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Summary of Contents for LET BLANIK L-13
- Page 1 Czechoslavak Aeronautical Works PILOT’S NOTES FOR THE BLANIK L-13 SAILPLANE 2nd REVISED EDITION - 1967 AERONAUTICAL WORKS - LET KUNOVICE - CZECHOSLOVAKIA...
- Page 2 PILOT’S NOTES FOR THE BLANIK L-13 SAILPLANE...
- Page 3 OREWORD These Pilot’s Notes are intended to be used by qualified sailplane pilots ony and so no attempt has been made in them to give any basic instruction For further technical details about the sailplane, reference should be made to the publication “Technical Manual of the L-13 Sailplane”.
- Page 4 MENDMENT Note: “I” or “S”, as appropriate, indicating either an Information or a Service bulletin, should be entered in the column headed “Class of Bulletin” Item Bulletin Class of Alternating made in the Carried Bulletin following paras. Out by L 13/024 Service 10., 12.
- Page 5 1) PRE-FLIGHT PREPARATION EXTERNAL CHECKS Before entering the cockpit, a detailed inspection of the sailplane for proper condition should be carried out by the pilot. This inspection should include the following specific items: - I. Check the glider log book for serviceability state. II.
- Page 6 Fig. 1. Front Cockpit Including optional extra instruments 1. Control column. 2. Rudder pedals. 3. Air brake control. 4. Flap control. 5. Elevator trim tab control. 6. Wheel brake lever. 7. Towing cable release handle. 9. Airspeed indicator. 10. Com- pass. II. Variometer 0-5 m/sec. 12. Variometer 0-15 m/sec or 0-30 m/sec.
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Page 7: Winch Launching
Fig. 2. Rear Cockpit (including optional extra instruments) 1 to 21 inclusive -These items are identical to those shown in Fig. 1. Item 12. Variometer 0-15 or 0-30 m/sec. is installed in this cockpit only at the special request if the customer. In addition, a first aid box is installed on the right hand side of this cockpit just under the instrument panel. -
Page 8: Operation
3) AERO-TOWING a) TAKE-OFF The take-off technique by aero-tow is entirely conventional. The tow rope should be attached to the front hook only. Partial flap may be used, if required, to shorten the take-off run. In the initial stages of the take-off, the flap lever may tend to creep towards the flaps down position. - Page 9 b) SPINNING The spin is steep but normal recovery action is effective. Entry is achieved by applying full rudder in the required direction of spin at about 32 knots (60 km/hr.) while the control column is held fully back. Loss of height occurs at about 320 feet (100 m.) per revolution when flown dual.
- Page 10 7) SIDE SLIPPING If a constant heading is to be maintained during a side slip. the maximum angle of bank will be between 10° and 20°. As a result, the side slip is not very effective means of loosing height in this sailplane- However, the rate of descent may be increased by the simultaneous application of flaps and air brakes.
- Page 11 b) RECOMMENDED SPEEDS The recommended indicated airspeeds for attempting the various acrobatic manoeuvres are as follows: Indicated Airspeed Solo Dual knots km/hr. knots km/hr. Loop Stall Turn Roll off the top 97-103 180-190 103-108 190-200 Half roll and loop Slow roll —...
- Page 13 d) STALL TURN Chose a line feature on the ground and fly along it in a shallow dive until a speed of 92 knots (170 km/hr.) is attained if flying solo or 97 knots (180 km/hr.) if flying dual. Ease the control column back to bring the nose up into an almost vertical climb, keeping the wings level by use of ailerons.
- Page 14 HALF BOLL AND LOOP This manoeuvre should be begun at a speed of not more than 70 knots (130 km/hr.) when flying solo, or 76 knots (140 km/hr.) when flying dual. Raise the nose to a position about 25° above the horizon and hold it there.
- Page 15 INVERTED FLIGHT Inverted flight may be attempted only when the sailplane is being flown solo. The manoeuvre should be begun at a speed of 70 knots (130 km/hr.) in the same manner as a half roll and loop, a speed of 70 knots (130 km/hr.) being maintained when inverted.
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Page 16: Air Brakes
9) AIR BRAKES The air brakes should be selected if at any time the pilot looses control or if at any other time there is a possibility that the maximum permitted speed relative to the particular circumstances may be exceeded. LIMITATIONS a) AIRSPEEDS Design diving speed (V... - Page 17 MAXIMUM CROSS WIND COMPONENT Maximum cross wind component for safe approach and landing is 10 (5,5 m/sec.). MAXIMUM PERMISSIBLE ALL-UP WEIGHT AND APPttOVED MANOEUVRES Category Maximum Crew Approved manoeuvres permissible all-up weight Acrobatic (400 kp) person*) Spin, loop, roll off the top of a loop, stall turn, half roll and loop, slow roll, in- verted flight Aerobatic...
- Page 18 The wheel brake should be used with care after touch down. If applied too harshly at high ground speeds, it will lock the wheel and cause damage to grass surfaces. In order to prevent nose down pitching, the control column should be moved back progressively as the wheel brake is applied.
- Page 19 (0 LOADING CHART WITH STANDARD OPTIONAL EQUIPMENT; Item No. Item Occupants Ib. (Kp) 2 persons 1 person Pilot in front seat 176 80.0 154 70.0 176 80.0 154 70.0 154 70.0 128 58.0 70-0 Front parachute or cushion 22 10.0 22 10.0 4 1.8 22 10.0...
- Page 20 WARNING: After emergency release of the cockpit hood, it may damage the tailplane and so on no account should it be released while airborne unless the sailplane about to be abandoned. Fig. 11. Jettisoning of cockpit hood of sailplane Fig. 12. Jettisoning of cockpit hood sailplane not fitted with hood emergency release fitted with emergency release mechanism.
- Page 21 Annex 1 AERODYNAMIC CORRECTION TO AIRSPEED INDICATOR (British System of Units) NOTE: This chart is not applicable when a pot pilot is fitted.
- Page 22 Annex 1 AERODYNAMIC CORBECTION TO AIRSPEED INDICATOR (Metric System of Units) NOTE: This chart is not applicable when a pot pilot is fitted.
- Page 23 Annex 2 PERFORMANCE CHARACTERISTICS (British System of Units)
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