Flight Characteristics; Controls; Take-Off And Aerotow; Thermalling - Schempp-Hirth Discus B VH-XOT Pilot Handling Manual And Conversion Document

Discus VH-XOT - Serial Number 295 - Pilot Handling Guide and Conversion Document
compartment behind the pilot's head in the cockpit. Take care to ensure cover is kept clean as any
dirt will scratch the canopy when cover is installed. Wash it if required.

Flight Characteristics

Controls:

All controls are light to the feel and are responsive, especially pitch.

Take-off and Aerotow:

For the average pilot (say 75-95kg) set trim forward so that the control column rests gently on its
forward stop).
On the ground roll, raise tail and balance on main wheel when sufficient airspeed is gained. In
ground-effect XOT will 'fly' at less than 40knts so the above balanced-ground run is short.
Note: due to the position of the pitot opening (in the nose, adjacent to the tow hook), an airspeed
of 40kts will be indicated on aerotow. Don't panic! As soon as the tow rope is released, the
correct ASI will be displayed.

Thermalling:

Recommended thermalling speed is 45 knots (50 knots when low). Unlike the Hornet the glider has
no tendency to drop a wing especially if some top rudder is used.

Cruising:

XOT can be flown up to 80 knots (dry) before the sink rate becomes too excessive. The Discus has a
(claimed) 1:42.2 best glide at about 54 knots (320kg).

Stalling:

The Discus stalls in the conventional manner. Recovery is progressive forward movement of the stick
until flying speed is returned.
Stall speed is 35-42 knots (varies with pilot weight). Stall speed (brakes open) is about 2 knots
LOWER.

Spinning:

The Discus has typical spin characteristics and recovers easily with the standard spin recovery
technique. As with any high-performance glider, a polished spin recovery technique is required to
ensure Vne is not approached on the resulting recovery (dive). The average pilot should not
intentionally spin XOT, but by all means practice incipient spins.

Water Ballast:

Water ballast should only be carried by experience cross country pilots in good weather conditions
(ie predicted climbs >4kts). Carrying water ballast brings with its additional challengers/risks, and
any benefit won't be realised unless the pilot is achieving >100kph cross country speeds (ie it won't
help and will probably hinder an 80kph pilot).
Carrying water:

makes the takeoff tricky/risky especially if a wing drop occurs (ground crew need to be
experienced with ballasted gliders also)

any land back for a relight is likely to occur with at least some water ballast remaining

thermalling is harder, especially on days with broken/tight thermals
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