct gasket fitting. Issued: October 2009 1.37
1.19.16 DEI NT= (Digital Engine Indicator) (only LS10-st) Description of display and functions see Flight Manual section 7.4 - RPM measurement fully digital, counting pulses from proximity switch. - Fuel level measurement see section 1.17.6. Functions: The following functions are controlled by DEI-NT: a) Via ignition switch - With ignition OFF, ignition coils are shorted out and automatic extension-retraction as well as propeller position control activated. - With ignition ON, electrical fuel pump and engine extend are activated. b) Via proximity switch (see section 1.19.13) - prevents automatic retraction of engine with propeller not in correct position. Warning: With connector pulled from DEI-NT, ignition is no longer shorted out, i.e. ignition is ON Therefore do not turn propeller! Caution: With faulty proximity switch the DEI-NT displays an error message and shows???? instead of RPM value (see Flight Manual section 7.4.2.4 D). Caution: Make sure that the wiring harness plug is positively screwed to the DEI-NT housing. Note: If a new DEI-NT or a replacement DEI-NT should be installed, you have to report your actual elapsed engine time to DG Flugzeugbau to enable them to adjust the new DEI-NT to that value. Issued: October 2009 1.38
2 Inspections 2.1 Daily inspection see flight manual section 4.3 2.2 Regular inspections 2.2.1 After 200 flight hours and during the annual inspection Check the rudder cables for wear especially around the S tubes on the rudder pedals. Worn rudder cables should be replaced (see section 4.2). Check the sealing of the rudder (see section 1.3.5). 2.2.2 Annual inspection It is recommended to use the Checklist section 9.3) Execute all items of the daily inspection (see flight manual section 4.3). Inspect all bolted connections and locking devices i.e. locknuts, split pins etc. Check all metal parts for adequate greasing and rust prevention. (see section 3.3). Check the control surface deflections (see sections 1.2 up 1.4). Check the free play in all control circuits (see section 1.2up to 1.6) Check and exchange if necessary the locking plate at the wing flap handle (see section 1.4.3). Check the fore and aft play of the wings (see section 1.10). Check the canopy emergency releases according to section 1.10. Check the fin ballast tank system according to section 1.8.4 Check the power plant. Tow hooks: The operating and maintenance instructions for the release mechanisms, see sect. 0.4.4 of this maintenance manual have to be followed. Empty weight and centre of gravity: These should be checked at least every 4 years during the annual inspection and after repairs or modifications. Issued: December 2011 TN LS10-02 2.1
2.2.3 Every 3 months Check the emergency canopy release according to flight manual sect. 7.16. 2.2.4 Casual inspections Tow hook After out landings in high grass or on soft ground, check C.G. hook for contamination or damage. C.G. weighing A new C.G. determination either by weighing or by calculation (see section 5) must be performed: (a) When equipment has been altered compared to valid equipment list. (b) After removal or installation of propulsion system. (c) After all other work influencing weight and balance a weighing may be waived, when result can reliably be achieved by calculation (see Flight Manual section 6.3). A new C.G. weighing (see section 5) must be performed: (a) Even with equipment unaltered at least every 4 years during the annual inspection. (b) After all other work influencing weight and balance, when result cannot reliably be achieved by calculation. 2.2.5 Maintenance of the power plant see section 3.5. Issued: October 2009 2.2
2.3 Inspections after a heavy landing The whole aircraft Check that the tail plane is still properly aligned in the vertical and horizontal axis. Check the wing oscillating frequency with respect to previous checks. Wings Check the wing pins and bushes for any deformation - are there any white areas around the bushes? Root ribs Are there any cracks at the rib/wing skin joint or rib/spar joint? If so, remove any paint or filler to see if the crack continues into the structure. Any white areas around the bushes? Outer skins Crushing, cracks, delaminations? Note: hairline cracks from the edges of the airbrake housing and on the wing leading edge running along the span are harmless, if these don't enlarge when you press on the wing shells. Flaperons Crushing, cracks, delaminations? Hinge mounts checked? - Control circuit drives checked? Fuselage Fuselage wing connection: White areas, increased free play, bent lift pin tubes, difficult assembly? Torsion check: Hold the fuselage fixed and from the top of the fin try to turn the fin around the fuselage. Does the fuselage show any excessive deformation? Are any cracks made visible while applying this torsion? Issued: October 2009 2.3
Fuselage - fin intersection: Check for cracks. Remove gel coat and any filler along the cracks. Apply pressure to the fin (push the fin towards the nose as well as applying torsion). Do the cracks penetrate the glass fibre structure? Disassemble the rudder and check the glued connection of the fuselage end bulkhead and the fin trailing edge web. To check the elevator control circuit and the bulkhead attachments in the fin area, the tail wheel and the cover plate in the wheel box should be removed. When reassembling seal the cover plate with silicone. Tail plane attachment: Increased free play? Cracks in the fin top rib, deformation of the mounting bracket, tail plane attachment bolts loose or deformed? Rudder mounts: Increased free play? White areas in the glass fibre, bent rudder hinge pin supports? Fuselage skin: outside: cracks, nicks, folds? inside: white spots, zigzag white lines, cracks? Has any bulkhead become loose? To check remove the seat shell. Front main bulkhead Cracks? Check shoulder harness attachment. Check landing gear attachment. Belly harness attachment points: Check seat for cracks/delamination around fixing points. Check safety harness condition, check lap belt fixing at seat. Controls: Check for proper functioning and condition of all controls and adjustment mechanisms (i.e. rudder pedal adjustment, tow release, air brake, control column and trim etc.). Instruments: Proper functioning? Dirt in the static ports or in the pitot probe? Issued: October 2009 2.4
Engine compartment: Check for damage of the walls. Does the engine retract without scratching the side walls? Do the engine doors fit as well as before? Check the condition of the fire resistant paint. Check spindle drive for unusual noise during operation. Undercarriage: Check to insure if properly aligned? No bent forks? Proper extension and retraction? Any dirt in the pivots of the LG forks? Any white areas or cracks in the wheel box? Remove the baggage area floor panels and inspect the wheel box from above. Undercarriage control circuit condition. Is there free play between actuating lever and rear upper fork? Tail wheel Any cracks or white patches around the attachment? Remove tail wheel and check tail wheel box. Check tyre pressure. In addition: Execute all checks of the daily inspection according to flight manual section 4.3. Issued: October 2009 2.5
2.4 Inspection procedure for increase of service time 1. General The results of fatigue tests of wing spar sections have demonstrated that the service time of GFRP/CFRP gliders and motor gliders may be limited to 12000 hours, if for each individual glider (in addition to the obligatory annual inspections) the airworthiness is demonstrated according to a special multi-step inspection program particularly with regard to the service life. 2. Dates When the glider has reached a service time of 3000 hours, an inspection must be done in accordance with the inspection program mentioned under point 3. If the results of this inspection are positive or if any defects found have been duly repaired, the service time of the glider is extended by another 3000 hours to a total of 6000 hours (first step). The above inspection program must be repeated when the glider has reached a service time of 6000 hours. If the results of this inspection are positive or if any defects found have been duly repaired, the service time of the glider is extended to 9000 hours (second step). When the glider has reached a service time of 9000 h the above inspection program must be repeated. If the results of the inspection are still positive, or if any defects found have been duly repaired, the service time may be extended to a total of 10000 hours (third step). Proceed analogous when reaching 10000 and 11000 hours (4. + 5. step). 3. Ask the DG Flugzeugbau for the necessary inspection document. When you request the inspection document, the following data should be submitted: Model/Type, Registration, Serial Number and the operating hours at which the inspection will be performed. A charge will be made for the inspection document. 4. The inspection must only be done by a licensed repair station or inspector. 5. The results of the inspections have to be recorded in an inspection test report wherein comments are required for each inspection instruction. If the inspections are done outside the DG Flugzeugbau facilities, a copy of the records must be sent to DG Flugzeugbau for evaluation and information. Issued: October 2009 2.6
3 Maintenance 3.1 General maintenance See also flight manual section 8. Exterior surfaces of the fibre reinforced plastic parts The surfaces are coated by a UP-gel coat or by PU paint (Option). This gel coat is protected by a hard wax coating which has been applied during production with a rotating disc ("Schwabbel" procedure). Do not remove the wax, because this would lead to shading, swelling and cracking of the surface. In general, the wax coat is very resistant. As soon as the wax coat is damaged or worn, a new coat has to be applied. If you store your aircraft often outside, this may be necessary every half year! "Schwabbel" procedure: The best method is with an electric power buffer as we do in the factory. Also an electric drill may be used. Speed approximately 2000 RPM. Two packages of special cloth discs (Schwabbelscheiben) have to be installed. A block of hard wax has to be pressed against the rotating discs. By doing so, the wax becomes hot and is taken up by the cloth. The hard wax and the cloth discs should be purchased from the DG Flugzeugbau factory. Wax Part-No. 70000121 Cloth disc Part-No. 70000600 You get the best effect when polishing 90 to the micro scratches of the sanding process. Note: Make sure that the surface does not get too hot, otherwise the finish will be damaged. Therefore move the polishing machine all the time, and do not stay on one spot! Issued: October 2009 3.1
Plexiglas canopy: Small scratches on the exterior surfaces of the canopies can be removed by the "Schwabbel" procedure (see above). Lock the canopies to the fuselage! Metal parts: The pins and bushes for rigging the aircraft are not surface protected and must be covered with grease all the time (see section 3.3). The other metal parts, especially the control stick and all handles, should be preserved with metal polishes occasionally. 3.2 Maintenance of the airframe The airframe is service free except for the care of the surfaces (see above) and greasing and oiling of the control system and all pins (see section 3.3). After a landing in a soft field, the undercarriage box and tow hook should be thoroughly cleaned. Issued: October 2009 3.2
3.3 Greasing and oiling Once a year your glider should be carefully checked and all bearings, including control surface hinges, should be cleaned and greased if necessary. The various greasing points are as follows: Flaperon drive connections at the flaperon. Airbrake drive connection - in airbrake box, also grease the brake paddle pivots. Remove the seat shell and grease all the pushrod guides except for plastic guides, hints see below. Grease all the bearings associated with the control column Remove the baggage compartment floors and open the baggage compartment rear cover to grease all bearings. Grease the rudder pedal adjustment slide. Oil all hinge points on the undercarriage in the undercarriage box. Clean and grease all control surfaces hinges. Clean and grease the control hook-ups for flaperon, airbrake and elevator control. Clean and grease all pins and bushes of the wing and tail plane attachment. Clean and grease the power plant see sect. 3.5. Note: The greases we recommend are lithium based pressure-resistant anticorrosion greases or lithium-soap greases (multi-purpose greases for rolling element bearings). Use thin engine oil e.g. SAE 5W30. Caution: The sliding guides of the following parts should not be greased: - Airbrake control system part 4R6-47 on rod 4R6-51 (2 Teflon sleeves), see diagram 5. If these parts have been greased inadvertently you have to disassemble the parts and to clean them completely with Acetone. Caution: All pushrods slide in maintenance-free Nylon ball guides (elevator and flaperon control, landing gear control): Don t grease or lubricate these guides. Issued: October 2009 3.3
Note: The following sliding guides are maintenance-free and must not be greased. But in case of excessive friction you may proceed as follows: Remove the pushrod and clean pushrod and guide. If there is still too much friction you may apply a small amount of Molykote grease BR2 (-30-130 C <- 22 F to 266 F >) or Molykote grease 33 (-70-180 C <-94 F to 356 F>) - Wing flap control system: rod 9St39 in 9R65 (2 PA bushes), see diagram 3. - Wing flap control system: handle 9St39 on 3R06-58 (2 IGUS sleeves), see diagram 3. - Elevator control/trim: Bush in trim locking mechanism 9EP4 (1 IGUS sleeve), see diagram 1. - Rudder control: pedal adjustment 3R14-16 on guide tubes 4R14-18 and 9St36 (2 IGUS sleeves each), see diagram 2. - Landing gear handle 4R2-87 (2 IGUS sleeves), see diagram 7. The following bearings contain maintenance-free metal-polymer compound material, which requires no lubrication: - Engine tower attachment (2 units) - Switch rod for position switches (1 unit, see diagram 19, item 2) - Propeller swivel bearing on crankshaft flange (2 units) Issued: December 2011 TN LS10-02 3.4
3.4 Damage of the airframe Before every flight, especially after a longer period of non-use, an inspection should be carried out. Check for any small changes such as small holes, bubbles and uneven areas on any skin surfaces, as these signal that something may be wrong. With major damage, contact DG Flugzeugbau factory immediately and send photographs and a damage report from a licensed inspector or from an appropriately rated mechanic. With this information, the correct repair procedures can then be determined. Minor damage such as small cracks and holes in the skin surfaces (as specified in the repair manual) can be repaired by a certified repair station. Additional information, such as a listing of all materials used in your aircraft can be found in the repair manual. Home repairs should not be attempted when: the main spars or the spar ends are damaged or major fittings on the wings, fuselage or tail plane are broken out or white patches are noted around them in the laminate! When areas are so badly damaged that component parts cannot be repaired without special jigs for proper positioning and alignment! Whenever it is necessary to cut into undamaged areas to execute repairs! Issued: October 2009 3.5
3.5 Servicing the Engine Caution: If you don't operate the engine for periods longer than 2 months you must preserve your engine according to the instructions in the engine manual. The same applies for any overseas transportation. 3.5.1 25 hour inspection These maintenance and inspection items at the engine must be performed every 25 hours of engine time. Items No. 1, 2, 5, 6, 9, 10, 26 and 27 must be performed again at least 1 year after the related 25 hours inspection. This inspection should then preferably be combined with the annual inspection. Inspection checklists for signing off and keeping in log are provided in section 9. 1. Clean engine and engine mount, general visual check. Look out for leakages and damage to engine housing and exhaust silencer. Engine and fuel system 2. Turn engine by hand with deco valves open and closed and watch out for unusual noises, stiff operation etc. 3. Exchange spark plugs against new ones. 4. Remove spark plug caps, check condition and tight fit on plug. If need be, also exchange cap. When plugs only are exchanged, check tight fit on new plugs. With loose fit, plug caps must also be exchanged. 5. When deco valves are not tight, disassemble valves, check condition and use soft wire brush for cleaning. 6. Check exhaust silencer, exhaust manifold and fixings for cracks. 7. Check condition of deco valve operating cable. Check deco bridge and connection of bridge to deco valves for tight fit. Deco valves in position closed must seal completely (no audible hissing noise when turning engine by hand). For adjustment see section 1.15.7. 8. Check all engine nuts and bolts for tight fit using torque wrench. (For torque moments see section 1.15.8). When bolts which are secured with Loctite are to be retorqued, they must be removed, cleaned, reassembled and secured again. Issued: October 2009 3.6
9. Exchange fuel filters of fuel supply and re-fuelling lines. Filter positions see diagrams 22 and 23, type of filter see parts list section 8. 10. Check fuel lines for condition, chafing marks, tight fit and fuel tightness. Check especially those lines at engine mount for tightness, which are partly covered by metal gauze. Switch ignition on for fuel pump operation. Damaged fuel lines or ones discoloured due to heat or stiff ones must be exchanged. 11. Measure fuel flow of electrical fuel pump (see section 1.17.3). Engine mount 12. Inspect engine mount for deformation and cracks. 13. Inspect engine mount support in fuselage for play. Propeller stopper 14. Check rubber element of propeller stopper for damage and tight fit. Check propeller stopper mounting at engine mount for play and ease of movement. 15. Check gas strut of propeller stopper, see section 1.15.6. No noticeable play allowed in propeller stopper mountings at engine mount and in gas strut mountings. Lift cylinder and gas strut 16. Clean lift cylinder and gas strut. Check functioning. 17. Check mountings of lift cylinder and gas strut at both ends for play. Oil both mountings if required. 18. Check engine extension time: at first measure according to section 1.16.3. When measured time is longer than that provided, check gas strut and exchange if required. (Oil on rod is a sign of wear). When gas strut is ok, check lift cylinder: Disconnect lift cylinder from engine mount. With a fully charged battery the lift cylinder should reach at least a speed of 18 mm/sec. < 0.7 in/sec.>. (Caution: Avoid lift cylinder moving against internal stops!). When the speed is lower, contact DG Flugzeugbau. Issued: October 2009 3.7
Retaining cable 19. Inspect retaining cable for wear and kinks. 20. Inspect thimble, brass bushing and bolt of attachment to engine for wear. Check retaining cable adjustment, see section 1.16.4. Engine bay doors 21. Check door hinges for tight fit and cracks and hinge bolting for tight fit. 22. Check condition of door opener (GFRP yoke): Inspect yoke for damage, connection of yoke to doors free of play, mountings of opening rollers and stop at yoke free from play. Propeller 23. Check propeller mounting for wear and play. 24. Check propeller rubber stops on crankshaft flange (wear, cracks) and proper attachment. 25. Inspect propeller for damage according to propeller manual. Electrical system 26. Proximity switch: Check attachment at bracket and connection to engine housing for tight fit and cracks. Check sensor gap adjustment: for value see section 1.19.13. 27. Check cables and electrical connections at engine. Check cable terminals for cracks. Note: Critical places may be covered by heat-shrink sleeves and must be cautiously freed. After inspection, re-fit new heat shrink sleeves ( see section 4.13 for instructions). 28. Check total electrical system for chafing, tight fit of all connectors and screw joints and general condition. Check function of all automatic circuit breakers and condition of fuses (see section 1.19.6). Issued: October 2009 3.8
Fuel tanks 29. Visual inspection of tanks for damage and leaks. 30. Check fuel level sensors: - Empty tank as described under item 11 either using fuel pump or drain valve until reserve sensor switches and DEI-NT shows reserve level. (see Flight Manual Section 7.4.2.4 D) Check level at feeder tank visually. - Refuel using electrical refuelling system until tank full sensor switches and DEI-NT displays maximum possible fuel level (see Flight Manual Section 4.2.5). Check level at main tank visually. Test run, Adjustment of maintenance timer 31. Perform engine test run. Warning: Engine test runs should normally be performed in flight. Whenever a ground run is required, never test without wings rigged! For details of test run procedure see section 4.18. 32. Reset DEI-NT maintenance timer (see Flight Manual Section 7.4.2.3) Issued: October 2009 3.9
3.5.2 Every 5 years Every 5 years a special engine inspection is due, which may be performed by either the engine manufacturer, an appropriately certified repair shop or an appropriately certified maintenance technician. 3.5.3 After 200 engine hours After 200 engine hours an overhaul is due. Apart from work described in section 3.5.1 the following steps are required: 1. Dismount engine and send to engine manufacturer. 2. Use new bolts, nuts and rubber elements during re-installation of engine to tower. 3.5.4 After a forced engine stop After a forced stop a special inspection of the engine must be performed either by the engine manufacturer or an appropriately certified repair shop. 3.5.5 Every 6 years Replace the gasket of the Drainer valve 3.5.6 When required 1. If the fuel tank is excessively dirty a thorough flushing of the fuel tank is required, exchange in addition the fuel filters. 4. The PU fuel hoses have no life time restrictions but must be exchanged on condition. Issued: October 2009 3.10
4 Detailed instructions for assembly and servicing work 4.1 Seat shell removal and reinstallation 4.1.1 Removal (1) Remove battery cover from front seat end (2 Camlock fasteners). (2) Only LS10-st: Remove 4 bolts holding DEI-NT at seat front and pull out DEI-NT to the front (in direction of flight). (3) Remove 8 bolts (8 mm thread) hexagon recess No. 5, watch for length and position of bolts, colour mark position of short ones! (4) Disconnect backrest base from seat, remove backrest. (5) Remove countersunk screws each (Philips recess) 4 pieces at left side along air brake/wing flap handle guide and 5 pieces at right side at landing gear lever guide. Remove T-shaped handle from pedal adjustment cable (5 mm thread, nut DIN 985-8zn). Hold with pliers at pressed-on end fitting to avoid cable twisting. (6) Loosen control stick opening cover, place air brake lever into forward position. (7) Swivel left side of seat upward. Carefully direct left lap belt fixing at seat over the elevator pushrod guide. To accomplish this move seat as far as possible to the right and bend the seat a little bit. Take seat out to upper left. 4.1.2 Reassembly (1) Inspect under seat region for foreign matter, tools etc. (2) Check steel strap in front of control stick existent. (3) Connect battery wires to batteries. (4) Rest right seat side on support and direct control stick into cut-out. (5) Direct pedal adjustment cable below steel strap into guide, place air brake handle into forward position. (6) When lowering the seat, direct tow release handle around seat edge and watch especially for left lap belt fixing, this should never be forced over the seat support and elevator pushrod guide. To accomplish this move seat as far as possible to the right and bend the seat a little bit. (7) Fix countersunk screws along left side air brake/wing flap guide and right side gear handle guide. (8) Insert remaining 8 mm thread bolts with a 5 mm Allen key wrench, watch bolt length and positions as noted before. (9) Only LS10-st: Push DEI-NT from the front into seat and fix. Don t kink the cable harness. Issued: December 2011 TN LS10-02 4.1
(10) Place battery cover to front seat end and lock the 2 Camlock fasteners. (11) Check control system after installation for proper operation (12) Only LS10-st: Check the DEI-NT for proper functioning. 4.2 Replacement of control circuit cables Control cables and connections For processing Nicopress sleeves refer to FAA "Aircraft Inspection and Repair FAA AC 43.13-1 A or later issue 1. Rudder cables Cable: B 3.2 MIL-W-83420 I/A resp. ISO 2020 (former LN 9374) zinc plated Steel thimbles: A 3.5 DIN 6899 Cable sleeves:nicopress NT 283M (28-3-M), 3 pressings required, with tool groove Oval M tool 64-CGMP 2. Tow hook operation and wheel brake Cable: A 2.4 MIL-W-83420 I/A resp. ISO 2020 (former LN 9374) A 2.4 LN 9389 corrosion resistant (C.G. hook) 2.5 DIN3055 corrosion resistant with steel core (C.G. hook) Steel thimbles: A 2.5 DIN 6899 Cable sleeves:nicopress NT 282GA (28-2-G), for pressing use tool groove Oval G of tool 64-CGMP. 1 press ( Stop sleeve: Nicopress NT S117J (871-17-J), use tool groove "J" of tool 51- MJ 1-press 3. Water ballast control Fuselage: Cable: A 1.6 7 x 7 MIL-W-83420 I/A or ISO 2020 (former LN 9374) Steel thimble:a 1.7 DIN 6899 Wings: Cable: 1,25mm D construction 7x7 DIN3055 stainless steel 1.4401 Steel thimble: A 1.7 DIN 6899 connected with screw nipple 4F5-120 Stop sleeve: Nicopress NT S117J (871-17-J), for pressing use a. groove "J" of tool 51-MJ, thereafter b. groove "G" of tool 64-CGMP, 1 press each in given sequence Only LS10-st 4. Deco valve Cable: A 1.6 7 x 7 MIL-W-83420 I/A or ISO 2020 (former LN 9374) Steel thimble:2,0 mm HC2 Cable sleeves:nicopress NT 281CA (28-1-C), for pressing use groove "C" of tool 64-CGMP. 1 press. 5. Engine retaining cable a) Connection to engine: see 1. b) Connection retaining cable to bungee: Nicopress NT 284P (28-4-P), Use 64- CGMP groove P. c) Stop sleeve: Nicopress NT S118J (871-18-J), use tool groove "J" of tool 51- MJ, 1-press Issued: December 2011 TN LS10-02 4.2
4.3 Adjustment and servicing of the control circuit 1. Always use new self-locking nuts according to LN 9348 or DIN985-8zn. 2. All bolts, not secured by self-locking nuts, must be secured with Loctite 243. Before using bolt, clean off Loctite residue from both bolt and internal thread. Use a drop of Loctite on bolt thread only to avoid damage due to excess Loctite during next bolt removal (see also section 4.14). 3. Protection against corrosion (humidity entering pushrods) required formerly used inspection openings to check minimum reach of thread to be discarded. Rod end bearings used may have different thread length with identical heads. Therefore, before adjusting rod end bearings, remaining thread reach must be checked by dismantling. Thread diameter*pitch Minimum Reach M8*1,25 (Standard) 17 mm <0.67 in> M10*1 (Fine thread) 17 mm <0.67 in> Rod end nomination Various versions possible PM6, various length versions Watch out during adjustments not to turn rod end bearings too far out. Caution: All locknuts (B) are either secured by Loctite 243 or by a spring washers (C) DIN 6798 I. Do not loose these serrated washers! C B A Issued: October 2009 4.3
4.4 Water-ballast system See diagrams 10 and 11, description see section 1.8. 4.4.1 Adjustment of the water ballast system Adjustment of wing-side and fuselage-side systems must be performed together. 1. De-rig the glider. Remove baggage compartment floors and holder 9R96 with additional battery or ELT. Basic adjustment fin tank valves: The valves are designed normal open. This means the actuating cable must be pulled on to close the valve. 2. Disconnect the cables B and C for the wing tanks control from the water ballast handles. 3. Rotate both handles backwards to open position. 4. Adjust the cables to the fin tanks at the water ballast connecting device (cables coming out of green and red tube) so that the tension springs RZ- 1131 are not quite tensioned. Issued: October 2009 4.4
5. Check fin tanks valves for tightness, one after the other. Fill in approx. 1 Liter of water and rotate the water ballast handles to the forward (closed) position. Remove filling hose and check for tightness. If untight the spring see item 4 must be tensioned a little more, test again. 6. The final check of the tail tank valves will be done together with the fin tanks. Basic adjustment wing tank valves: The valves are designed normal closed. This means the actuating cable must be pulled on to open the valve. 7. Install cables B and C again to the water ballast handles. Rotate the handles forward to the (closed) position. 8. Install the position of the water distributors I and II by repositioning the clamps 2-37 at the cables B and C thus that the distance x (see sketch) is approx. 40 mm <1.57 in.>. Issued: October 2009 4.5
9. Adjust the water ballast levers 9R67 at the fuselage side root so that a min. travel of 20 mm >.79 in.> (see sketch) will be achieved. To accomplish this move the clamp 9R68. Adjustment dump valves closed 10. Rig the inboard wing panels to the fuselage. 11. Rotate both cockpit water ballast handles forward to the closed position. 12. Check if all 6 dump valves are closed. If this is not the case proceed as follows: Inboard tanks: - De-rig the inboard wing panel with the valve open, loosen counternut (10 mm spanner) at the control rod 9F64/1 (at the root rib see diagram 11) and screw the bolt 1 turn into the pushrod. - Rig the inboard wing panels to the fuselage and check valves. Adjust again if necessary. Outboard and centre tanks - De-rig the inboard wing panel with the valve open, screw the elbow rod end which is mounted to bell crank 8F63 1 turn out of control rod 9F63/1 (at the root rib see diagram 11. Caution: Don t secure this rod end with Loctite or other means on the rod 9F63/1. - Rig the inboard wing panels to the fuselage and check the valves. Adjust again if necessary. Issued: October 2009 4.6
Adjustment dump valves open 13. Rotate both cockpit water ballast handles backward to the open position. 14. Measure the distance from fuselage lower side to the lowest edge of the valve cap. If this distance is not within the limits, the dump time may be different to the design values which may result in asymmetric ballast or in a C.G. out of limits during the dump time. - inboard tanks : X = 15 +/- 1 mm - centre tanks : X = 13 +/- 1 mm - outboard tanks : X = 11 +/- 1 mm 15. If the distance is not in the limits for a valve proceed as follows: Inboard tanks: See item 12. inboard tanks but in the opposite direction if the opening distance is too small. Outboard and centre tanks - As the valves of outboard and centre tanks are interconnected (see diagram 11) check first if the valves of both tanks are within limits. If the opening distance is to small proceed as follows: De-rig the inboard wing panel with the valve open, screw the elbow rod end which is mounted to bell crank 8F63 1 turn into control rod 9F63/1 (at the root rib see diagram 11. Caution: Don t secure this rod end with Loctite or other means on the rod 9F63/1. Issued: October 2009 4.7
- If the opening distance of 1 valve is within and the other valve is outside the limits proceed as follows: 1.) De-rig the wings and place them on stands, lower side up. 2.) Disassemble the valve cap 4F05-113 and the outer ring 4F05-112 from the centre valve (see section 4.4.2). Place the cap again on the valve lever, don t fix. 3.) Move the lever 8F63 at the root so far that the opening distance at the centre valve is within the limits and fix the lever in this position e.g. with a wedge between the lower end of lever and the root rib. 4.) Take out the valve cap 4F05-113 from the centre valve. 5.) Adjust the screwed in length of bolt 40r13-066 in coupling 4F09-119 by rotating the nut M5 (8 mm spanner) until the opening distance of the outboard valve is in the limits (see item 14). 6.) Install the valve cap 4F05-113 of the centre valve again, don t glue in the plastic cap 4F5-141. 7.) Rig the inboard wings and check if all valves close. If this is not the case readjust (see above). 16. Check the water ballast system for tightness. To accomplish this fill in min. 10 liters per tank. 17. De-rig the glider and secure all screwed connections worked on during adjustment of the water ballast system. Glue all plastic caps 4F5-141 which have been removed into the valve caps 4F5-113. Caution: Don t secure the elbow rod end with Loctite or other means on the rod 9F63/1. Issued: October 2009 4.8
4.4.2 Removal and installation of a wing tank dump valve Removal 1. Drill a 4 mm (0.16 in.) hole into the centre of the plastic cap 4F05-141. 2. Insert a small screw drive into this hole and pull out the cap. 3. Remove the lower M5 lock nut. This nut is mounted in the wrong direction to allow some swivel movement of the valve cap 4F05-113. 4. Screw out the outer ring 4F05-112 by use of the 2 holes in the ring with a suitable tool. 5. Unscrew the valve cap 4F05-113. Installation 1. Installation is the reverse of removal. 2. The upper lock nut must be fastened tight. 3. The lower lock nut should be screwed on so far that the valve cap 4F5-113 can be moved 0.5 up to 1 mm <0.02 0.04 in.> in axial direction. 4. A new plastic cap 4F05-141 must be used and glued in with Sikaflex 252. Make sure not to fix the lock nut with excessive glue. Issued: October 2009 4.9
4.4.3 Fixing leaking wing tank dump valves With a leaking wing tank dump valve proceed as follows: 1. Rig the glider. 2. Rotate both water ballast handles in the cockpit forwards to the closed position. 3. Check if all dump valves close completely. If not readjust the control cables according to section 4.4.1. 4. If the adjustment is correct you have to disassemble the valve cap 4F05-113 together with the rubber sealing from the leaking valve (see section 4.4.2). 5. Check parts, especially the sealing for the following defects: Defect Fix Rubber membrane seal dirty Rubber membrane seal worn Inscription at the rubber membrane seal faces towards the lower side Valve cap was fixed stiff Clean the rubber membrane seal and.the other parts thoroughly. The sealing does not take place via the conical parts of the valve but between the rubber membrane seal and the flat surface of the outer ring 4F05-112. Pull off the rubber membrane seal 32 x 63 x 3 from the valve cap and install a new rubber membrane seal in the correct sense, inscription showing inside the wing. Pull off the rubber membrane seal from the valve cap and install in the correct sense, inscription showing inside the wing. Some swivel movement must be allowed for the valve caps 4F05-113 to enable the rubber membrane seal to touch the sealing surface evenly. The nut must be mounted in the wrong direction, see section 4.4.2. 6. Reinstall the valve cap according to section 4.4.2. 7. Check the tank for tightness. Note: Glue in the plastic cap 4F05-141 not before you are sure that the dump valve is tight, as the plastic cap can t be removed without destruction. Issued: October 2009 4.10
4.4.4 Defective fin tank valves Leaking valves If one or both of the fin tank dump valves are leaking try to adjust the system according to section 4.4.1. If this is not successful you must exchange the leaking valve 9R44. To accomplish this a major composite repair is necessary as the valve can t be removed without cutting the fuselage shell. Ask the DG Flugzeugbau for a working instruction. Dump time (see section 1.8.5) too long With too long dump time of one or both fin tank valves first try to adjust the system according to section 4.4.1. If this is not successful you must suspect that one of the 2 springs inside the valve is defective. The valve 9R44must be exchanged. To accomplish this a major composite repair is necessary as the valve can t be removed without cutting the fuselage shell. Ask DG Flugzeugbau for a working instruction. Issued: October 2009 4.11
4.5 C.G. Hook System Removal and installation See diagram 9 Tools: General: 3/8" drive ratchet, 8 and 10 mm sockets, 8 and 10 mm ring- or open end spanners. Note length of bolts and positioning of washers for all assembly positions. Keep fixing bolts with plane during hook overhaul. The installation is shown on the next page. Removal of C.G. hook: (1) Remove canopy from fuselage according to Flight Manual section 7.16 with a helper after pulling emergency canopy release. (2) Disassemble seat according to section 4.1. (3) Beneath the seat, disconnect C.G. release cable from pulley, watch for spacer. (4) Disassemble C.G. hook from brackets at landing gear fork. (5) Pull hook downward. (6) Open screwed joints >2< below cable and >3< at lower end of drive lever for about 4 mm <0.16 in>, expand lever arms and remove cable end >1<. Installation of C.G. hook in reverse order, watch out especially for the following: (1) Exchange cable, when wear is considerable in the region sliding over the fork cross member PVC-cover (see also section 4.14). (2) Cable must be routed over cross member of landing gear fork. (3) For position of drive lever at circular segment and fixing bores see sketch below. (4) Bushing >7< between lever arms and below cable end avoids clamping of connector. (5) Grease cable connector >1<, set into bores at drive lever end and tighten at >2< and >3<. (6) Connect ground cable from control stick >4< together with forward fixing bolt >5<. (7) Connect cable to pulley under seat (spacer!) and check function of C.G. hook. To accomplish this you have to retract and extend the LG several times to check for correct routing of the Bowden cable. (8) For proper overcenter locking of hook system with LG extended and locked, 10 mm <0.4 in> of free cable travel must be available at cockpit T-shaped handle (see section 1.7). (9) Before installation of seat, check for non-existence of foreign matter. Issued: October 2009 4.12
Caution: The following items result in improper hook function: 1. Missing bushing >7< between drive levers below cable connector >1< 2. Cable below cross member of landing gear fork. 3. Wrong drive lever position at segment. 4. Use of other mounting holes at the hook. Issued: October 2009 4.13
4.6 Nose Hook System Removal and installation See diagram 9 Tools: 3/8" drive ratchet, 8 and 10 mm sockets, 3 and 4 mm hex head driver sockets, 10 mm ring spanner, 12 mm open end spanner. General: Note length of bolts and positioning of washers for all assembly positions. Keep fixing bolts >5< and >6< spacers and lever extension with plane during hook overhaul. Removal of nose hook: (1) Remove canopy from fuselage according to Flight Manual section 7.16 with a helper after pulling emergency canopy release. (2) Disassemble seat according to section 4.1. (3) Beneath the seat, disconnect C.G. release cable from pulley, watch for the spacer. (4) Pull pedals to rearmost position. (5) Disconnect trim weight holder from pedal guide at >1<. (6) Disconnect 2 bolts >2< at front end of canopy support from bracket, move support as far back into cockpit as possible, if need be disconnect gas strut at one end as well. (7) Disconnect both canopy support brackets including trim weight holder from nose bulkhead at >3< and move backward too. (8) Pull nose hook together with bracket backward from bulkhead. (9) Disassemble nose hook from bracket at >4< and >6<, watch for 4 spacers between nose hook body and bracket and for 1 spacer inside nose hook body at position >6<. (10) Disassemble drive extension with cable from drive lever at >5<. Issued: October 2015 TN LS10-03 4.14
4.4 Nose Hook System Disassembly and Assembly (continued) Assembly of nose hook is in reverse order, watch out especially for the following: (1) Insert spacer at position >6< inside hook body before assembly of lever extension. (2) When assembling nose hook into bracket, guide outside spacers into position using 12 mm open end spanner. (3) After assembly at >3< and connecting C.G. hook cable at pulley (spacer!) check proper function of both hooks. (4) For proper overcenter locking of hook system with LG extended and locked, 10 mm <0.4 in> of free cable travel must be available at cockpit T-shaped handle (see section 1.7). (5) Before installation of seat, check functions of pedal system and locking of pedal adjustment, function of canopy support, electrical and pneumatic installations of total instrumentation and check for nonexistence of foreign matter. Issued: October 2009 4.15
4.7 Removal and installation of the flaperons 4.7.1 Removal of the flaperons 1. To remove the flaperons you have to remove the 18 m wingtips. 2. Carefully break away the fairings from the control surface horns at the flaperons. Then screw away the horns (Allen key wrench 4 mm, 0.16 in.) Caution: Between control surface horns 9F27/1 and 9F27/2 and the flaperons a certain number of shims 9F51 may be installed. Mark the shims and install the same number at the same location when reinstalling the flaperons. 3. Screw off the bush 9F21/1 and remove it together with washer 5,3DIN125 St zn from the outboard hinge at the inboard wing (8 mm socket wrench). 4. Remove the internal sealing see section 0 on upper and lower wing surface (see section 4.8.3). 5. Hold the centre flaperon in the middle and shift it outboards to remove it from the wing. Caution: Due to the heavy mass balance weights and the slim geometry the flaperon will bend remarkable when removed. To reduce bending loads transport and store the flaperons upright. Best to transport by 2 persons. 6. Remove the self-locking nut M5 DIN985-8 zn and the washer 5,3DIN125 St zn at the inboard flaperon hinge (8 mm socket key wrench), 0.32 in.) 7. Remove the internal sealing see section 0 on upper and lower wing surface (see section 4.8.3). 8. Hold the inner flaperon in the middle and shift it outboards to remove it from the wing. Issued: October 2009 4.16
9. 18 m wing tip: When removed from the inboard wing the flaperon is held in place by the internal sealing only. So to remove the flaperon you have to remove only the internal sealings, see section 4.8.3. Shift the flaperon inboards for removal. 4.7.2 Reinstallation of the flaperons Prior to reinstallation clean and grease all hinge bushes and pins. Reinstallation must be done together with the installation of the sealings according to section4.8.1. 2 people are necessary. 1. Reinstall the inboard flaperon with 2 people. Use a new self-locking nut (M5 DIN985-8 zn) to secure the flaperon at hinge 9F16 (8 mm socket key wrench). 2. Reinstall the centre flaperon with 2 people. Be careful that the 2 pins of the centre flaperon engage in the bushes of the inboard flaperon. Then screw on the bush 9F21/1 together with washer 5,3DIN125 St zn (8 mm socket key wrench), secure with Loctite 243. 3. Reinstall the outboard flaperon to the 18 m wing tip. You have to install only the sealings to fix the flaperon. 4. Rig the wings to the fuselage and reinstall the inboard control surface horns 9F27/1 to the flaperons (bolts M5x16 DIN912-8.8zn). Secure bolts with Loctite 243. Don t forget to reinstall the correct number of shims 9F51. 5. Check the control surface deflection according to section 1.4.2. 6. If the deflections are within the tolerances reinstall the outboard control surface horns 9F27/2 (bolts M5x16 DIN912-8.8zn). Secure bolts with Loctite 243. Don t forget to reinstall the correct number of shims 9F51. 7. Reinstall the fairings to the control surface horns. Glue the fairings with Polyester resin to the lower ends of the control surface horns. Press fairings to horns to make sure that they don t chafe at the wing-side fairings during operation. 8. Check the external sealing (Mylar strips, optional) for any damage and replace if necessary. Issued: December 2011 TN LS10-02 4.17
4.8 Control surface seals and turbulators 4.8.1 Wings The LS10-s, -st are equipped with internal sealings on upper and lower surface. As an option Mylar strips may be installed to upper and lower wing surface to close the gaps. Note: To minimise the friction of the Mylar strips, the trailing edge of the strips should be chamfered. Apply a fine grinding paper (e.g. 400 grit) between strip and control surface and move it up and down in span wise direction to sand the trailing edge of the strip. Caution: Use only original materials see section 8. Otherwise the function of the sealings is not guaranteed. Sealings which are too loose may cause control surface flutter. 4.8.1.1 Wing upper surface sealing The Mylar strip sealing (optional) is installed at the trailing edge of the wing. The Mylar strip is glued to the wing with film tape at the leading edge of the strip. PVC tape is glued over the the leading edge of the strip so that the strip will not come loose. The leading edge of the PVC tape shall be 5 mm (1/5 in.) in front of the Mylar strip. 4.8.1.2 Wing lower surface turbulators A dimple tape is installed as turbulator. The trailing edge of the tape is located at distances a in front of the flaperon trailing edge. Position y a mm mm flaperon root 450 209 contour brake 3300 198 parting 7000 135 flaperon tip 8500 102 Caution: It is important to position the dimple tape in the exact position. Some mm misalignment may cause noticeable performance loss. In addition a Mylar strip sealing (optional) may be installed according to the wing upper surface (see section 4.8.1.1). Issued: October 2009 4.18
4.8.1.3 Flaperons internal sealings (1) Place wing vertically on padded supports with leading edge downward and secure at spar tongue or fork against toppling over. Remove the wing tip extension. (2) Cut Teflon tape to ample flaperon length and cover one edge with Tesafix 4965 adhesive strip (9mm wide) without pretension to avoid warping. One part for upper and one part for lower surface. (3) Clean bonding region on wing after flaperon removal from adhesive residues (eg. sandpaper 60 grit) and brush thinly with contact glue, let dry for half an hour. (4) Install the flaperons provisionally to the wings, deflect fully up and down and mark wing side trailing edge position on the flaperon using a pencil for both deflections. (5) Remove flaperons again. (6) Glue the inner Teflon sealing tapes to wing according to sketch below such that the tape ends about 2 mm (0.08 in) in front of the wing trailing edge. Remove masking from bonding film during bonding process. (7) Install flaperon completely, see section 4.7.2. (8) Bond adhesive film to flaperon such that its trailing edge is 1.5 2 mm <0.06 0.08 in.> behind the marking. At the hinge cut-outs a minimum of 3 mm (0.12 in) must remain. (9) Remove masking tape from flaperon-side bonding film and press Teflon tape on without undue pulling or warp, trailing edge tape = trailing edge film. (10) Deflect flaperon fully and cut surplus Teflon tape along wing trailing edge resp. 3 mm behind hinge cut-out. Be careful not to cut into the gel coat. (11) Proceed similarly to item 2 up to 10 with the flaperon at the 18 m wing tip. Caution: Operating the LS10-s, -st without at least one (upper or lower side) internal sealing is prohibited. Issued: October 2009 4.19
Material (see also parts list section 8): No. Denomination Required 1 Teflon-Glass tape 0.1*50mm <0.004*1.97 in> 33 m <108 ft> 2 Bonding film Tesafix 4965 translucent 9 mm <0.35 in> 33 m <108 ft> 3 Contact glue (Pattex) 4 Bonding film Tesafix 4965 translucent 9 mm <0.35 in> 33 m <108 ft> The material is sufficient for upper and lower surface of both wings. Measurements: a 3 mm <0.12 in> b 12 mm <0.472 in> c minimum 1 mm <0.039 in> d 2 mm <0.079 in> e 9 mm <0.354 in> f 1.5 2 mm <0.06 0.08 in.> f Issued: October 2009 4.20
4.8.2 Horizontal tail plane sealing (1) Apply layer of Tesa film 4104 to elevator leading edge. (2) Bond plastic sealing tape after removing masking tape to elevator upper side. Protect leading edge of sealing tape with Tesa film 4104 against warping. See drawings on following page. Note: Always tighten plastic sealing tape during bonding with 2 persons. (3) Bond Mylar sealing tape after removing masking tape to elevator under side as given on following page. Thereafter bond 3-D-Zigzag tape flush to leading edge of sealing tape. Material (see parts list section 9): No. Denomination Required 1 Tesafilm 4104 white 25mm <1 in> 7.0 m <23 ft> 2 Bonding film Tesafix 4965 translucent 9 mm <0.35 in> 2.3 m <7.55 ft> 3 Scarfed convex Mylar tape, 30 mm <1.18 in> wide 2.3 m <7.55 ft> 4 Bonding film Tesafix 4965 translucent 9 mm <0.35 in> 2.3 m <7.55 ft> 5 Straight Mylar tape, 22 mm <0,866 in> wide 2.3 m <7.55 ft> 6 3-D Zigzag tape 0.9 mm, 90 2.3 m <7.55 ft> Measurements: a 2 mm <0.08 in> b minimum 7mm <0.28 in> Issued: October 2009 4.21
4.8.3 Rudder sealing Material (see parts list section 9): No. Denomination Required 1 Scarfed convex Mylar tape, 30 mm <1.18 in> wide 2.3 m 2 Tesafilm 4104 white 19 mm <0.75 in> 2.3 m 3 Bonding film Tesafix 4965 translucent 9 mm <0.35 in> 2.3 m 4 V-type seal 2.3 m Measurements: c 2 mm <0.079 in> d 9 mm <0.354 in> e 13 mm <0.51 in> 2 e c 4 Issued: October 2009 4.22
4.9 Determination of the moments of the flaperons Due to the flexibility of the flaperons and the large number of hinges it is very difficult to determine correct values for the moments. For the measurement you need a long flat working bench or a similar device. You must produce holders according to drawing 9V96 (enclosed in this manual). Fit the holders to the flaperon hinge pins see sketches Flaperon inboard Flaperon centre Flaperon outboard Clamp the holders to the working bench with screw clamps. Remove the flaperon and adjust all hinge points to be in line. A max. tolerance of + 0.5 mm (0.02 in.) in up and down and fore and aft direction is allowed. Fix the holders to the bench when in line. Install the flaperon again and measure the load at the trailing edge at the measuring point, see sketch. spring scale loop of tape 9V96 x Spring scale should have a max. reading of 1 kg (10 N) or 2 lbs. 1 graduation should be 20 g (0.2 N) or 0.04 lbs. Control surface measuring point distance behind hinge line mm in. Flaperon inboard flaperon root 145 5,71 Flaperon centre 1. hinge from root 134 5,28 Flaperon 18m wing tip flaperon root 87 3,43 Issued: October 2009 4.23
Start measurement at a 5 degree down position and lift the flaperon slowly to a 5 up position. Read spring balance. Lower the flaperon slowly to the 5 down position. Read spring balance. The load will be lower. Use the average of both values for the flaperon moment. Execute this measurement min. 3 times to be sure that no measuring error occurs. The difference between up and down value should be no more than 40 g (0.018 lbs.). Otherwise the friction is too high and must be reduced first to obtain a reliable measurement. Issued: October 2009 4.24
4.10 Permanent Installation of fixed Ballast at rear Fuselage In special cases empty weight C.G. position may be shifted rearward to allow heavy pilots to fly with rearward in-flight C.G. positions. Therefore it is possible to install the following ballast at the tail: a) a battery 3BR-199 b) a heavy tail wheel hub S27 c) a trim weight (drawing 4R8-109) at the vertical fin shear web above the tail wheel box see sketch 1. Sketch 1: (Tail wheel box and lower rudder bearing not drawn). Washers B6.4 DIN 9021-Stzn Nuts M6 LN 9348 or M6 DIN985-8zn (width over flats 10 mm) Caution: The necessary holder (according to drawing 4R8-107b) is not installed as standard equipment. It may be installed according to section 4.11. Never dismount the trim ballast holder because its bolts and nuts are fixing points for the elevator control system! Removal and installation of the rudder (see section 1.3). Check for unobstructed movement of rudder and measure rudder deflections after work! After installation of permanent weight at rear fuselage, a new C.G. weighing must be performed (see section 5). Maximum weight of trim weight 4R8-109: approx. 2.45 kg <5.5 lbs>. Issued: December 2011 TN LS10-02 4.25
4.11 Installation of the ballast holder in the fin 1. Remove the rudder according to section 1.3. 2. Disassemble the 4 lock-nuts M6 DIN985 St zn which fix the mounting brackets 4R3-40 for the elevator bell crank to the fin shear web (see diagram 1). Be careful that the holders stay in place and don t slip inside the fin. 3. Slide the ballast holder 4R8-107b onto the bolts of the brackets 4R3-40. Be careful not to push the bolts forward inside the fin. 4. Fasten the ballast holder 4R8-107b with 4 new lock-nuts M6 DIN985 St zn (10 mm spanner) and washer 6,4 DIN9021 St zn 5. Install ballast according to section 4.10. 6. Install the rudder according to section 1.3 and check for clearance from the ballast and holder. 7. Perform a new weight and balance according to section 5. 4.12 Installation of equipment in the baggage compartment Equipment may be permanently installed if you respect the following limits: Maximum mass in baggage compartment: 5 kg (11 lbs) The max. mass secured on one half of the floor (left and right of fuselage centre line) should not exceed 2,5 kg (5.5 lbs.). You may fix the mass directly to the baggage compartment floor 9R89. Issued: October 2009 4.26
4.13 Working instructions for heat-shrink tubing To insulate various parts of the electrical system heat-shrink tubing is used. For repair and maintenance the heat-shrink tubing often has to be removed. For removal use a sharp knife. To insulate again slip a new piece of heat-shrink tubing over the part which is to be insulated. Use a hot air gun (min. 200 C, 390 F) to heat the tubing until it shrinks and gives a tight fit. 4.14 Securing with Loctite All bolts on the engine except for the retaining cable lead-through 4M01-22 (lock wire) which are not secured with self locking nuts have to be secured with Loctite 243. If a bolt can't be unscrewed you must heat this section with a hot air gun to reduce the locking force of the Loctite. Before reinstallation you have to clean the thread of the bolt and the inside thread from any remains of Loctite. For this procedure use Loctite 18896. If necessary recut the inside thread. Before you apply the Loctite, bolt and inside thread have to be degreased with spray cleaner Loctite 7063. Wipe off the bolt and clean the inside thread with compressed air. Repeat twice for inside threads. Apply only a small amount of Loctite on the thread. Too much Loctite may cause damage when you try to loosen the bolt again. With blind holes the Loctite must be applied to the thread in the hole and not to the bolt. All locked and secured bolts have to be marked with red securing paint which also marks the respective component at that particular point. Remove the old red securing paint before reinstallation of the bolt. Caution: Loctite must be used within 2 years of production date. The production date is printed on the bottom of the bottle. 96A means January 1996, 96B means February 1996 and so on. Issued: October 2009 4.27
4.15 Removal and installation of the power plant Tools: Ratchet, 8, 10, 17, 19 mm inserts, 12 mm hex head key, 19mm ring spanner Easiest removal and installation of engine is with wings de-rigged (see also diagrams 14 23). Disassembly of propeller not required. 4.15.1 Removal of the power plant (1) Empty main and feeder tanks completely, both via the drainer. (2) Extend engine completely, thereafter retract for about 5 degrees and switch master OFF. (3) Disassemble FRP-yoke for engine bay doors, mark fitting position and remove from bay. (4) Dismount fuel supply line to membrane pump at engine mount from the pump, close with appropriate bolt and secure with TyRap. (5) Disconnect engine retaining cable. (6) Disconnect deco-propstop-cable from deco lever, remove cable guide from engine mount. Caution: avoid kinking Bowden cable inner and outer! (7) Open electrical plug for ignition and proximity switch (6-pole plug at engine mount near mechanical fuel pump), disconnect fuselage side electrical harness from engine mount (remove TyRaps). Make sure not to loose the seal between both plug halves! (8) Take position switch cables away from lift cylinder (remove TyRaps) and disconnect plug for position switches. (9) Open plug for electrical supply of lift cylinder. (10) Mark vertical position of clamp with switch rod and position switches on lift cylinder. (11) Remove front bolt of clamp at lift cylinder and disconnect gas strut for propeller stopper. Re-fit bolt at clamp. (12) Remove M8 bolt between tower and lift cylinder, this also disconnects ground cable. Issued: October 2009 4.28
(13) Loosen M6 bolt between tower and gas strut. Push tower forward to take bolt out. Hold tower at crankshaft housing and lay down in engine bay. (14) Remove engine mount axle (bolt M12x200 DIN912-8.8 zn ), remove counter nut first. Take power plant out of engine bay. Re-fit axle. (15) Remove 4 bolts at base plate of lift cylinder and gas strut and take assembly with lift cylinder and gas strut out. (16) Secure fuel line, Bowden cable and electrical cables using Ty-Raps and adhesive tape. Connect retaining cable to tower axle bolt using a long Ty- Rap Caution: Fuel line, Bowden cable and electrical cables must be secured such that with engine removed they can t interfere with the fuselage control system. Check at maximum control system deflections! For inspection remove the rear baggage compartment cover. (17) Close engine bay doors and seal with fabric tape. (18) Perform C.G. weighing (see chapter 5) or calculation (see AFM section 6.9) Enter altered data in Flight Manual chapter 6 and the cockpit load on the cockpit data placard. Issued: October 2009 4.29
4.15.2 Installation of the power plant (1) Switch master OFF. Remove engine bay door tapes and open engine bay. (2) Undo fixing of retaining cable and of all electrical cables, Bowden cable and fuel lines. (3) Screw out engine mount axle. (4) Check correct assembly of lift cylinder and gas strut with base plate. (5) Check correct assembly of switch unit and switching rod on lift cylinder. The clamp should be as high as possible on lift cylinder. (6) Check correct assembly and ease of operation for propeller stopper at engine mount. (7) Assemble base plate with lift cylinder and gas strut into engine bay. Secure bolts with Loctite 243 and apply paint mark. (8) Place power plant into position and fit axle (bolt M12x200 DIN912-8.8 zn). Tighten axle with 70 Nm <51.6 ft.lbs<>. Lock axle bolt using a new self locking nut (M12DIN 985-8 zn), tighten nut with 50 Nm <36.9 ft. lbs.>. (9) Lift power plant unit to connect gas strut to engine mount. Use new M6 self locking nut (DIN 985-8zn). (10) Connect lift cylinder to engine mount, don t forget ground cable. Use new M8 self locking nut (DIN 985-8 zn). (11) Connect retaining cable to upper engine rear, use new M6 self-locking nut (DIN 985-8 zn). Because of possible structural damage, never extend engine fully without retaining cable connected. (12) Connect electrical plug for lift cylinder and limit switch unit and secure at lift cylinder using Ty-Raps. (13) Switch master ON, extend engine until retaining cable is tight and switch master OFF again. (14) Remove front bolt at lift cylinder clamp and assemble gas strut for propeller stopper. Issued: October 2009 4.30
(15) Position clamp with gas strut for propeller stopper, switch rod and limit switches on lift cylinder marking and check or adjust for the following conditions: a) Firstly position clamp vertically on lift cylinder and check propeller stopper function according to section 1.15.6. The clamp must not be rotated; check that gas strut ends are not tilted in bearings and swivel freely! b) Secondly check operating points of position switches at clamp: When the extend limit switch is operated by the cam block, adjustment values for lift cylinder gas strut and retaining cable described in section 1.16.4 apply. If this is not the case, adjust cam block position on switch rod. (16) Connect 6-pole plug for ignition and proximity switch and fix cables to fuselage at engine mount with Ty-Raps. (17) Connect decompression Bowden cable to deco lever, assemble Bowden cable outer adjuster at engine mount. Check for: With cockpit deco handle in CLOSED position, deco lever must not touch deco bridge (minimum clearance 1 mm) and both deco valves must be closed (No hissing noise when turning propeller by hand). With cockpit deco lever pulled OPEN, both valves must be open and stay open even during engine extensionretraction. If this is not the case, check and reroute cable. (18) Connect fuel line to membrane pump at engine mount and secure with cable clamp. Fix fuel line at engine mount against chafing with Ty-Raps. (19) Install FRP-yoke (use original, marked position). Issued: October 2009 4.31
(20) Functional check of sensors and limit switches: a) Extend engine completely using ignition switch, check proximity switch function (propeller position indicated on DEI-NT display). b) Turn propeller away from vertical and retract engine by ignition switch. Engine movement must stop in second intermediate position. Check that propeller tips have sufficient clearance from engine bay doors. c) Return propeller back to vertical and retract engine completely in automatic mode. Do engine bay doors close completely? d) Check operation of retract limit switch on DEI-NT display. Caution: Fuel line, Bowden cable and electrical cables must be secured such that with engine installed the they can t interfere with the fuselage control system. Check at maximum control system deflections! For inspection remove the rear baggage compartment cover. (21) Functional check of the engine: Fill tank according to Flight Manual 4.2.5 and either check engine in flight or perform ground run (See section 3.5.1 item 31 and section 4.18). Issued: October 2009 4.32
4.16 Removal and installation of the main tank Main tank removal and installation are only possible with wings de-rigged. 4.16.1 Disassembly of main tank (1) Drain main and feeder tanks completely via the drain valve (mounted behind LG box). (2) Remove rear baggage compartment cover 9R94. (3) Remove the fuel line to the feeder tank from the main tank. Close the line with an 8 mm pin.. (4) Disconnect electrical plug of tank full sensor at tank front end. (5) Disconnect ventilation line and from ser.no. L10-015 on also the return line from tank front side. (6) Disconnect ground connection from main tank and all Ty-raps. (7) Open forward (left and right) tank fixture at. (8) Take main tank out of fuselage to the front. Fix ground cable and ventilation tube on baggage compartment floor to avoid damage. (9) Close main tank openings for storage to avoid foreign matter entering. 4.16.2 Assembly of main tank Reverse steps as described under disassembly. Especially check tightness of main-tank to feeder-tank connection and ventilation tubes. Ensure proper connection of the earth wire. Issued: October 2009 4.33
4.17 Cleaning of Decompression Valves See diagram 17 Cleaning of both decompression valves at least every 5 years during the special engine inspection. 1 3 5 6 2 4 1 Front deco-valve 2 Deco-Bridge 3 Deco-operation cable 4 Deco-operation roller 5 Thermag nut 6 Engine mount Deco valves not air tight results in hissing noise during turning propeller by hand. If this is found although cockpit deco lever is in CLOSED position and operation roller free from deco bridge, this may indicate defective deco valves. Cleaning of deco valves: (1) Remove deco operating lever with roller <4>. (2) Remove deco bridge <2> between both valves (9 mm spanner), watch out for small washer, spacer, large washer and spring. (3) Remove deco valves <1> (19 mm spanner) and clean: Issued: October 2009 4.34
(4) Decarbonize valves using petrol and fine steel wire brush. Rod must move freely, if needed disassemble valve after removal of retaining ring. (5) For re-installation use new sealing washer and torque 20 Nm (20 Nm; <14.75 ft lb>) (6) Check for tightness: No hissing noise allowed when turning propeller by hand. If needed exchange complete deco valve (see parts list section 8). (7) Lateral stiffening angle of deco bridge <2> must be on left side, assembly sequence: spring, large washer, spacer, bridge, small washer, Thermag - nut <5> M6 (width over flats 9 mm) (8) Check clearance between deco bridge <2> and operating roller <4>, see section 1.15.7. Issued: October 2009 4.35
4.18 Engine ground test run Starting engine on ground is possible only with suitable external starter motor. For this purpose the central propeller bolt has a hexagon head for connecting the external starter motor. Warning: This starting procedure is explicitly not recommended, because the procedure requires a lot of care and wariness to exclude danger. Whenever possible test engine run in flight. Never do a ground run with wings not rigged. Secure plane at the fin using a suitable webbing strap against a tree or a heavy braked vehicle etc. External starter motor: 2 people are required, use for instance angle grinder with threaded pivot bolt, RPM range 750-3000 RPM (e.g. Bosch GPO 12 E), turning in clockwise direction (view from the front on the engine). Connect with long 16 mm socket on central propeller bolt. Warning: Route the grinder cable so that the propeller can t catch the cable. Helper at cockpit operates Deco valve lever: 1. Extend engine completely. 2. Fuel cock OPEN and ignition ON. 3. Deco-lever OPEN 4. Place angle grinder on central bolt and start. 5. After short run driven externally, CLOSE deco lever. Pull external starter away from propeller, engine RPM will increase, read RPM from DEI-NT, which should be between 4600 to 4800 RPM. A cold engine turns slightly faster (about 100 RPM), this comes back down after about 5 minutes. When the engine does not start or is reluctant to do so, check deco valves for proper closing: No hissing noise allowed when turning by hand. Issued: October 2009 4.36
4.19 Heavy Fuel Odour in Fuselage 1. Check all fuel line connections and fuel system part components for fueltightness; check especially connection between both tanks. 2. Check below tanks and fuel pumps for fuel discharge (The two stroke mix oil is visible for a long time). Check bonding of tank shells is fueltight. 3. Check ventilation line for free passage (The ventilation line is connected to front upper main tank side and terminates on left fuselage side behind landing gear box). 4. Check fuel lines to engine for free passage and tightness under fuel pump pressure (Switch electrical fuel pump ON ). Issued: October 2009 4.37
4.20 Replacement of the engine retaining cable Please refer to diagram 20 1. Extend the power plant. 2. Remove the engine retaining cable from the engine rear. 3. Support rear fuselage and remove tail wheel. 4. If not already installed cut an access hole into the tail wheel box dia. 32 mm <1.26 in.> (see sketch). This hole must be closed again, see below.. 5. Remove the safety wire from retaining cable lead-through part 4M01-022 at the rear end of the engine bay and screw out the lead-through. 6. Pull out the bungee together with the lead-through and fix a small cable to the rear end of the retaining cable with tape. 7. Cut off the retaining cable in front of the lead-through and take care that the bungee pulls in the thin cable 8. Pull out the complete bungee and cable from the rear through the hole in the tail wheel box until the thin cable comes out. Remove the retaining cable from the thin cable. 9. See diagram 20: Cut a steel cable dia. 3.2 mm <1/8 i.> 1m <39 in.> long and press the 2 stopping clamps onto the cable (stop for power plant extension). Connect the bungee dia. 6 mm 60 mm behind the rear clamp to the steel wire. Material and processing of the cable connection see section 4.2. Issued: October 2009 4.38
10. Attach the new cable to the thin cable and pull it into the fuselage until the stopping sleeve is visible in the engine bay. 11. Disconnect the cable and push it through the lead-through part 4M01-022. 12. Screw in the lead-through part 4M01-022 into the thread at the engine bay as far as possible. Pull the cable out as far as the stopping clamp stops at the lead-through. Push cable in for 3 mm and fix in this position with a Ty-rap. 13. Install the 50 mm <2 in.> piece of instrument line covered with heat shrink tubing together with the 2 hose clamps (8-12 mm) on the cable, but don t fix. 14. Make sure that the power plant is fully extended. 15. Install the retaining cable together with thimble and Nicopress sleeve to the rear of the engine. Check that the distance is 536 mm. <11.1 in.> (from rear engine bay wall to centre of front mounting bolt). Use a new lock nut M6 DIN985-8 zn. 16. Install the instrument hose see item 13 with the 2 hose clamps 480 mm <18.9 in.> from the centre line of the mounting bolt at the engine. Process heat shrink tubing 17. Remove the Ty-rap from the retaining cable and pull the cable back at the bungee until the instrument hose contacts the lead through. 18. Pull with 5 N <1 lbs.> with a spring balance at the bungee and mark the rear end of the tube where the bungee goes through (item 12 in diagram 20) at the bungee. 19. Pull the bungee out further, apply the washer 8,4 DIN9021 St zn and make the knot at the mark.. Knot= 3 half knots, secure last half with instant glue. 20. Retract the power plant and check if the retaining cable is pulled back until the stop. 21. Check fuselage tube for foreign objects via the access hole. 22. Close access hole with a patch of glasfibre fabric 2 x 92125 +-45 60x60mm. 23. Reinstall the tail wheel. 24. Check engine bay for any foreign objects. Material: Steel cable diameter 3.2 mm (1/8 in.) appr. 1 m (39 in.) long, type see section 4.2. Tesaband 651 (selfadhesive textile tape) Thimbles and Nicopress sleeves see section 4.2. Issued: October 2009 4.39
4.21 Removal and installation of the engine doors See diagram 21 Removal: 1. Extend the power plant halfway via the manual switch. 2. Remove the engine door yoke 4GR-313. To accomplish this remove locknuts M4-DIN985 St zn (7 mm spanner) and bolts M4x50 DIN912-8.8 zn. 3. Remove 4 lock nuts M4-DIN985 St zn from each engine door, take off the doors. Installation Installation is the reverse of removal, use new lock nuts. Issued: October 2009 4.40
4.22 DEI-NT settings You will find a detailed description of the DEI-NT in flight manual section 7.4. In the SETUP-Menu different values can be entered. By persistently pressing the selector switch (for about 1 second, acknowledged by double audible signal), the display changes over from the flight screen to the SETUP screen. The same method can be used to change to the operating time screen and back to the flight screen. On the screen are 4 lines, one of which is selected (dark background). By turning the selector switch the operator can choose the line, where the individual values may be changed. The reversed line indicates possible modifications of values or other possible procedures, mentioned below. Adjusting values: Pressing the selector switch for a short time results in a single tone, the first adjustable value of the line appears positive (light background) and can be modified by turning the selector switch. Pressing again quits with a single tone, acknowledging the entered value and the adjustment function jumps to the next place in the line. When the end of the reversed line is reached using the selector switch, a short press (quitted with a short tone again) on it ceases adjustment mode for this line, by turning the selector switch you can proceed with another line. After finishing adjustments, a persistent press on the selector switch (for about 1 second, acknowledged by double audible signal) shifts back to the flight display. The following lines appear in the SETUP- Menu: SET FUEL CONTENT: This mode is used for entering amount of fuel in litres. After pressing the selector switch, the decimal place flashes and can be adjusted by turning. Press again to complete entry or turn to the next digit and modify as described. Maximum amount of fuel, which can be selected is 12 Litres, whole litres only possible. Note: Automatic fuel switch off indicates usable fuel amount of 12 Litres. RES(ET). TRIP COUNTER: This mode is used to reset the engine trip operating hours counter. Press selector switch, N (=No) appears, turning selector switch produces Y (=Yes). Short press on the switch results in command performed. I.e. with Y chosen, trip counter is reset. Issued: October 2009 4.41
RES(ET). MAINT(ENANCE) TIMER: This mode is used to reset the remaining hours until next engine maintenance is due. Press selector switch, N (=No) appears, turning selector switch produces Y (=Yes). Short press on the switch results in command performed, i.e. with Y chosen, maintenance timer counter is reset to 25 hours of service interval time. SET TIME: Clock adjustment Entry and storage analogous to procedure described before. SET DATE: Date adjustment Entry and storage analogous to procedure described before. CALIBRATE FLOW: For entry of corrective factor for fuel consumption. The method to calculate the corrective factor is provided in section 7.4.2.4 D). (Default-value = 100%, i.e. no correction). The adjustable range is between 50% and 149%. Entry and storage analogous to procedure described before. TANK VOLUME: The tank-volume may be adjusted between 10 and 19 liters For the LS10-st it must be adjusted to 12 liters. SYSTEM SETUP ****: Only for service by the manufacturer. Exit SETUP-Menu by a persistent press on the selector switch (for about 1 second, acknowledged by double audible signal). Issued: October 2009 4.42
5 Weight and balance 1. Assemble the glider completely with gear down. Execute the weighing with all tanks empty, all removable ballast removed. Remove battery 3BR-199 out of the fin battery box. Only the safety bow (part 10L35) should remain in the battery box. In addition LS10-st: weighing with the power plant retracted and fuel tanks empty. 2. Place scales under the tail wheel and if suitable scales are available under the main wheel. 3. The fuselage must be levelled so that the lower side of the aft fuselage boom is horizontal. 4. Read weight of tail wheel: W2, be certain the wings are level and hold so that no load is applied. Read W1 if suitable scales are available, otherwise see note below. 5. Measure the distance between perpendiculars through points a and b. (See figure, next page). Caution: The distances a and b may change with different masses due to deflection of the landing gear. Note: The total mass M may be determined by weighing and adding W1 and W2 or by weighing and adding the masses of all components. Using the empty mass and the values determined above, calculate the C.G. as follows: C.G. empty: X SL : X SL = W 2L b/m L + a M L = empty mass = W 1L +W 2L W 2L = load on tail wheel (empty) The empty weight includes all accessories but excludes pilots and parachutes. Remove loose objects and any removable trim ballast from the cockpit. Enter the actual equipment into the list in flight manual section 6.8.7. C.G. in flight: X SF : X SF = W 2F b/m F + a M F = flight mass = W 1F +W 2F W 2F = load on tail wheel (flight mass) Issued: October 2009 5.1
The flight mass includes empty weight items plus pilot, parachute, trim ballast and all items needed in flight (barograph, camera, cushions, etc.). In addition, the rudder pedals and seating position should be adjusted as in flight. Datum (BE): Wing leading edge at root rib Levelling line: Lower side of aft fuselage boom horizontal Moment arms of pilots and equipment see flight manual sect. 6.9 Empty weight C.G. measurements After the addition or deletion of equipment or accessories, repairs, painting, or any change in the aircraft that could influence the weight and balance; a new weight and balance must be carried out. Aircraft certified as Standard Category must have the weight and balance carried out by a licensed Airframe Mechanic. Empty weight C.G. range is determined by reference to the diagram in sect. 6.8.8 of the flight manual. If the C.G. is out of limits, adjustments may be made by ballasting or by relocating equipment or accessories. The result has to be entered in the flight manual section 6.8.7 and in the aircraft logs. If the min. cockpit load or the max. flight mass without water ballast have changed, the new values are to be entered in the cockpit placard. Weight and balance must be carried out at least every four years. C.G. shift due to extension of the engine see flight manual section 6.9 Issued October 2015 TN LS10-03 5.2
6 Instrumentation and accessories list Air speed indicator (0-300 km/h, 165 kts) LS10-s Manufacturer Type Certification No. Winter 6 FMS 4(diam. 80mm) TS 10.210/15 0-300 km/h Ident.No. LS-10-2 0-160 kts Ident.No. LS-10K-2 Winter 7 FMS 4(diam. 58mm) TS 10.210/19 0-300 km/h Ident.No. LS-10-2 0-160 kts Ident.No. LS-10K-2 LS10-st Manufacturer Type Certification No. Winter 6 FMS 4(diam. 80mm) TS 10.210/15 0-300 km/h Ident.No. LS-10-3 0-160 kts Ident.No. LS-10K-3 Winter 7 FMS 4(diam. 58mm) TS 10.210/19 0-300 km/h Ident.No. LS-10-3 0-160 kts Ident.No. LS-10K-3 The airspeed indictor must have colour coded speed ranges marked as indicated in the flight manual section 2.3. Altimeter Manufacturer Type Certification No. Winter 4 FGH 10 (diam. 80mm) TS 10.220/46 1.000-10.000m Ident.No.4110 3.000-30.000ft Ident.No.4330 Winter 4 FGH 20 (diam.58mm) TS 10.220/47 1.000-10.000m Ident.No.4220 Winter 4 FGH 40 (diam.58mm) TS 10.220/48 1.000-20.000ft Ident.No.4550 Or any other TSO C 10b specified and approved altimeter with fine range pointer 1 turn max. 1000 m, 3000 ft. Harness (seat) Manufacturer Type Certification No. Schroth 4-01-0104XX* 40.073/11 Schroth 4-01-1A54XX *) with Option NOAH 40.073/11 XX*) = colour code for fabric straps Issued October 2015 TN LS10-03 6.1
Compass Manufacturer Type Certification No. PZL B - 13 FD 19/77 Ludolph FK 16 10.410/3 Airpath C 2300 Airpath C 2400 P Hamilton H I 400 TSO C 7c Type1 Bohli 46 MFK 1 (only as additional equipment.) The compass should be compensated in the A/C. A deviation table must be installed if deviation is more than 5. VHF transceiver Manufacturer Type Certification No. Dittel FSG-40 S 10.911/45 FSG-50 10.911/71 FSG-60 M 10.911/72 FSG-70,71 M 10.911/81 FSG-90 0.911/98JTSO FSG 2T LBA.0.10.911/103JTSO Becker AR 3201-(1) 10.911/76 AR 2008/25 (A) 10.911/48 AR 4201 JTSO-2C37 D, ED-23A AR 6201 EASA.210.1249 Filser/Funkwerk ATR 720 A 10.911/74 ATR 720 C 10.911/83 ATR 600 O.10.911/106JTSO ATR 500 LBA.0.10.911/113JTSO ATR 833 EASA.210.0193 or other instruments certified for aircraft use according to TSO or JTSO or ETSO standards may be installed. Note: Only radios with diameter 58mm (2 ¼ in.) can be installed at the assigned place in the console below the instrument panel. Variometer Manufacturer Type Certification No. Winter 5 StVM5 (Diameter 58mm) TS 10.230/14 + 5 m/s Ident.No. 5451 +1000 ft/min Ident.No. 5452 + 10 kts Ident.No. 5453 Winter 5 STV 5 (Diameter 80mm) TS 10.230/13 + 5 m/s Ident.No. 5251 +1000 ft/min Ident.No. 5252 + 10 kts Ident.No. 5253 Issued: December 2011 TN LS10-02 6.2
Turn and bank indicator Manufacturer Type Certification No. Apparatebau Gauting WZ-402/31 12 V 10.241/8 Outside air temperature gauge LS10-s: Störck TF-00-59K Installation of the sensor in the nose hook compartment. LS10-st: incorporated in the DEI-NT see below Engine instrumentation only LS10-st (RPM, fuel, CHT, voltmeter, engine elapsed time, outside air temperature) Manufacturer Type DG Flugzeugbau DEI-NT-DG808C Instruments which are not part of the minimum equipment: Transponders: Transponders certified for aircraft use according to TSO or JTSO or ETSO standards may be installed. Installation of Transponder and Transponder antenna must be accomplished according to technical note DG-G-03. ELT: The ELT may be installed on the holder 9R96 according to installation plan 9EP24 attached to the Maintenance Manual and according to the ELT manufacturer s instructions. The designated place is the moulding on the RH side of the landing gear box below the baggage compartment. As the ELT is not accessible in flight an ELT remote control must be installed. The gain access to the on-off switch of the ELT e.g. for switching off the ELT for ground transport, the radio speaker plate must be mounted on an access door according to drawing 4R07-091. Caution: Antenna installation is only certified according to installation plan 9EP22 attached to the MM. After installation, a functional test and inspection must be performed by a licensed inspector. The ELT must be switched off during road transport. With ELT installed onto holder 9R96, the installation of an additional battery see AFM sect. 7.17.4 is not possible. Issued: December 2011 TN LS10-02 6.3
Other instruments and equipment (eg. variometers, gliding computers or flight data recorders): Instruments and other equipment may be installed if they do not in themselves, or by their effect upon the sailplane, constitute a hazard to safe operation. Note: For further instructions please refer to TN DG-G-07 (Installation of instruments and equipment which are not part of the minimum equipment). Caution: If additional instruments or equipment are to be installed after production of the glider, it must be assured that they will be installed in the places provided by the design. If installed in other places it must be assured that they are secured safely. Electrical instruments and equipment must be connected via appropriately rated fuses, the power consumption of each single part should not exceed 3 A. Warning: If equipment is mounted on the canopy special care must be taken that canopy jettison is not impaired. To accomplish this any wire must be equipped with a plug in the vertical part. All plugs must be able to disconnect with low force, max. 10 N (2 lbs.). The wires must be long enough for the canopy to be lifted in the front for a min. 10 cm (4 in.) before the wires are tight. Equipment shall only be mounted at the fastening threads in the canopy frame provided by the design (if existent) or at the instrument cover (glare shield). Max. mass of the equipment: 1 kg (2 lbs.). Max. mass of all instruments and items of equipment in the instrument panel: 6.7 kg <14.8 lbs.>. Caution: After installation raise a new weight and balance report. Issued: December 2011 TN LS10-02 6.4
7 List of special tools a) Special Equipment Tool Drawing Function Ratchet key 4F02-15 for assembly / disassembly of elevator and wing tips Filling funnel and tube with wire meshing and wing holder Z201 for filling of water ballast system through discharge openings, use together with adapters Water tank braceable wing adapter Pin diameter 6 mm with knob 4BF-137 W36 for filling of wing tanks through discharge openings together with filling funnel with wire meshing For removal of the wing tip extensions b) Tools 1. Open end wrenches Width over flats Width over flats 7, 8, 9, 10, 13mm 14, 17, 19, 22mm 2. Allen key (hexagon socket) wrenches size 5, 6, 8, 10 and 12mm 3. Spring scale, max. range 300 N ( 30 kg <67 lbs>) 4. Nicopress tool 64 CGMP for oval sleeves and 51-MJ for stop sleeves. 5. Torque wrench Torque range up to 50 Nm with sockets for hexagon heads, width over flats 10, 13, 17, 19mm, and spark plug socket, width over flats 21mm, as well as Allen key inserts sizes 3, 4, 5, 10mm. 6. Spark plug wrench, width over flats 21mm(13/16 in.) Issued: December 2011 TN LS10-02 7.1
8 Partlist Please find the part no's of the control-system parts and of the metal fittings of the power plant in the following diagrams. 8.1 Parts for the power plant (only LS10-st) a) necessary for the 25 hours inspection 40050360 Spark plug S36 (Bosch W5AC Electrode gap 0,5 mm <0,02 in>) with pressed on screw cap, marked by red dot on insulator. 60507571 Fuel filter b) Spare parts 45002085 Spark plug cap Denso, 5kOhm 60510601 Ignition coil for SOLO 2350 45002081 Exhaust gasket, 1.5mm thick (2 units required) 45002071 Decompression valve (2 units installed) 45002088 Lift cylinder for LS8-t, HG7000-12-225-30, modified 45002038 Gas strut 600N for extension-retraction mechanism 45002039 Gas strut 100N for propeller stopper 45002074 Propeller stopper rubber stop Shock mounts for engine installation 45002079 Upper engine shock mounts (2 units installed) 45002080 Lower engine shock mounts (2 units installed) Fuel system 60507608 Fuel quick connector KL-006-2-SL007 (Coupling for re-fuelling line) 60507550 Drainer CAV 110 (1/8 NPT) Caution: Exchange O-ring (Avgas type) as delivered with drain valve against part No. 60504402! 60504402 O-Ring for Drainer CAV 110 (Mogas type) 30092049 Fuel hose PUR 3x1,5x6mm hydrolyse and microbe-resistant 30092050 Fuel hose PUR 5x1,5x8mm hydrolyse and microbe-resistant 60000103 Fuel hose PUR 6x1,5x9 hydrolyse and microbe-resistant 60000102 Fuel hose PUR 8x2x12 hydrolyse and microbe-resistant 30092051 Metal mesh inner dia. 8 mm (for fuel lines) 60507561 Electric fuel pump Facet 40106 (engine fed and re-fuelling) 60500164 Mechanical fuel pump Bing 8080 (no more available) 60500257 Mechanical fuel pump Mikuni DF44-18 from ser. no. T57 on and as spare part (for installation follow TN LS10-03) 45000162 Fuel cock 4M1-034 Propeller attachment 45002052 Rubber stop for propeller Issued: October 2015 TN LS10-03 8.1
8.2 Parts for the electrical system 45002070 Battery for power supply 12V/min.7Ah (2 installed) 60510478 master switch 60510385 circuit breaker ETA 2A (automatic cut out) 60510386 circuit breaker ETA 3A (automatic cut out) 60510387 circuit breaker ETA 4A (automatic cut out) 45002072 Flat plug type fuse 15 A (blue) for batteries (main fuse) 60510796 Socket BSB 12 (in main bulkhead) 60510797 plug BSK12 for socket BSB 12 only LS10-st 45002049 DEI-NT for LS8-t/LS10-st 45002050 Control unit-nt for LS8-t/LS10-st 60510463 limit switch 164-564 with plug contacts for positions retracted and extended 60510815 limit switch 164-025 with roller and screw contacts for intermediate positions 45002075 Proximity switch for RPM measurement, complete with three pin plug 60510484 manual extension-retraction switch 60510360 fuel pump switch 60510375 refuelling pump press button Issued: December 2011 TN LS10-02 8.2
8.3 Control surface sealings and turbulators 1. Wings Wings and flaperons upper surface 70000253 bonding film Tesafix No. 4965, 9 mm <0.35 in>wide, 50 m <164 ft> roll 30003143 Teflon glass tape 0,1 x 50 mm, 50 m <164 ft> roll Wings and flaperons lower surface 30003143 Teflon glass tape 0,1 x 50 mm, 50 m <164 ft> roll 70000253 bonding film Tesafix No. 4965, 9 mm <0.35 in>wide, 50 m <164 ft> roll 30003300 dimple tape 0,8x5 mm 10m <33 ft> roll 2. Horizontal tail Upper side 30003128 Scarfed convex Mylar tape 0,19 x 30 mm <0.0075 x 1.18 in> without adhesive 70000253 bonding film Tesafix No. 4965, 9 mm wide, 50 m <164 ft> roll 70000232 Tesafilm 4104 white, 25 mm wide, 66 m <216 ft> roll Lower side 30003124 straight Mylar tape 0,19 x 22 mm 0.0075 x 0.866 in>, without adhesive 70000253 bonding film Tesafix No. 4965, 9 mm wide, 50 m <164 ft> roll 30003127 Zigzag tape 90, 11,5mm wide, 0,5mm thick 3. Vertical tail 30003128 Scarfed convex Mylar tape 0,19 x 30 mm <0.0075 x 1.18 in> without adhesive 70000253 bonding film Tesafix No. 4965, 9 mm wide, 50 m roll 70000229 Tesafilm 4104 white, 19 mm, 66 m roll 70000295 V - tape white 20 mm, 25m roll 8.4 Water Ballast System 45001172 rubber bellow at root rib 45000125 central plug for valve head 40880006 rubber membrane seal for valve cap 30000340 Sikaflex 252 sealing compound, white, 310 ml cartridge Issued: December 2011 TN LS10-02 8.3
9 Enclosures 9.1 Equipment list 1 kg = 2.2046 lbs 25.4 mm = 1 in. Subject type mass kg Airspeed indicator Altimeter arms mm date of installation date of removal Variometer el. Variometer Compass Radio Transponder C. G. hook G 88 forward hook E85 Seat harness OAT gauge only LS10-s Engine Indicator and OAT gauge only LS10-st TF-00-59K DEI-NT LS10-st Note: If this list is not filled out, you will find a similar list in your aircraft logs. Parts of the min. equipment are to be chosen from sect. 6 of the maintenance manual. Issued: December 2011 TN LS10-02 9.1
9.2 Checklist for checks and maintenance work (only LS10-st) according to sect. 3.5.1 of the maintenance manual h 25 50 75 100 125 150 175 200 225 250 275 300 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 executed by place date engine hrs signature Each item shall be signed off or the data which was determined shall be entered. The list is valid for the engine hour range:...h -...h LS10-st ser. no. L10- Issued: December 2011 TN LS10-02 9.2
9.3 Annual Inspection Checklist Annual Inspection Checklist 1/4 Serial No.: Reg. Signs: Year of Manuf.: Wings 15m/18m tips Fuselage continued Part No. : Part No. : Control connectors Shell: finish, dents, cracks Shell: finish, dents, cracks Trim system Spar stub Spar ends Trim operation + locking Root ribs and pins Pins Rudder Pedals Lift pin bushes Skids -Adjustment + locking Drain orifices Assembly free from play Rudder control cables Main pins Locking Ground connections Drain orifices Backrest adjustment 18m tip flaperons -Upper end lock Flaperons Horizontal Tail -Lower end pins + bolt Part No. : Part No. : Trim weight holder Shell: finish, dents, cracks Shell: finish, dents, cracks -Fixing nut Drives at flaperons Stabiliser ventilation Nose hook fitting fixed hinge + washer Elevator ventilation -control Hinges Elevator drive lever Tail wheel Lateral hinge gaps Hinges Connecting means Lateral gaps to wing Fin connection Ballast dump system Sealings Pins/bushes Locking plate at the wing Ventilation Sealing flap handle Air brakes Fuselage Tail fin battery box bearings Part No. : battery box cover Corrosion at levers Finish condition Locking bow existent Cover springing Shell: finish, dents, cracks Drive at root rib Drain orifices Tail fin tanks Over centre-locking Rudder mounting Tail tank adapter existent Stabiliser mounting Cable wear Wing water system Tangential tubes -Corrosion Control system Lift pins Valve operating ease Tanks- Cockpit Functioning -Externally tight Seat level indicator markings -Tight between tanks Under seat Dump time fin tank right (System 2) -Valve adjustment Lap belt fixing at seat (max. 115 s): Ventilation inner tank Control stick Dump time fin tank right(system 1) Ventilation centre tank Elevator drive under seat (max. 80 s): Ventilation outer tank Flaperon syst. under seat Air brake system Place: Date: Stamp: Signature: Issued: December 2011 TN LS10-02 9.3
Annual Inspection Checklist 2/4 Serial No.: Reg. Signs: Year of Manuf.: Canopy Equipment Adjustments Part No. : Minimum instrumentation Wings and horizontal tail Locking mechanism Additional Instrumentation Tangential play Emergency release funct. Operating range marks Zero position of controls Side window Limit marks Control surface deflections Ventilation system Vacuum flasks Air brake left+right equal Canopy fixing system Instrument lines Air brake locking force Gas strut operation Instruments functioning Control surface friction LS latch (Röger hook) Total energy unit Control surf. free play force: (8-15 kg) (18-33 Systems free from leaks Landing gear locking lbs) Total pressure Trim system function Rudder Static pressure Harness function Part No. : T.E. system Op.Limit: Shell: finish, dents, cracks Electrical wiring Ballast system function Ventilation openings Battery + fitting Absolutely tight? Drive Battery main fuse Fixed bearing + washer Tail fin battery General Upper bearing Tail fin battery main fuse Registration signs Clevis pins/split pins Radio Nationality marks Antenna system Fireproof type placard Landing gear SWR: External colour marking Undercarriage + axle Communication check Placards accord. to MM Tyre Data placard Spring mounting Tow hooks Compass deviation table Bearings + joints C.G. hook Minimum cockpit load Folding strut overcenter -Function + automatic rel. Flight Manual Folding strut preset load -Serial No.: Maintenance Manual Doors -Op.Limit: Drive rods Nose hook function Cert. of Airworthiness + longitudinal Motion -Serial No.: Registration form bearing Locking in cockpit -Op.Limit: Logbook notation Wheel brake system Release cable end play existent w. gear down Inspection for increase of service time C.G. hook + drive TN-AD-List in aircraft log updated Miscellaneous Ground conn. to contr. Absense. of foreign matter stick Baggage comp. cover Oxygen bottle receptacle Fixed ballast at front/rear Place: Date: Stamp: Signature: Issued: December 2011 TN LS10-02 9.4
Annual Inspection Checklist 3/4 Serial No.: Reg. Signs: Year of Manuf.: Check wing air brake levers for corrosion at lower end. Pull with about 25 kg <55 lbs> force at upper end of each lever in flight direction, simultaneously retract without twisting upper member When under load of last item locking at wing structure results, then bearings at related lever must be exchanged immediately by repair station according to repair instruction Air Brake Levers. Bearings should be exchanged within 6 months, when corrosion is clearly visible, but no locking or jamming occurs. Valid C.G. weighing Flight Hours Entry of Cockpit Load in dated Total hr. Cockpit + Flight Manual Valid Equipment List Last Ann.. hr. checked, unaltered dated Take-offs Changed to kg/lbs Total Last Ann.. Inspect automatic couplings for possible wrong rigging Permanent installation of equipment in baggage compartment according to MM section 4.12 Technical Bulletins performed: AD's performed: Findings / Complaints / Remedy No. Findings Remedy / Repair Inspector Place: Date: Stamp: Signature: Issued: October 2009 9.5
Annual Inspection Checklist 4/4 only LS10-st Serial No.: Reg. Signs: Year of Manuf.: Propeller Technoflug KS-1-G-079-L-050-W S/N. Surface white Check for cracks: Single ones, cannot be felt, distance >5mm Spider webs, concentric, max.10mm Ø Surface dents, buckling <10mm Cracks/dents in erosion shield <5mm Erosion shield yellow - Exchange (Enter exchange into logbook) Lateral axle fixing Rubber locks for tilting Track, max. 5 mm allowed: Operating hours (300 h allowed): Engine (continued) Every 25h or 12 Months (whichever occurs first): Fuel filter in pump - clean Check condition of fuel lines Exchange both fuel filters (paper filters) Electrical cables: Fixing, chafing Exhaust system: Fixing, cracks Disassemble DecoValves, clean, check wear Clean engine Special inspection at 200h or 5 years (whichever occurs first) by manufact. / Repair shop Extension-Retraction Mechanism Lift cylinder condition Connection lift cylinder-engine tower Engine Gas strut condition Solo 2350 S/N: Connection gas strut-engine tower Upper engine mount: Electrical cables: chafing, fixing Rubber mount height 27 ± 0,5 mm Fixing of position switch clamp <1.063 ± 0,0197 in> Extension-retraction time Screwed connections / securing Engine Bay Deco-Valves: open turning with little force Engine tower attachment Deco-Valves: closed no hissing noise Retaining cable: condition, stop, retracting - Deco bridge gap to roller min. 1 mm Retard cable entering guide wire secured Deco bridge horizontally free movement Doors: Condition, opener + bearings, closing Spark plugs condition, 0,5 mm electrode gap Doors and yoke operating unobstructed Pulling-off force of spark plug caps Fixing of retract stop switch Ignition boxes Heat resistant paint, drain orifice Tank ventilation not clogged Both drain orifices free Fuel filter flow Drainer function Electrical pump function: Delivery rate: Seconds per Litre (max.130) Re-fuelling pump function Fuel level sensors function Reserve/Full Fixing of cables and plugs against chafing Fixing of fuel lines Propeller stopper function Position switches function / fixing Place: Date: Stamp: Signature: Issued: December 2011 TN LS10-02 9.6
9.4 Checklist engine removal and installation Power plant see MM section 4.15.1 Removal item description Install. 1 Empty main and feeder tanks via drainer 2 Extend engine completely, thereafter retract for about 5 degrees and switch master OFF 3 Disassemble FRP-yoke for engine bay doors, mark fitting position and remove from bay. 4 Dismount fuel supply line to membrane pump at engine mount from the pump, close with appropriate bolt and secure with TyRap 5 Disconnect engine retaining cable. 6 Disconnect deco-propstop-cable from deco lever, remove cable guide from engine mount. 7 Open electrical plug for ignition and proximity switch (6-pole plug at engine mount near mechanical fuel pump), disconnect fuselage side electrical harness from engine mount 8 Take position switch cables away from lift cylinder (remove TyRaps) and disconnect plug for position switches 9 Open plug for electrical supply of lift cylinder 10 Mark vertical position of clamp with switch rod and position switches on lift cylinder. 11 Remove front bolt of clamp at lift cylinder and disconnect gas strut for propeller stopper. Re-fit bolt at clamp 12 Remove M8 bolt between tower and lift cylinder, this also disconnects ground cable 13 Loosen M6 bolt between tower and gas strut. Push tower forward to take bolt out. Hold tower at crankshaft housing and lay down in engine bay 14 Remove engine mount axle (bolt M12x200 DIN912-8.8 zn ), remove counter nut first. Take power plant out of engine bay. Re-fit axle 15 Remove 4 bolts at base plate of lift cylinder and gas strut and take assembly with lift cylinder and gas strut out 16 Secure fuel line, Bowden cable and electrical cables using Ty- Raps and adhesive tape. Connect retaining cable to tower axle bolt using a long Ty-Rap Ballast see MM section 4.10 Install. item description removal b) Heavy tail wheel S27 c),a) Trim weight 4R8-109 or Fin battery further actions AFM section 4.6 3 Fix limit switch engine retracted in switched position with tape 4 Tape engine doors with textile tape 5 Execute C.G. calculation according to AFM section 6.9 / / Enter altered data in Flight Manual chapter 6 and the cockpit load on the cockpit data placard Place: Date: Stamp: Signature: Issued: October 2009 9.7 /
Pitot-/Static pressure system diagram 12 1 Multi Probe : Pitot-/Static-/TE pressure port 2 Pitot pressure port at fuselage nose. 3 Static pressure port for airspeed indicator and altimeter forward fuselage sides. 4 Vacuum Bottles. A ASI E Capacity bottles for variometers B Altimeter G Variometer switch (Option): C Variometer TE (Soaring) / static ( Engine operstion) D Electrical Variometer (switch shown in SOARING position Colours of instrument lines: 1 Multi Probe: Pitot clear Static red TE green 2 Front total pressure yellow 3 Static pressure front blue (for ASI and altimeter only!) 4 Variometer capacity bottles clear Ø8 mm (0,315 in) Note: To preserve the sealing-rings inside the holder for the Multi Probe, the end of the probe should be greased with e.g. Vaseline from time to time. Issued: December 2011TN LS10-02
vvv Fin RH side Fin LH side 1 2 fin RH / LH side 4 5 maintank 5 units depending on instrumentation 3 10 11 6 7 8 9 12 13 20 15 16 17 18 19 21 25 26 27 14 22 23 24 Fire proof placard on main bulkhead 28 29 34 on RH side LG door Above tailwheel on top of fin Part No. s on all parts 30 31 32 33 33 optional LS10-st on LH side LG door placards diagram 13 Issue September 2009