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SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLUGHANDBUCH / FLIGHT MANUAL

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MB: Modification Bulletin ñ ƒnderungsblatt 

TN : Technical Note ñ Technische Mitteilung 

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Duo Discus T FLUGHANDBUCH / FLIGHT MANUAL

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TN 890-13 / MB 890-8 

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TN : Technical Note ñ Technische Mitteilung 

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TN : Technical Note ñ Technische Mitteilung 

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SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLUGHANDBUCH / FLIGHT MANUAL

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TN : Technical Note ñ Technische Mitteilung 

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0.2.6 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

1.2 Certification basis

This non-self-launching powered sailplane, model designation 

Duo Discus T 

has been approved originally by the Luftfahrt-Bundesamt (LBA) in compliance 

with the airworthiness requirements 

JAR- 22 effective on October 28, 1995 

(Change 5 of the English original issue). 

The LBA Type Certificate is No. 890 and was issued originally on 21.12.2001 

Category of Airworthiness: UTILITY 

The Noise Certification was based on the 

ÑAircraft Noise Protection Requirements Ñ (LSL), Revision of January 1, 1991,

and includes the supplement dated April 6, 2000. 

By the European Aviation Safety Agency a new Type Certificate was issued. 

This EASA-Type Certificate EASA.A.074 was issued on 10.02.2006. 

November 2011 TN 890-13 / MB 890-8 

Revision 2 1.2 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

2.8 Approved manoeuvres 

 The powered sailplane model Duo Discus T is certified in category 

 U T I L I T Y 

 

 Not capable of self-launching 

The following aerobatic manoeuvres are only permitted 

„ without wing water ballast, 

„ up to a maximum all-up mass of 630 kg 

„ with power plant retracted or removed 

a) inside loops 

b) stalled turns 

c) lazy eight 

d) spinning 

It is recommended that in addition to the instrumentation recommended in 

section 2.12 an accelerometer (3 hands, resettable) is installed. 

November 2011 TN 890-13 / MB 890-8 approved 

Revision 2 2.8 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

2.10 Flight crew

 When flown solo, the Duo Discus T is controlled from the front seat. 

 Observe the minimum load on the front seat ñ if necessary, ballast must be 

 installed to bring the load up to a permissible figure. See also section 6.2: 

 ìWeight and Balance Record / Permitted Payload Rangeî. 

 When flown with two pilots, the Duo Discus T can be operated from the rear 

 seat as Pilot in command in compliance with the following requirements: 

„ All necessary control elements and instruments, including engine 

control unit, must be installed for the rear seat. The priority selector 

switch must be switched with the key up (engine control unit in the rear 

panel active). 

„ The responsible pilot needs sufficient experience and practice in flying 

from the rear seat 

„ No water ballast in the wings (because the water dump control is only 

 accessible from the front seat) 

November 2011 TN 890-13 / MB 890-8 appr. 

Revision 2 2.10 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

b) Cloud flying only permissible 

„ without wing water ballast 

„ up to a maximum all-up mass of 630 kg (1389 lb) 

 In addition to the minimum equipment listed under a) 

 the following is required: 

 1 Turn & bank indicator with slip ball 

 1 Variometer 

 1 VHF-Transceiver 

 

NOTE: From experience gained to date it appears that the airspeed 

 indicator system installed remains fully operational when 

 flying in clouds. 

Recommended additional equipment for cloud flying: 

1 Artificial horizon 

1 Clock 

c) Restricted aerobatics only permissible 

„ without wing water ballast 

„ up to a maximum all-up mass of 630 kg (1389 lb) 

„ with retracted or removed power plant 

Recommended additional equipment for restricted aerobatics: 

1 Accelerometer (3 hands, resettable) 

November 2011 TN 890-13 / MB 890-8 appr. 

Revision 2 2.12.2 
November 2011

Revision 2 TN 890-13/ MB 890-8 appr. 2.15

2.15 Limitations placards

MAXIMUM PERMITTED SPEEDS (IAS) : km/h kt mph

Never exceed speed 262.8 142 163

Rough air speed 180 97 112

Maneuvering speed 180 97 112

Aerotowing speed 180 97 112

Winch launching speed 150 81 93

Landing gear operating speed 180 97 112

For power plant extension/retraction 110 59 68

With ignition ON 125 67 78

Power plant extended speed 160 86 99

PERMISSIBLE MINIMUM SPEED (IAS)

For power plant extension/retraction 90 49 56

Max. permitted speed

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

262.8

262.8

262.8

253

241

228

215

204

192

180

170

VNE(IAS)

km/h kt mph

142

142

142

137

130

123

116

110

104

 97

 92

163

163

163

157

150

142

134

127

119

112

106

Altitude

[m] [ft]

0

3281

6562

9843

13123

16404

19685

22966

26247

29528

32808

MAX. PERMITTED A.U. WEIGHT (MASS): 1654 lb / 750 kg

*) Values as an example, the actually applicable

values - see log chart section 6.2 - must be entered.

**) Enter number of batteries installed at weighing

and enlisted in equipment list.

***) With removed power plant the amendment "when

fuel tank is completely filled" must be crossed out.

1 batt. engine battery (E)

2 batt.** in front of rear stick mounting frame (C1, C2)**

1 batt.** beside U/C (C3)**

1 batt.** in fin (F1, F2)**

front

seat load

rear

seat load

LOAD ON THE SEATS

(crew incl. parachutes)

 70* kg

154* lb

The maximum load in the cockpit (load on both seats

+ baggage + trim ballast) must not be exceeded.

If the front seat load is below the minimum front seat load:

see instructions in the flight manual - section 6.2.

SEAT

LOAD

TWO PERSONS

 min. max.

at

choice

ONE PERSON

 min. max.

110 kg

243 lb

Maximum load in the cockpit when

the fuel tank is completely filled ***

222* kg / 490* lb

Maximum

fuel

kg lb Ltr. US. Gal. IMP. Gal.

12 26.5 16 4.23 3.52

valid for the following battery location(s):

110 kg

243 lb

 70* kg

154* lb

110 kg

243 lb

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK

Duo Discus T FLIGHT MANUAL
November 2011

Revision 2 TN 890-13 / MB 890-8 appr. 2.16

Note:

Further placards are shown in the Maintenance Manual.

WEAK LINK FOR TOWING

Nose wheel : 3.0 bar (43 psi)

Main wheel : 4.0 bar (57 psi)

Tail wheel :

(if installed) 3.0 bar (43 psi)

for Aerotow: max. 850 daN (1910 lb)

for Winch launch: max. 950 daN (2135 lb)

TIRE PRESSURE

Operating Conditions: See Flight Manual

(A) Inside loops (C) Lazy eight

(B) Stalled turns (D) Spins

A E R O B A T I C S

WITH MAX. PERMITTED A.U. WEIGHT OF 630 kg / 1389 lb,

WITHOUT WATER BALLAST AND WITH RETRACTED OR

REMOVED POWER PLANT THE FOLLOWING MANEUVERS

ARE PERMITTED:

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK

Duo Discus T FLIGHT MANUAL
SCHEMPP-HIRTH FLUGZEUGBAU GmbH, KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

 (4) a) Check fuselage for damage, especially on the under side 

b) Check that the static pressure ports for the ASI on the tail boom 

(1.02 m / 3.35 ft forward of the base of the fin) and below the spar 

stub cut-out are clear 

Visual inspection of the power plant:

Completely extend the power plant with the manual operation switch 

CAUTION: IGNITION MUST BE SWITCHED OFF ! 

c) Check propeller hub and propeller blades for cracks or other 

damage, in particular also the area near the blade bearing marked 

in the following picture. 

 

 Check propeller blades for ease of movement. Each blade should

unfold automatically when it is in the bottom position, otherwise the 

bearing at the blade root should be lubricated with thin oil. 

d) Check power plant for loose bolts and nuts, check all locks and 

stops 

e) Check exhaust system and engine pylon for cracks, especially at 

the welding joints 

November 2011 TN 890-13 / MB 890-8 appr. 

Revision 2 4.3.3
SCHEMPP-HIRTH FLUGZEUGBAU GmbH, KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

f) Check cooling baffles for cracks and correct attachment 

g) Check rubber elements of the engine mounting and exhaust 

h) Check components, lines, hoses, pipes and wires etc. for chafing marks 

i) Check condition, function and tension of engine arresting wires, engine 

door operating cables and door actuating mechanism 

j) Check condition of the retaining elastic band and that it is hooked up to 

the engine arresting wires 

k) Pull back the decompression handle and hold - prop must rotate freely. 

Release the handle and check that the actuating lever on the pylon 

returns to its stop. 

The gap between the decompression valve interconnecting link and the 

actuating lever on the pylon must be at least 2.0 mm (0.08 in.) 

(5) a) Check condition of tail skid or wheel. 

 If the latter is installed, check the tire pressure: 

 3.0 bar (44 psi) 

b) Should a total energy compensation probe be used, mount it and check 

the line (when blowing gently from the front to the probe, the 

variometer(s) connected should read "climbî) 

c) Check that the fin-mounted PITOT tube is clear. 

 When blowing gently into this probe, the ASI must register 

 (with pneumatic valve set at ìPower offî) 

d) Check that the opening for the fuel tank vent line 

 (at the upper end of the fin) is clear 

When equipped with a water ballast fin tank (option):

e) Check that the fin tank spill holes are clear 

f) Check water ballast level in fin tank (in case of doubt, discharge ballast) 

g) Check that the dump hole for the fin tank in the tail wheel fairing (if 

installed) is clear 

November 2011 TN 890-13 / MB 890-8 appr. 

Revision 2 4.3.4 
	

	



        




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SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

Automatic control of engine speed (RPM)

In order to reduce the increase of the engine speed as flying speed 

increases, the number of ignition impulses is electronically lowered on 

exceeding the speed for best climb VY so that the engine is throttled down. 

Automatic ignition cut-off device

As a safety device the ignition of both cylinders is cut off just prior to reaching 

the maximum permitted propeller speed. 

Normally the ignition is cut-off after reaching the maximum permitted speed 

Vmax1 (i.e. at about 125 km/h, 67 kts, 78 mph). The ignition nevertheless may 

also be cut off at lower speeds due to gusts, causing an increase of the RPM. 

Once the ignition has been cut off, reduce the flying speed quickly to 95 km/h 

(51 kts, 59 mph) through 105 km/h (57 kts, 65 mph) so that the ignition is 

activated automatically. 

Then the engine will run within its normal operating range. 

Or switch the ignition off when the engine will not be further used. 

If the automatic retraction of the power plant shall be avoided when the 

ignition is switched off you simultaneously have to press the manual 

operation switch up for a short time (<3s) when you switch off the ignition. 

WARNING:

The ignition cut-off device is a safety measure. 

Operating the Duo Discus T in a speed ranged where the ignition cut-off 

device is being constantly activated is not permitted. 

Leave this speed range immediately by reducing the flying speed or switch 

off the ignition. 

IMPORTANT NOTE

In case of defective engine speed measurement (error message ìE_dSî, no 

RPM indication in the LCD display) the automatic ignition cut-off device is 

inactive. 

In this case the flying speed has to be reduced below 115 km/h (62 kts, 

71 mph) immediately to operate the engine within the certified limits or the 

ignition has to be switched off manually. 

Prior to the next flight with engine operation the engine speed measurement 

system must be repaired! 

The use of the engine in rain must be avoided, as this may damage the 

propeller. 

November 2011 TN 890-13 / MB 890-8 appr. 

Revision 2 4.5.3.7 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH, KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

4.5.8 Flight in rain

When flying the ìDuo Discus Tî with a wet surface or in rain, the water 

drops adhering to the wings cause a deterioration of its flight 

performance which cannot be expressed in numerical values due to 

the difficulties involved with such measurements. Often the air mass 

containing the moisture is also descending so that - compared with a 

wet powered sailplane in calm air - the sink rates encountered are 

higher. 

Flight tests in rain, conducted by the manufacturer, did not reveal any 

significant differences in the stalling behaviour or stalling speeds. 

It cannot be excluded, however, that excessive alterations of the airfoil 

(as caused by snow, ice or heavy rain) may result in higher minimum 

speeds. 

Do not fly into rain areas with the power plant extended and running 

because there is a danger that the propeller blades could be damaged. 

Approach in rain: See page 4.5.4 

November 2011 TN 890-13 / MB 890-8 appr. 

Revision 2 4.5.8 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH, KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

4.5.9 Aerobatics 

Only allowed without water ballast in the wings, up to an all-up mass of 630 kg and 

with engine retracted or removed:

The following aerobatic manoeuvres are allowed: 

(a) inside loop 

(b) stall turn 

(c) lazy eight 

(d) spinning 

WARNING:

The Duo Discus T is a high performance powered sailplane. 

Therefore the Duo Discus T will gain speed very rapidly in dive. 

Aerobatic manoeuvres with the Duo Discus T should only be performed if you can 

handle these aerobatic manoeuvres safely with similar sailplane types or if youíve 

been briefed in detail by a pilot experienced in aerobatic manoeuvres with the Duo 

Discus T. 

The permitted operating limits, see section 2, must be observed. 

Compensation for the influence of the pilot in the rear seat on the centre of gravity 

of the powered sailplane for aerobatic manoeuvres is allowed.

Inside loop

Enter manoeuvres at a speed between 180 km/h and 200 km/h (recommended). 

The speed during the recovery of this manoeuvre remains in the same speed range. 

The load factor during the manoeuvre depends on the selected entering speed. The 

higher the entering speed is, the lower the needed maximum load factors are. 

Lazy eight

Enter manoeuvre at a speed of about 160 km/h. After pulling up in a 45°-climb enter 

the turn at about 120 km/h. The speed during recovery: about 160 km/h. 

Stalled turn

Enter manoeuvre at a speed between 180 km/h and 200 km/h. Pull up continuously 

into the vertical climb. 

It is recommended to enter the manoeuvre at a speed of 200 km/h because then 

you will have more time to establish the vertical climb and you will not have to apply 

the maximum permitted load factor. 

 Contd. 

November 2011 TN 890-13 / MB 890-8 appr. 

Revision 2 4.5.9.1 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH, KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

6.2 Weight and balance record / Permitted seat load range

The following loading chart, page 6.2.3 (power plant installed) or 6.2.4 

(power plant removed) shows beneath others the empty mass, the 

maximum and minimum Ioad on the seats and the maximum load in the 

fuselage. 

These charts are established with the aid of the last valid weighing 

report - the required data and diagrams are found in the Maintenance 

Manual. 

Both loading charts (weight & balance log sheets) are only applicable 

for this particular Duo Discus T, the serial number of which is shown 

on the title page. 

A front seat Ioad of less than the required minimum 

is to be compensated by ballast - there are three (3) methods: 

1. By attaching ballast (lead or sand cushion) 

 firmly to the lap belt mounting brackets. 

Optional trim ballast mounting provision(s)

2. a) By installing ballast (by means of lead plates) 

 at the base of the front instrument panel 

 (for further information refer to page 6.2.2) 

b) By attaching, ballast (in addition to method 2 a) 

 by means of lead plates to the front control stick mounting frame 

on the starboard side near the base of the instrument panel 

(for further details refer to page 6.2.2). 

3. When flown with two occupants, the minimum load on the front seat can 

be reduced by 25% of the load on the rear seat. This reduction of the 

minimum load on the front seat is allowed only if the nose heavy 

moment of the load in the rear seat is not compensated by water 

ballast in the fin. 

November 2011 TN 890-13 / MB 890-8 

Revision 2 6.2.1 
	

	



 







 
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SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

(I) Engine control unit TB 06 (contd.) 

a) Overview about the readouts and control elements (contd.) 

 (8) Alarm-LED

The red coloured alarm LED flashes when operation advices, warnings 

and error messages are shown in the LCD-display. 

 

 (-) Buzzer

 Continuous tone: Warning notices for high engine speed, fuel quantity 

 reserve, low battery voltage, or (limit) switch error 

 

 Intermittent tone: Operation advice for ìfuel shut off valveî 

 Dual tone: Operation advice for ìmanual modeî 

 

November 2011 TN 890-13 / MB 890-8 

Revision 2 7.3.7 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

(II) Master switch

ON/OFF-switch on the instrument panel. 

UP - ON 

DOWN - OFF 

 (III) Pneumatic valve

Panel-mounted two-way cock (should a total energy compensation 

probe be used). 

 T.E. = Variometer(s) fed from T.E. Compensation probe 

 STATIC = Variometer(s) fed from Static Pressure ports 

 or 

 T.E. = Variometer(s) fed from T.E. Compensation probe 

 T.E. slow = Variometer(s) fed from T.E. Compensation probe 

 with restrictor 

With power on and valve switched to ìSTATICî or ìT.E. slowî, the 

reading of the variometer(s) is steadier. 

(IV) Pneumatic valve

Panel-mounted two-way cock for feeding the ASI from either the Pitot 

pressure head in the fin or in the fuselage nose. 

 in glide = Pitot head in fin 

 power on = Pitot head in nose 

(V) Battery selector switch

Selector switch for the power supply of the Avionic and optional 

additional equipment: either by the engine battery or by other, optional 

Avionic batteries, see page 7.12.3 

(VI) Outside air temperature indicator

When carrying water ballast, the outside air-temperature (OAT) must not 

drop below 2° C / 36° F.

November 2011 TN 890-13 / MB 890-8 

Revision 2 7.3.17 
SCHEMPP-HIRTH FLUGZEUGBAU GmbH, KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

7.12 Electrical system

Gliding avionics

When operated in the plain sailplane configuration, the minimum 

instrumentation required does not require an electrical power source. 

Additional- equipment is to be wired as shown on page 7.12.2 and 7.12.3 

ìELECTRICAL SYSTEM ñ AVIONICSî and must comply with the 

manufacturerís instructions for the relevant instrument(s). 

Power for the avionics is supplied by one or more batteries, see pages 7.12.2 

and 7.12.3. 

Using a selector switch, power may also be provided by the power plant 

battery. 

A main switch controls the batteries for the power plant and gliding avionics. 

Power plant

The engine features a single-ignition system by means of magnetos 

(contactless) - a 12 V power source, attached to the steel tube transverse 

frame as shown on page 7.12.4, 7.12.5 and 7.12.6 ìELECTRICAL SYTEM - 

POWER PLANT", is only necessary for pylon spindle drive operation and the 

engine control unit. 

This power source is controlled by the main switch and its voltage is 

displayed by the engine control unit. 

By using a selector switch, it may also be used for the gliding avionics. 

November 2011 TN 890-13 / MB 890-8 

Revision 2 7.12.1 

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK 

Duo Discus T FLIGHT MANUAL

ELECTRICAL SYSTEM - POWER PLANT

M08 RE 881

A

B

C

D

F E

G

H

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K

1 Power plant battery 12V / 16 -18Ah

ILEC power plant control unit - front seat

(OPTION) ILEC power plant control unit - rear seat

(OPTION) Priority switch

Electrical fuel pump

Electrical refueling pump

Pump ON/OFF switch

Fuel level transmitter

Spindle drive (actuator)

Limit switch - power plant extended

Limit switch - power plant retracted

Limit switch - fuel shut-off valve opened

RPM-sensor

A

B

C

D

E

F

G

H

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K

L

M

L

M

November 2011 

Revision 2 TN 890-13 / MB 890-8 7.12.4