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nsH 2t

Flight Manua

lnstructions For Continued
Airworth iness
Repair Manual

ALEXANDER SCHLEICHER GMBH & CO., SEGELFLUGZEUGBAU
D-361 63 POPPENHAUSEN (WASSERKUppE)

Tel. +49 (0) 06658

/89-0

Fax +49 (0) 06658 I 8940

www. alexander-schleicher.de

REPAIR MANUAL

Repair Manual

REPAIR MANUAL
Table of Contents
2. GeneralDirections
3. Repair Methods & Classification
4. Repair Materials + Useful Aids
5. Preparing the Parts for Repair
6. Repair Classes
7. Summary
8. New Materials Carbon & Aramid
9. Tables and Diagrams
Materials Used and Supply Reference
Repair lnstructions and Technical Notes

lssue February 1983
Amended and corrected

Amended
Amended
Amended

Page
Page
Page
Page
Page
Page
Page
Page
Page

5
5

7
8

Annex

:
:

April1999

Page22

January 1994
July 1994
July 1998

Published by the author ALEXANDER SCHLEICHER with the
assistance of Martin Heide.
Translation into English has been done by best knowledge and judgement. ln any case of doubt the original text in German language is
controlling.

Rev.No./Date

Sig.

Author

Date

13.04.'1999

Juw

Heide

Feb.1983

Page no.

Repair Manual

General Directions

Any material to be used for a repair must be suitable
intended repair purpose, must fullfill the acceptance requirements of the compstent Civil or Military Acceptance Authority, and must be stored aecording

for tha

to the makers' prescriptions.
To ensura that these ponditions ate met, it is advisable to obtain a stock of fiber cloth, resin and hardener, as well as the manufacturer's main layer scheme
drawings, already before the beginning of competitions
and to store the materials {even the clothl in airtight packs at about 20 oC. lt is also advisable to
make yourself familiar with the literature relevant to
the subiect on fiber composite repair methods.

We recommend in German: 'rYortiufige Richttinien f0r die ReparEtur von GFK-Tei
ten (i.e. Provisionat Guidetines for the Repair of GRp Compo
nents.r); nay be obtained from: DLR, Litienthal.pl.att.7,
38108 ERAUllSCHrrEIc.

or in English: I|IL-HDBK-23 Part 1; nay be obtained from:
Office, lrashington 25 D.C., USA.

Govern

Dent Printing

Abrupt change in thickness of laminate should be avoided in order to prevent stress concentration areas, and
wherever possible the areas cut out should . be oval and
circular instead of rectangular. The transition between repair and undamagad area should be as gradual

and smooth as possible.

The scarf or taper angles for fiber composite materials should be between 1 : 50 and to 1 I 100. Thin laminate layers cannot be scarfed; here the joints must
overlap. ln case of bFdirectional cloth (equal number
of fibers in warp and weft), the overlap lengths should
be about 10 mm per 100 g/m- of cloth weight. With predominantly uni-directional cloth {reinforced warp) the
overlap Jengths of the warp should be - 20 mm per
100 g/m-. The weft fibers need not overlap. For exact
values see diagram "Overlap Lengths".

Rev.No.lDate.

SiS.

Author

Date

July 1994

Page No.

Repair Manual

Fiber composite materials are susceptible to water.
Therefore, wet sanding of repaired areas must' be avoid'
ed. For the same reason it is also important that all '
repaired areas be preserved by paint finish after the
inspection - wherever neceqsary by a licensed inspector.

Reoair Methods

Classification

described hereafter apply only to smaller
repairs. Maior repairs must only be carried out by the
manufacturer of the relevant part, or by an appropri-

The methods

ately licensed aviation repair station; major repairs
also require a new release inspection. Many referencss
given hereafter apply to the repair of sandwich areas
because they are particularly tricky for repair due to
their structure. These described methods are analogously applicable to any simple fiber composite skin repair.

Repair Classilication

Sometimes

it may be

necessary

to do a

temporary repair

while ths permanent repair over a larger area will
then be carried out later by the manufacturer. Such
provisional repairs ar€ usually done mostly only superficially and are not the subiect of these repair instructions.

Repairs

are divided into the following

ing to the extent to which the

classes,

damage affects

accordair-

the

worthiness of the entire aircraft.
CTASS

1: Large area destructions requiiing partial replacement of the componont or a repair over
a large erea, i.e. damage to highly stressed
components which impair the airworthiness,
must only be repaired by the manufacturer of
the relevant component, or by an appropriately

licensed aviation repair station.

Rev.No./Date.

SiS.

Author

Date

July 1994

Page llo.

Repair Manual

Preoarino the oarts

Wherever possible

all

for

reoair

damaged components should

rc'

moved from the aircraft prior to their repair. They '
should then be cleaned with soap-suds and thoroughly
dried. Now use a solyent (tri'chlor'ethylene, carbon

to remove any wax and grease residues
from the repair area. Finally the aree is sanded using
glass paper of grade 60 to 80. The surrounding areas
are covered with stout paper or plastic foil to protetra-chloridel

tect them from being soiled by resin drops.

Reoair Classes

Class

Reoair

Surface abrasions, scratches and grooves (provided the
fiber glass laminate has not been damaged) usually ony
require a new protective coat. Polyester paint is
ideal for this {mixture of 100 parts UP gelcoat, white
03-69469, with 3 parts hardener 07-20500). To fill
dee+sr grooves, the paint can be allowed to gel slightly {about 30 min.}. lf the reinforcement layers have
been damaged, the areas must be cleaned and, if necessory, smoothed down lightly with glass paper. Then one
layer of fine glass cloth is applied over the erea and
covered with plastic foil. When the resin has hardened, use filler and re-paint.
Class 3 Reoair
The damaged outer laminate skin is cut out over a sufficiently large area in rounded shapes. Be careful to
remove any detached laminate layers from the core material. Then the edges of the damaged outer skin must
be sanded down to a very flat taper. The laminate
layers which become visible like coniour lines, provide a good guide for the evenness of the taper. lf
the supporting core material has also been damaged, it
must be removed, where necessary, right down to the
inner laminate. Please note that the core material is
repaired usirp Balsa wood of the specific weight 0'15
- 0.19 kg/dm'. Scarf ratio is 1 : 5 in the direction
of the fiber.

Rev.No./Date,

SiS.

Author

Date

July 1994

Page ilo.

Repair Manual

No scarf is made at right angles to the fiber direction. The foam cors matarial - Conticell or Rohacell is not scarfed (see Fig. 3a and 3b).
The cloth for the new outer laminate skin is now cut
to size; where the largest cut piece should just cover
ths entire sanded area and the smallest cut piece
should be the size of the removed core material area.
All remaining layers shpuld be graded in equal steps
between these two extreme sizes.

A suitable technique is: a suitably larger piece of
cloth is laid on a plastic foil and impregnated with
resin, using a paint brush or a rubber smoother, then
it is covered with a second plastic foil and all air
bubbles and excess resin is squeezed out. Together

with these foils tha laminates are then cut to size'
Now first the new core material piece is impregnated
and inserted in its place. Then the laminates are laid
in, starting with the largest cut piece. To do this
the bottom foil is torn off, the laminate inserted,

and then the upper foil is peeled off, etc. All
further repair steps are similar to those described
under Class 4. For unsupported skin laminates proceed
analogously. Perhaps it needs in this case first a
piece of foam to be glued to the bottom surface to pre'
vent

the

wet cloth laminate from sagging

down

(Fig.1.).

Class

2 Reoairs

Damage which has penetrated both laminate skins, can
be repaired as follows: alt damaged areas in the skins
and in the core material are cut out; the skins here
again being cut in either oval or round shape. GRP laminate skins are sanded to a very ftat . laper (1 :50 up
to 1 : 100) and the Balsa wood is scarfed in along the

fiber direction (1 : 5). When the new core material
has been inserted, the laminates are glued in as des'
cribed under Class 3 repairs. First on one side only,
and then after the first skin has cured completely,
the laminate on the other side is glued on {Fig.2}.

Rev.No./Date.

Sis.

Author

Date

July 1994

Page No.

Repair Manual

lf there is no or only very difficult access to the
inner skin of the sandwich, the repair area should
be prepared as shown in Fig.3. Becausa the inner
skins of thE sandwiches (wing; tailplanel are very
thin throughout, they ca0not be scarfed, but. only
overlapped. However, this fact simplifies the re'
pair somewhat as the lower laminate skin need not
be scarfed.

The cloth layers of the upper laminate skin are prepared as described for Class 3 repairs. The lower
skin layers are laminated onto the underside of the
then allowed to gel for 2 to 3
core materiat and oC.
Now fresh resin-hardener mixhours at 20 to 23
ture is applied to the glue joints and the core
pieca with the lower laminate skin already glued
on, is inserted and glued into place under light
pressure. The upper laminate skin can then be repaired as described for Class 3 repairs.
lf there is the risk tespecially in the case of larg'
er holes) that this thin, unsupponed inner laminate
skin will ba displaced when the core material is
glued in place. then it should be supported from the
inside by some foam pieces beforehand. Styro-foam
used with Uhu'por glue has proved useful here. lf
the inside area is inaccessible, the foam pieces can
remain in these repaired areas permanently.
Class 1 Reoairs

Such repairs should be reserved to the manufacturer
or to an appropriately licensed aviation repair station. ln any case the manufacturer and the compatent Civil Aviation Authority must be contacted'

Summino uo,

are particulary important for
successfi.tl repairs:
1. A bright, warm (20 ocl, and dry room (50 % rela-

the

following

Points

tive humidity).

2. Grease-free, cleanly sanded glue surfaces

(watch

hand sweat!).

Rev.No.lDate.

Sig.

Author

Date

July 1994

Page No.

Bepair Manual

3.
4.

Use of original materials; resin and hardener
must not be older than 2 years.
Glass cloth treated with Volan A finish or I 550
finish, stored in dry condition. Observing pot
life and curing time. A well mixed resin/harden'
er mixture {crystallized hardener can be regenerated by warming

up to 30 ocl.

New Materials CarboJL& Aramid

in addition to the so tar used standard
glass fibers the late-technology carbon and aramid
fibers (aramid is also known as Kevlar or PRDI which
have alredy been used for main components in the
series construction of the ASW 22. ln composite with
3 resin system these materials are known as CFRP (garbon Eber Beinforced fllastics) and SFRP E standing

There are now

for the aramid fiber including $ynthetic Eiberl.
Components in various SCHLEICHER sailplanes are built
from these new fibers, e.g. - Wng spar flanges Carbon fiber rovings {ASW 22).
- Wing shells
CFRP-Conticell sandwich {ASW22}
- Fuselage tail boom CFRP fabric strips (ASW 22)
- Control surfaces &
SFRP and SFRP-Rohacell-sandwich
flaps
{ASW 20 B/C and ASW 22}

The general repair instructions given here before for
GRP fibers, are also applicable to the above new materials. dny differences for repairs with carbon and
kevlar fibers are described hereafter.
Soecial Notes
Resin

it must be obthat these fibers require a different type of
resin-hardener system than GRP repairs. ln order to
get ths maximum use of the strength of carbon and
kevlar fibers at higher temperatures, an epoxy resin
must be used which provides still sufficient strength

When repairing CFRP and SFRP components

served

at 54 oC temperature.
Rev.No./Date.

Sis.

Author

Date

July 1994

Page llo.

Repair Manual
For this reason tho usual Epikote 162 cannot be

used.

SCHLEICHER uses for these components the resin L 160
with hardener 163 (100 parts resin : 28 parts harden-

er). Tha components must be cured at least 15 hours

at above 55

oC.

Carbon fibers

Broken CFRP parts splinter badly so that there is increased risk of injury; gloves should always be worn
when working on such fractures. A major disadvantage
for sueh repairs is that thg delaminations do not

show distinctly by visible white areas - as in
case of glass repairs. To detect the extent of

the
the

damage, therefore, the areas surrounding a damaged
region must be examined with the greatest care for

hardly visible cracks,

them.

e.g.

by loading or

pressing

appears to be damaged. you
in a CFRP laminate where a
GRP laminate would have been still undamaged under-

Even when only

will find

the paint

sometimes damage

neath.

Basically cloth or rovings trom carbon fibers can be
worked up in the same way as glass fibers. lf you
have to repair laminates where the carbon fibers run
into one direction only while glass fibers run in the

other direction (e.9. lnterglas 02902), such layers
are treated as uni-directional or warp-reinforced
layers and the glass need not be scarfed.

Overlap lengths of th6 different cloth weaves or rovings (mats) are given in the diagram. Note that the

scarf length must only be half as long as the

over-

laps.

When wetting them with reiin you will notice that the
wetting through of the cloth is not visible. The solution here is to weigh the cut carbon piece which is
to be used for the repair, and to work on it with the
corresponding calculated resin-hardener amount. For a

Rev.No./Date.

Sig.

Author

Date

July 1994

Page llo.

Repair Manual
CTASS

CTASS

Holes and fractures which e.g. run through a
sandwich structure destroying both laminate
skins, but only over a smaller area.
Small holes and fractures in the outer skin
which have not resulted in any internal damage, neither to ths core material {foam,

Balsa, tubus! nor to the inner

laminate

skin.

CLASS

Abrasions, scratches and grooves which
not involve a fracture or break.

Reoair materials and useful aids

For all repairs it is important C know the number of
layers, the cloth weight per rh', and the fiber direction of the laminated cloth. This information is detailed in the layer scheme drawing of the component in
question or can be inquired of the manufacturer. ln an
emergency, it is possible to establish the composition
of a laminate by burning out the resin {gas welding
torch) on a broken piece from the area needing repair.

The glass cloth used must be treated with Volan A
finish, or !-550, and be stored in dry conditions. lf
in doubL the glass cloth should be dried briefly with
a fan heater before being used.
For GRP repair work the resin mixture to be used
should be 100 parts (by weight) of Epikote 162 and
38 parts by weight of Laromin C 260 (Epikure 1131.
Clean containers and thorough mixing {approx. 2 min.}
pot life of
are a basic pre-requisite to success. The
a 100 g resin mixture is about 25 min. 'at 23 oC. When
the mixture has gelled, i.e. has becorne noticeably
mors viscous, it must no longer be used, as it cannot
wet out ' the cloth sufficiently any more. We point out

distinctly that the original strength of a component
cannot be achieved without final heat treatment {curing for 12 hours at 60 oCl.
But temperatures above 80 oC must be avoided.
Rev.No./Date.

Sis.

Author

Date

July 1994

Page No.

Repair Manual
CFRP laminate applied by hand the correct proportion
of fiber weight is about 35 %; this means that the
proportion of the resin used must be 65 % (exception:

this does not apply to roving sparsl.
Aramid fibers

You will come across the first difficulty in working
with Aramid right at th.e point when attempting to cut
the cloth. This material can only be cleanly cut when
using really sharp cutting tools {serrated cuftErs}.

When sanding it, you will quickly realize that it is
virtually impossible to obtain a sanded surface free
from fiber fluff. lt helps to rub it down wet with
wet-and-dry paper, Of course. the sanded area must aI
once be dried thoroughly. using a fan heater, before
further work is continued.

As the Kevlar fiber absorbs moisture, by which it
will be deteriorated, it must be stored always in dry
conditions or at least dried out before use.
Kevlar must be protected from UV light, both in its
unprocessed and processed condition. A Kevlar repair
area therefore must immediately be painted. using a
paint with a UV-filter. The UP paints (former designation was PE paint) used by SCHLEICHER do contain
this UV protection {titanium dioxide as white
pigment).

Thin Kevlar skins as e.g. in the control surfaces and
flaps of the ASW 22 cannot be scarfed and should be
repaired by simple overlap. The resulting disalignment in height is corrected with filler and smoothed
down. ln view of aerodynamics this has' no longer any
influence for flaps or ailerons.

When repairing mass-balanced control surfaces their
tailheavy rnoment must be checked in any case after
the repair is done.

Rev.No./Date,

Sis.

Author

Date

July 1994

Page t{o.

Repair Manual

It may be

useful

determine

the tailheavy

moment

atready prior to the repair. Thus it is possible

estimate whether it will at all be feasible to stay
within the limits after a rePair.
ln case of large damage. to these parts a replacement by new parts makes more sense anyhow.
Overlap lengths are given in the relevant diagram
for Aramid. Scarf lengths are half as long as over'
lap lengths.
Dressinos

eaiUon and Aramid fibers are treated with a dressing to make it possible to weave cloths from the
libers. For carbon fiber cloths this dressing also
provides for better working qualities. lt is an
Epoxy resin which is used as dressing for carbon
fiber.

The Aramid fibers are even dressed with a substance
tpoty vinyl alcohol) which is also used as a re'
lease agent. For this reason it is absolutely essen'
tial to wash out the Aramid cloth very thoroughly
{dressing residue

0.05

%}.

WARNING: Only such Aramid cloth qualities must be
used where the manufacturer states explicitly that the dressing has been washed
out.

Latest service life fatigue tests with carbon laminates have dernonstrated that the type of Epoxy resin
used as dressing must match the resin with which
the laminate has been made.
Therefore, it is important

to usg only the

original

materials stated.

Tables and Diaora.ms

6 Tables, 3

Figures,

Rev.No./Date.

Sis.

Diagrams.

Author

Date

July 1994

Page llo.

Repair Manual
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Author

Date

Page No.

July 1994

Repair Manual

Fig.l

REPAIR CLASS

REPARATUR DER KLASSE

Fig.2

REPARATUR DER KLASSE 2/ REPAIR CLASS
{lnnenseite zugiinglich}/ (inside skin accessible)

Sctpumod. lubuslcrn

'i i-'oii'"';'-:."
REeARATUR DER KLASSE 2 t REPATR clAss
(lnnenseite unzuginglich)/ (inside skin inaccessible)
Vorbereitung der Reparaturstette /Preparing the repair area

Fig.3a

:1-'"
3-.

The

,i-o... c-.4

taper

? '.-;

'^ 3

i:; j;: -"1:;

all

scarf

joints

shown

greatly

exag-

gerated.

Rev.No./Date.

Sis.

Author

Date

July 1994

Page No.

Repair Manual
Diagram: overlap length for glass fiber

921t+6

e
C

2145

(r,rol

E'I
e,
6,

a
o
(U

Cf,

-T
o

roo aoo 3oo

I+o

ll
)

500

rveight tg/m?l

Scarf lengths are half as long as overlaps.

Rev.No./Date.
0q.99

Sis.

Author

Date

July 1994

Page llo.

Repair Manual
Diagram: overlap length

for Aramid fiber

E
E

,15

c(ll

CL
E

L
(u

-f,r

.-s/

bv
,.rs/

.-f#.
(

300

weight

tg/#l

Scarf lengths are half as long as overlaps,

Rev.No./Date.
0q.9e

SiS.

Author

Date

July 1994

Page llo.

Repair Manual
Diagram: overlap length

for Carbon fiber

Eso
tn

-E

ctc

?96

Rigitor AXT 250/

t70

orbotex

n56t03492t

031',16

fit 0 t a2924

b*P
031?t+

CCC

I+69

300

weight

Scarf lengths are half as long as overlaps.

Rev.No./Date.

&.99

SiS.

Author

Date

July 1994

Page l{o.

Repair Manual
l{ateriEls used and supptv reference!
Any

of the materiats hercafter

may be obtained

per!

16.01.94

ilessrs.ALEXAilDER

SCHLE I CIIER.

Reein

Gtycid5ther
Hardener Epikure tt3

llenufacturer!

I formerty:
162 lEpikotc 162 lAratdit tY 1525
BY 2954
llaromin c 260 I

lilanufacturer:

Deutsche SheLt Chemie 6mbH lCiba-Geigy

5
65760 Eschborn
X6tner straBe

[Frankf urt/l-lain

1285
Resin
I Lt60
llardener x2851286t287 | H 165

llanufecturcr: Hartin G. Scheufter
Am Ostkai 2tl22
70327 stuttgart-Obertiirkheim

fiber ctoth from E-Glaes I carbon and Kevtar ctoth
rith Finish Votan-A or I 550 I
Nanuf.cturerl CS-IIITERGLAS AG I C. Cramer GmbH & Co. (G
BenzstraBe 14
| treberstr. 2t
89155 Erbach
| 486f9 Heek-llienborg
Gtass

CANBOX FIBER }IATS

cerbotex csT 125. csT 250 I nisitor AXT 125, AxT 250 Hith dressing for Epoxy resins.
Io be supptied: from lrlessrs.ALEXA}|DER SCHLEICITEI.
novl ltGs

E-Gtass: Ec 9-716 l(

4l (68) llanufacturer!
vetrotex Deutschiand
Bicherouxstra8e

GmbH

52134 llerzogehrath
Carbon

fiber:

CF-fabric strips (KDU)
l.lanufacturer: Sigri GmbH
lrerner-von-sienens-strage l8
86405 xeitingen

KC 20 SDY LtI 29 966 and

Rev.No./Date.

SiS.

Author

Date

July 1994

Page llo.

Repair Manual
FOAI{
PVC

}IATERIILS

As Per! 14.01 .94

hard foan 5.1560.2 according to DIll e9

898

I formertyr
Divinycett ll 60
.l Conticelt 60
llanufacturer:
I Hanufaeturer;
Divinycett Internationat GmbH I Continent.t AG
llax-von-Laue-Str. 7
|
30965 tlemingen
I Hannover
Pl.lI hard foam 5.1460.2 according to DIll 29 898 (Rohacelt A7l)
llanufacturer! Rohm GDbH
Chemische Fabrik

Kirschenattee

64293 Dgrnstadt

NESII

FILLENS.:

Aerosit

llanufacturer: A+E Fischer
Postfach 15 02

65090 Hiesbaden

Cotton flocks, Type FB 1/035 (formerly Type FL lf)
llanufacturer: Schrarzr$tder Texti trerke
Postfach

77771 Schenkenzet l

llicro baltoon, Bhite

llanufacturer:

OilYA

GmbH

Postfach 51 08
509t4 r6tn 51

PI I }IT

uP-getcoat T 35 rhite
UP-hardener sF 2 ./ sF

lforrnerty:

I uP-getcoat rhite 03-69 469
| UP-hardener llo. 07-20 500
I thinner llo. 06-10 170
I llanuf acturer:
I lxZo Coatings cmbH

SF
acturer:
tlartin G. Scheufter
Am O8tk6i 21122
I
70327 stuttgart-obertiirkheim I stuttgart
Thinner

l,lanuf

Hev.No./Date.

Sig.

Author

Date

July 1994

Page llo.

Er rH lltstt{ut;llt lI
for ,fl Fib.r Comporat Alrcrafi
Annlx to llrr Bcprh Mlnud

DEEE I:

'1 o,

Alerrndor Schlelchor
ffita

xiQffi
new Post Cods: D-36183

Subiact:

Repairs

on fibar composite

construcdon aircraft

for which ths

original rgsin syatenrs ana no longer availabli in ths msrtot.
S€risl number
aoplicabilitv:

All Eerlsl no.s of

SCHLEICHER aircraft made from tiber composite

mat€rials.

Rsason:

Th€ ffrst fiber composito akc.aft typss havs baen buih
30 yeara ago and it b€com8s more and more ditficuh to

almost
obtain

the oriOinal roain syEtams,

Thk repair instrucdon stst6 which resin types can b€ used
whbh sircraft npas on

Acltotri

fot

fgpairs.

The following sircraft qrpes mads from glass fibers ASVI, 12 (dl modsl variants and serial numb€rs)
ASW 15 (a[ model varianB and serial numbors]

ASW 17 {all modsl variants and serial numbars; oxcspt fot
such fuselago buih as per TN no.4, i.a, with carbon ffber)
ASW tg (aS mod variants and Eerial numbsrsl
ASyl, 20 {a[ model variant3 and orial numbes; sxoapt for fi€
coatrol Esrfac63 & flaps of ASW 20 B, 8L and ASW 20 C, CL var-

i.nts!

ASK 21 (a[ modsl variants and serisl nrxnbersl
ASK 23 l.ll model va.ianb aad serial numbersl
have baan d sre still b{J[t wi$ tig resln ayE&rns:
Epoxin

182 with hadanEr Leromin C260,

subs€qucrrtly renam€d

Epikote

182 witlr

8ubsequenily

es:
a9;

Glycidertar 182

hardener Eplkure

witt

ln cas€ $at liess

113,

renamed

hard€nor Epikur€ 113.

original ma&riaE

are no bnger

available,

286

lmadiuml

ttre following resin sy8lem can bs u!6d ,ot' ths repalr :
Scieufler L 285 wi$ hardenarc H 285 trapld). or H
or H 287 (dowl.

P.ftr.ry rtructra compmants wftkh have bsan bult whh the
Sclr{lrfl.r Irrh ry.tcm L 285, CANilOT bc rcpaind wiitr Epiko.

to 162

Epi*rra l13l

ASW 17 lusalages ss
wsrs bullt .with the rsain Eyatem: Bak6lito L 2O & hardener

Th€ carbon fibe, rsinforced

p€r

TN no.4a

SL.

ThB ASW 22 (all modal vadants and scriat numbe.s) was built
with tln resin systern: CIBA XB 3052A & hardener XB 30528; sub-

as:
LY 5053 & hardEner HY 5052:
and with Scheuflor resin L 160 and hard€ner H 161. H 162, H 1628
or H 16i1. which was roplacad after tg85 by the Scheuflor resin
L 285 whh hardonors H 285. H 288 or H 287.
E€quenuy ronamod

l'dEt I :

2al

REFAIE INSTRUCTIOIII

ALxrEdcr Schloich.r

for dl Fhcr Conposlt! Aircratt
Ann.r to tr. B.prk Marud

x{xm*
wl6

Post Code: D-36143

ThB sam6 lailn systsrls as on tig ASW 22 wEre ,lso us6d fo, th6
cont ol curf.ces & flaps of AS:W 20 B, BL .nd ASW 20 C, CL varF
ents.

The aircrsft rypes ASW 24, ASH 25 snd ASH 26 E (8tt modd

ver+

aBta 6nd 3srial numbsrs rBspsctlvelyl w€re built onty wlth th3
raEin 6y8t6mt Schoufler L 288 wirh hardenars H 2gS, H 296 or
H 287 - oxcept for suct haat{esiltdnt sngine parts which rs-

quir8 sxplichly othor milerial.

For ell

aircreft ryp63 .spal'3 can b6 done
or Scheufl6r L 2gS with
H 285, H 288 or H 287 (dop6nding on fie desirsd pot
b€fu.6-menfon6d

uslno eitha,

tie

original rasin 8y$iams

hard6neru
lifu and curlng condidoruil.

Any rspah ustng Scheuflar resin L
for about 12 houre at 58 - 62ocl

Notes:

2BS rEquircs r Fost

curing

Fu€l Tanb:

ASK

t4 .nd ASK le fu6l tanks were buih

EpikorB 162[aromin C260.

Sirtco

ths us€ of

low{rade.bdnzols

uslng

fuets

Supar Plu3l drcse tsnkr hava beeome blind and

the restn

3y$em:

(MOGAS.Eurosuper snd

sott

The tuel tank3 tor ASW 22 M, ASW 22 BE. ASW 24 E, ASH 2E E, and
ASH 26 E, as w€ll 8s new buih tanks for ASK 14 and ASK 16 were
buih wlth,
Bskelite L 20 & hardenu H gl..
Thsy must bs repairad only with said Bakelite L 20

Popp€nheusBn. July

91.

1994
AI..EXATDER SCHT.HCHEB
GmbH & Co.

The renslati,on lnto Engli8h has b6en done by baEt knowl€dge and judgoment ln
any caso of doubt

tie

Germsn originel is eorltrolliog.

m7.E

1of

CARBO{ FIBER CLOTH FOR ALL FIBER COT/I.

Alexandc.r gchleich€r
qrbH & co.

POSITEAIRCRAFT
Anncx to the Rep€ir Manu€l

S€g3frlrgalghu
D - 301fi! Poppe[hauson

REPAIR INSTRUCTION

Sh€6t

gubleca:

Repalr ard produclion of tibe. composlis sircrsfl forwhic,h the typos of taMcs or rovlng lay€rs as dated in th€ layer saheme drawings are ns longer us€d.

Aopllc.bilitv:

AU AS aircrafr, seilplanqs and pourBr€d seildanes, made from

fibsr comporiite rBinfor"sd

plestlcs (FRP).

R€raon:

tho der$gnahns

ot tailios or mving layBE hav€ charEed in llre cours€ of the years or aIe
no longer in use erxl lor have beefl rephced by otner typ€s. This repair instrudion slates

wthtr types of fsbdcs
Ac'tion:

or roving layers may b6 l,s€d as subciltutB.

Th€ metedals Ca6otex CX12 or CST125 (fabrlc ureight 125glst, Gfibor p6rcentag6
120dIIn and Cartotox CX25 orCST250 (faffic w€Eht 250drf. Gfiber perccntage

240 g/r0 aro no. longer us6d.
For repair and Foduction of FRP eitcrefl or FRP strudural compononls the follo\,ring sub.
slitute fabrhs or layer srybs may bo used ard the layer scheme dmwings amsndod oonE-

spordinsly.
Gfibor pononlsgo

Daslgnatioo
rTG e8320 (03 340)

1t2g!fif

MDL9M1

140Cfif

l2Oglnf

Supplier
lnterglss
SlSd

CCC - Style 763

140 glm.

120 g/me

l(ramer

121

S
Sigratox KDU -

lqrg f,5

wid€)

mm
sbrstexKDU - 1012 (150 mm
zlayor! ITG
2 leyeG CCC - S-tyl6
CCC.- Styh

98320
763
79€

wide)

glfif

fiberpercentage Supplier

218.1stnf
291dfiP
319 glnl.

2E2.4glnt

'1329ffi

121 glfif
120 glnf

400.4 g/mr

140 gdm.
2E0 g/tn'

247 glfif

SiSri
SiSd
SlSrl

hterglas
Kramgr
Kramer

CuneIltly availaH€ €)( $o€k frcm SCHLEICHERI

This Rgpslr lnSrudion mu* be inserted as AnrEx into thB Repair Maoual I

lJoEE3

All fabrlc

mvirE lsyer matedals csn ba o{der€d trom
Alerander Schleicher cmbll & Co.
PO Box 50
D.36151 Popponllauscn
Tel +49 665E tgo 0f Fax +ilg 6858 4940

Poppenheusen, July 7,

19S

Alexander Schleicher

Byqd.r

IHEREAWAGEWEITdoG\ /bmdrhd

RBGY

GmbH&Co.

(#=-il,-E-J*
(Lutz-w.

Jlryrw)

n
n
x)

Technlcel Note No. 01-98

Shs6t

l oll

fdall airsafttypes of
Glass Fib€r & Fib€r Composib ConstlJdion

Alemil!.r SchLlchar
GmDll A Co.
S.gdr{[({ba
D - 3816:l Poppenhauseo

3ubir6:

N€ry

App$c.bifty:

All AS rtrc.8fr - saildsno elld pory9f€d saildana typs - forshirrt rssin leminatlng sys.
tcms srs used.

,sln

systom for lemindim glass, cartoo. and Aramld fib€r cloth

Colr|plLnce:

Nono.

R6ason:

The r€sin rnsnufsdusr Ma{tin G. Sohsuflsr has d€velopod e lemlnelirE r€sin L 335 wilh
the hsrd6nerE H3:15, H335-340 8rd H3{0 whlch can b€ usr{l insiesrt ot ihe r8sin
sy$em Edkotc 162 yrith llard€ns,s Egikur8 113 or Leromln C 260 rEpectlvsly. Produolion of lhe rEh system Eplkote / Efrkure will bo dlscontlnuad.

Thls lsmlndiry lgsin system is qualified by lte t6sts 8s F€scrib€d by the kfifahltBundesemt (LBA) in
GuEBlinas tor Resin Fiber Compclto grudulls (G6rman:
RFM ard has b€€n certified by tha LBA rorlho svietion industry.

For a[ fib6f compodts comgonorns ufilch wsre built usine th€ lBgn system Eplkote 162
with haden€ts Epil$rs113 or LsrominC2So rcspedivaly, notv th€ hminaling lgliio
L 3:15 xrffi lha hsrdgnefs H 335, H il35 - 310 and H 3{0 can be u3€d whon lhe compo-

n€r{s s€ new built or rBp.lr€rl.

Spars mu* not bc rrfek€d ,ror new buih wiln th6 leminaliqg f3sin L 33!i ard the
had€flors H 335, ll ll35 - 3aO rnd H 340. ln oeEo of doubt il b mquired to oofitad lhs
comsry Ah€nder Schblcrl8r.
Cornponords h'frlclr h8v€ bo3n r8ps[Bd or new hrili iyfih the r€sio L 3i]5 must bo tr{€d
for 15 h,rt e trmpefsluro ot 55.60 C'.
Thls TN muS be lnssfed G snnex into lh€ AS Repair Msnual.
The raEin sysilom L 335 cao be oHein€d from I
Alexar*lrr Sa$Hciar Gmbll & Co.
P.O. Box60
}'3E161 Poppenhfltsen llllasserkuppe
T€l 0605E - ECo ff Fex 0€656 - a940 or email A$$lldans@Fuld8.ne{
Poppenllgusen,

Uedr

12, 1999

Alexander $chleicher
GmbH &Co.

avoa",Q,&-CI

5-/?D

(Lulz-W. Jullrtev)

Ths G8rman otlgtlrel of lfib Tedrniod NotB has bogn approvod by thg LBA under tfto date of Marcfi 10, 1999,
(slgnsture: JUNG ). The lrandslion into Erylish halr bean dons by best knoryledge and iudlsmenti in efly
cass ofdouH th€ Gerinsn orlginal is confo$ng.

Technlcal Note No. 02-99
for all aircraft types of

Alerand€r Schhlchor

Glass Fiber & Fiber ComposiE Constudion

D - 36163 Popponhausen

She€t

l dl

SubJoct:

New fini8h fut giaEe fibBr do0l

Appllcrhlllty:

All AS ahEatt - saldan€ and pori,6r€d sailphne
Gonstucton,

tp€s - whtsi

Gr$H & Co.

$agdn$m4nau

use ghss fiber clofi

their

Complianc.:

None,

Rilsn:

CSINTERGI-AS AG, lhe rnanufaoftrl€r d glars fibe6, h6 dEvdopsd a n6w finlsh ,or Pd}b
ostff r€sin (UP), Vinyl 6ster resln (VE), Eporry resin (EP), and Polyamid Eystsms (PA); UrS
ne$ frnBh replecos t!6 pr€vbus finbh tlpee.
Tha n6w fnish FK 800 r*ad6 on th6 b66b ofAmirp-Silan, ofiera t ts follorlru advantagss:
- kxlEr Chlorkle values
- fasl€r wBttng d thg doth
- lrrlproved adhesbn b6ntve6n dolh and r€sh syst€m
- Chrome conlents 0%
- excellent meofialiod prserties.

b qualin€d by thB r6ds as F€soribed by lh6 Luflf,ahrt€und63ril (LBA) ln ffte
GuEellnos fior Resin Fib6r Composlte Sbudurss {Gerrun: R}fV) and has begl certlfied by
the LgAfor he avktion industy.

This fink*l

Acton:

Gless fibsI dolh wih th€ n6n, finish FK 800 can b€ used for dl fibel cdrposite compon€nts,
€lth6r ror nerry bullt pafu or ror r€palrs, lnstesd of lhe FBvi([l8ly us€d glass dolh typ€8.

Thb TN must b€ inserled as ann€x inlolhe AS Ropair Mmual.
Poppenhzusen, Mardr 15, lggg

Alexandor $chlelcher
GmbH & Co,

by ord€r

fu-fr,
(Lute-W. Jumbur)

Th6 G6man ofiglnel of thle Techbal l,lot6 hB b6en apprwed by tr€ LBA urd6r th6 dat€ d Apnl6, lS!€,
(sEnafuro: JUNG ). Tha fenEhlion inb Englilfi has be€n done by. b6st kno.riedg€ end Judgemont in any cas6
of doubt th6 Garman orighal i{r contolllng.

l of

Alsxmdar Schlelch.r

Tachnical Noh No.03-09

Sheot

Sublect
Applic.bility:

Gmtll & C4

for a[ airareft d ttle
produclion S3rios AShl, ASK & ASW

S.gdf{ntela
D - 3616:l Poppenhausen

N€w m8terlal sp€dflca0onsfor coppor-dnc alloys (foflnerly bress).
All A8 aircr.fl - selplan. .nd porrvBlrd saihlanr lypes - corcn$y in ptodudion as wsll as
manufaciura of sperD pad8 for thoso foflnsly ln prcdudlon.

Compliance:

Non€.

Ree3on:

DIN 17 66{, €m 17 00'l sil.ndald3 contrin psdy chengpd sp6dlicatiorls. mstBrlsl
aEidgEd slgns or nunb3rs rsspoctlvoly, for copp€r-dno slloy3 (formsrty bress).
The brass as orllhally slstod ln the dnwingE ls no hnger evaileue in oconomical querF
tities.

Action:

This Tt{ Eup€rE€des lh€ mst6dal spocifleailons br copp€r-dnc alloys (fo[n€rly br€Es) on
lhe rB€ctlvs sisting dnnlqgs aod mrd bo hsad€d as snnex lntothaAS RepelrMe.F
uel,

Mei.rirl:

ln$s8d of lh6 has6 mst€rial spedficalions rldlidr wore so fer statsd in thg drawings
ih€ folh|im mstcrt l abrlqpd s&m arxt rumbers c8n be llsad 83 substftute:
DIN
Tensib S$orEth
MaterialAuldo€d sign
Malsflgl NumDor
N/mtrl.
guzn3gPbz, heId
mln.
17 6€0
2.036026
'a:lo
r7 670 '
FaA Ht20 tlrss8l
2.(x01.26
min.430
17 660
Cuzn3gPt8, herd

Fr" r{ff

qrznx,PDz,

mln.44O

2.0p,21.fi

mln,4ao

Cu 4137, hafll

2.0u21.32

mln.5.m

17 e6{t

CuAr37, hard

2.03i!1.34

min.610

17Wt

wLz.u{t€a.q+!

mh.55{,

naro

F4{ H125 nls58)
gu Znirrr nafu

Hl4ll lus88)

Fla Hi7! ilrAl\
Bl

,t? 661
17 6t6At

2.0402.26

F4.l

!,m

lkml
AZ ''

7
7

600,
eal

e61

861
17 681

',ITIU 5EAlz}
{SoMS

') To be ssod

FornBr ab.idged

Drrwinor:

ftst

slil

crroica, wfiorg possiblel
ln braddsl (Ms = br8ss)

Th€ brass met8rlal spedficrtlofis yvhhft vBre so far stat€d h the dradngs elts hel8vrlth
rDdaoad by the matsdal ab{flSod sigrrs and numb€f3 rsspedivety in this TN. The t€spor*lve drewirps nc€d nol be dlalE€d,

Popp€nheusen, MarEn 26, '1999

Alexander Schleicher
Gmbll & co.

,"*, @i -l)

(LgE-w' Ju

The G6men o,lginal ot lhls TGcfinicel Nots h83 been spproved by Ule LBA under the 6s16 61 Alril 8, 1999.
(signaturs: JUNG ). The Asnsletion into English has b€on dooe by Des* knorvledge sId Jtldgement h 8ny
c8se of douH ti8 celman origlnal is conlrclliftg.

Technical Note

Page

1of

Alexander Schlelcher

No. G!-2fi)8

GmbH & Co.
Segeltlugzeugbau

Spar cap fibres EC9 756 P109

D - 361 63 Poppenhausen

Subiect

Fibres ofthe type ECg 756 P109 replace the fibres previously used for glass fibre spar
caps.

Applicability:

All As-aircraft with glass fibre reinforced spar caps

Classification:

MinorChange

Urgency:

None

Reason:

The manufacturer of glass fibres Sainlcobain Velrotex replaces the finish of their ggm
glass fibres.
Denomination of the previous glass fibres
Denominataon of the new glass fibres

type:

ECg 756 Ktl3
ECg 756 P109

The new material was tested statically and dynamically in comparison to the previous material.

Actionr

For all spar caps made from glass fibre reinforced plastic, the new type of fibres
ECg 756 P109 may be used for production or repair instead of the fibres that were used
before.
This TN is to be attached to the As-repair manual as an appendix.

Note:

ln the meantime, the supplier Saint-Gobain Vetrotex has been acquired and has become
part of the company OCV Reinforcements.

Poppenhausen, 12.02.2004

Alexander Schleicher
GmbH & Co.

i.A. k c*;
(M. Greiner)

The German original has been approved by the EASA on the 1 8 March 2008 with change number
EASA.A.C.09208

Page

1of1

Technical Note

Alexander Schleicher

No. 01-2013

GmbH & Co.
Segelflugzeugbau

Replacement U-PICA-MAT

Subject:
Applicability:

D - 36163 Poppenhausen

Replacement of sandwich-core U-PICAMAT through Lantor LRC Soric

Sailplanesandpoweredsailplanes:

26
E
ASW27
ASW28
ASW2&18
ASW2&18 E
ASW27-18 (ASG29)
ASH
ASH 26

ASW27-18E (ASG2sE)
ASH 31

Type Certificate LBA 383
Type Certificate LBA 883
TCDS EASAA.22O
TCDS EASAA.O17
TCDS EASAA.O17
TCDS EASA A.034
TCDS EASAA.220
TCDS EASAA.220
TCDS EASAA.538

all variants

Urgency:
Reason:

None

The produc't U-PICA MAT was used to create wall thickness between load carrying layers. The produc{ is no longer available.
U-PICA MAT was used in nominal thickness of 1mm. ln impregnated condition this corresponds in respect of weight and thickness to the product Lantor LRC Soric 2mm.

Action:

Vvhen U-PICA MAT is specified in drawings, alternatively Lantor LRC Soric may be used,
according to the following table:

Specified in drawing

Replaced by

U-PICA MAT 1mm

LANTOR SORIC LRC 2mm

Poppenhausen, 1. May 2O13

Alexander Schleicher
GmbH & Co.

i.A.

H- f

.-'*

(M. Greineo

This modification has been approved by the EASA at the date of the 07.06.201 3 with the Major Change
proval 10045216.

Page

1ol

Technical Note

Alexander Schleicher

No. 02-2013

GmbH & Co.
Segelflugzeugbau

Usage of Pyrofil TR30S- 3K

D - 361 63 Poppenhausen

Subiect:

Carbon fibre cloth with fibre type Pyrofil TR30S 3K

Applicability:

Sailplanes and powered sailplanes:
ASW 17
Type Certif icate LB A
ASW20
Type Certificate LBA
ASK21
TCDS EASA A.221
ASW22
Type Certificate LBA
ASW22 BE
Type Certificate LBA
ASW24
Type Certificate LBA
ASW24 E
Type Certificate LBA
ASH 25
Type Certificate LBA
ASH 25 E
Type Certificate LBA
ASH 26
Type Certificate LBA
ASH 26 E
Type Certificate LBA
ASW27
TCDS EASA A,220
ASW28
TCDS EASA A.017
ASW2&18 E
TCDS EASA A.034
ASH 31 Mi
TCDS EASA A.538

282
314
351

834
366
859
364
858
383
883

all variants

Urgency:

None

Reason:

The company SGL proved the suitability of their carbon fabric with the carbon fibre Pyrofil
TR30S 3K. This fibre may be used in fabrlc and UD-reinforcements besides the other
carbon fibres used hitherto (Toho Tenax HTA, Toray FT300B-3000).

Action:

All carbon fabrics supplied by SGL may completely or partially be made from the carbon
fibre Pyrofil TR30S 3K.

Poppenhausen, 1. May 201 3

Alexander Schleicher
GmbH & Co.

i.A

H C;(M. Greiner)

This modification has been approved by the EASA at the date of the 07.06.201 3 with the Major Change
proval 10045216.

Atr

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