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Duo Discus T FLUGHANDBUCH / FLIGHT MANUAL

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1.1.2 1.2 1.3 1.4.1 1.4.2 1.4.3 1.5

2.1.1 2.1.2 2.2.1 2.2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12.1 2.12.2 2.13 2.14 2.15 2.15

3.1.1 3.1.2 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9.1 3.9.2 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007

October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 November 2011 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007

October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 TN 890-13 / MB 890-8

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3.1.1 3.1.2 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9.1 3.9.2 October 2007 October 2007 November 2011 October 2007 October 2007 October 2007 October 2007 October 2007

October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 November 2011 October 2007 November 2011 October 2007 October 2007 November 2011 October 2007 October 2007 November 2011 November 2011

October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 TN 890-13 / MB 890-8

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TN 890-13 / MB 890-8

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4.1.2 4.2.1.1 4.2.1.2 4.2.1.3 4.2.2 4.2.3.1 4.2.3.2 4.2.3.3 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5 4.3.6 4.4 4.5.1.1 4.5.1.2 4.5.1.3 4.5.1.4 4.5.2 4.5.3.1 4.5.3.2 4.5.3.3 4.5.3.4 4.5.3.5 4.5.3.6 4.5.3.7 4.5.3.8 4.5.3.9 4.5.4.1 4.5.4.2 4.5.5 4.5.6.1 4.5.6.2 4.5.6.3 4.5.6.4 4.5.6.5 4.5.7.1 4.5.7.2 4.5.8 4.5.9.1 4.5.9.2 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 November 2011 November 2011 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 November 2011 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 November 2011 October 2007 October 2007 TN 890-13 / MB 890-8

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5.1.2 5.2.1 5.2.2 5.2.3 5.2.4 5.3.1 5.3.2.1 5.3.2.2 5.3.2.3 5.3.2.4 5.3.3

6.1.1 6.1.2 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5 6.2.6 6.2.7 6.2.8 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007 October 2007

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October 2007 October 2007

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D u o D i s c u s T FLIGHT MANUAL



### 1.2 Certification basis

This non-self-launching powered sailplane, model designation

Duo Discus T

has been approved originally by the Lu ftfahrt-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 Certificatio n 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 wa s issued. This EASA-Type Certificate EASA.A.074 was issued on 10.02.2006

.

November 2011 TN 890-13 / MB 890-8 Revision 2 1.2SCHEMPP-HIRTH FLUGZEUGBA U GmbH., KIRCHHEIM/TECK

D u o D i s c u s T FLIGHT MANUAL



### 2.8 Approved manoeuvres

The powered sailplane model Duo Di scus 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 2.8SCHEMPP-HIRTH FLUGZEUGBA U GmbH., KIRCHHEIM/TECK

D u o D i s c u s 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 s eat ñ if necessary, ballast must be installed to bring the load up to a pe rmissible figure. See also section 6.2:

ìWeight and Balance Record / Permitted Payload Rangeî.

When flown with two pilots, the Duo Dis cus T can be operated from the rear seat as Pilot in command in complia nce 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 contro l is only accessible from the front seat)

November 2011 TN 890-13 / MB 890-8 appr. Revision 2 2.10SCHEMPP-HIRTH FLUGZEUGBA U GmbH., KIRCHHEIM/TECK

D u o D i s c u s 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 dat e 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 fo r restricted aerobatics:

1 Accelerometer (3 hands, resettable)

November 2011 TN 890-13 / MB 890-8 appr. Revision 2 2.12.2November 2011

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

### 2.15 Limit ations 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 V NE (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 MANUALNovember 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:

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Duo Discus T FLIGHT MANUALSCHEMPP-HIRTH FLUGZEUGBA U GmbH, KIRCHHEIM/TECK

D u o D i s c u s 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 fi n) and below the spar stub cut-out are clear

Visual inspection of the power plant:

Completely extend the power plant with the manual op eration switch

CAUTION: IGNITION MUST BE SWITCHED OFF !

c) Check propeller hub and propel ler 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 py lon for cracks, especially at the welding joints

November 2011 TN 890-13 / MB 890-8 appr. R e v i s i o n 2 4

. 3

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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 tens ion 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 compensati on 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 balla st fin tank (option):

e) Check that the fin tank spill holes are clear

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

g) Check that the dump hole for the fi n 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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D u o D i s c u s 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 im pulses is electronically lowered on exceeding the speed for best climb V Y so that the engine is throttled down.

Automatic ignition cut-off device

As a safety device the ignition of both cyli nders is cut off just prior to reaching the maximum permitted propeller speed.

Normally the ignition is cut-off afte r reaching the maximum permitted speed V max1 (i.e. at about 125 km/h, 67 kts, 78 mph). The ignition nevertheless may also be cut off at lower speeds due to gus ts, causing an increase of the RPM.

Once the ignition has been cut off, r educe the flying speed quickly to 95 km/h (51 kts, 59 mph) through 105 km/h (57 kt s, 65 mph) so that the ignition is activated automatically. Then the engine will run within its normal operating rang e. Or switch the ignition off when the engine will not be further used.

If the automatic retraction of the pow er plant shall be avoided when the ignition is switched off you simultaneously have to press the ma nual 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 r educing the flying speed or switch off the ignition.

IMPORTANT NOTE

In case of defective engine speed m easurement (error message ìE_dSî, no RPM indication in the LCD display) t he 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 4.5.3.7SCHEMPP-HIRTH FLUGZEUGBA U GmbH, KIRCHHEIM/TECK

D u o D i s c u s 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 express ed in numerical values due to the difficulties involved with such measurements. Often the air mass containing the moisture is also de scending so that - compared with a wet powered sailplane in calm ai r - 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 stallin g speeds.

It cannot be excluded, however, that ex cessive 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 4.5.8SCHEMPP-HIRTH FLUGZEUGBA U GmbH, KIRCHHEIM/TECK

D u o D i s c u s 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 d ive. Aerobatic manoeuvres with t he Duo Discus T should only be performed if you can handle these aerobatic manoeuvres safely with similar sailpl ane types or if youíve been briefed in detail by a pilot experi enced 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 t he 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 sele cted entering speed. The higher the entering speed is, the lower the needed maximum l oad 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 s peed 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 ve rtical 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 4.5.9.1SCHEMPP-HIRTH FLUGZEUGBA U GmbH, KIRCHHEIM/TECK

D u o D i s c u s T FLIGHT MANUAL



### 6.2 Weight and balance record / P ermitted 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 em pty mass, the maximum and minimum Ioad on the seats and the maximum load in t he fuselage.

These charts are established with t he aid of the last valid weighing report - the required data and diagra ms are found in the Maintenance Manual.

Both loading charts (weight & balanc e 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 bel t 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 informati on 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 bas e 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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D u o D i s c u s 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, warn ings and error messages are shown in the LCD-display.

(-) Buzzer

Continuous tone: Warning noti ces for high engine speed, fuel quantity reserve, low battery voltage, or (limit) switch error

Intermittent tone: Operation advice for ìfuel shut off val veî

Dual tone: Operation advice for ìmanual modeî

November 2011 TN 890-13 / MB 890-8 Revision 2 7.3.7SCHEMPP-HIRTH FLUGZEUGBA U GmbH., KIRCHHEIM/TECK

D u o D i s c u s 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 (shoul d a total energy compensation probe be used).

T.E. = Variometer(s) fed fr om T.E. Compensation probe

STATIC = Variometer(s) fed from Static Pressure ports

or T.E. = Variometer(s) fed fr om T.E. Compensation probe

T.E. slow = Variometer(s) f ed 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 s upply 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 outsi de air-temperature (OAT) must not drop below 2° C / 36° F.

November 2011 TN 890-13 / MB 890-8 Revision 2 7.3.17SCHEMPP-HIRTH FLUGZEUGBA U GmbH, KIRCHHEIM/TECK

D u o D i s c u s T FLIGHT MANUAL



### 7.12 Electrical system

Gliding avionics

When operated in the plain sailpl ane configuration, the minimum instrumentation required does not r equire an electrical power source.

Additional- equipment is to be wir ed as shown on page 7.12.2 and 7.12.3 ìELECTRICAL SYSTEM ñ AVIONIC Sî 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, a ttached 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 an d 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 al so be used for the gliding avionics.

November 2011 TN 890-13 / MB 890-8 Revision 2 7.12.1SCHEMPP-HIRTH FLUGZEUGBA U GmbH., KIRCHHEIM/TECK

D u o D i s c u s T FLIGHT MANUAL



## ELECTRICAL SYSTEM - POWER PLANT

M08 RE 881 A B C

D

F E G H

I J

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 I J

K

L

M L M

November 2011 Revision 2 TN 890-13 / MB 890-8 7.12.4