SGS134

User Manual: SGS134

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Page Count: 18

Form F-116

1-70

Rev.

4-72

TABLE OF CONTENTS

SECTION ONE -

FLIGHT

PROCEDURES

General Description

Flight

Controls

Retractable Gear Control

Pre-Flight

Inspection

Weight and Balance

Aero Towing

Auto or Winch Towing

Take-off

Spins

Aerobatics

Dive

Brakes

Slipping

Landing Procedures

Normal and Emergency

Cold Weather Operation

Flight Envelope

Flight Envelope Graph (Fig. III)

Performance

Curves

(Fig. IV)

SECTION ‘IWO -

ERECTION

MAINTENANCE

Final Assembly Hardware

List

Unloading from Trailer

Sailplane

Assembly

General

Maintenance

Instructions

Fabric

Covering.

Finish

Lubrication

Chart

Fig. I

Lubrication Chart

Fig. II

Lubrication Chart

Fig. III

Rigging

Wheel and Brake

Annual or 100 Hour

Inspection

Annual or 100 Hour Inspection Record

Sailplane Tie Down

l-l

l-2

l-4

1-5

1-6

1-7

l-8

1-9

l-11

l-12

1-13

2-l

2-2

2-3

2-7

2-8

2-9

2-10

2-11

2-12

2-13

2-15

2-16

GENERAL DESCRIPTION

MODEL SGS l-34

The SGS l-34 is a

single

place, high performance, all-metal sailplane of

monocoque construction, built by

Schweizer

Aircraft

Corp., Elmira, N. Y.

It was designed and built to meet the need and demand for a US Standard

Class Sailplane.Its many safety features plus the excellent flying and

handling

characteristics

serve

to make it an ideal sailplane for the average

soaring

pilot;

as well as for one with competition in mind.

Pilot fatigue, after long duration flights,

has

been virtually

eliminated

be-

cause of the

semi-reclining

adjustable seat, adjustable rudder pedals and

adjustable headrest.

The rate of roll and controllability, while thermalling, is very good. The

visibility

out of the cockpit

all directions is excellent.The cockpit is roomy,

with all the controls and instruments within easy reach.

These

features add up

to more pilot comfort and better proficiency.

MODEL SGS l-34R

The SGS l-34R flight and handling

characteristics,

from

lift-off

to touch-

down, are identical with those of the l-34.

The l-34R incorporates a manually-operated retractable main gear with

doors. The retractable gear offers three advantages over the conventional gear.

One, obviously that of resulting in a more aerodynamically clean aircraft.

Second, the weight of the retraction mechanism

beneficial from a penetration

standpoint. Furthermore, additional ground clearance is provided by the ex-

tended gear for those operating from uneven fields. The overall dimensions re-

main the same except for the ground height, which is slightly increased on

the

l-34R.In this connection, the gear for the l-34

has

a one inch up and down

ground adjustment through the use of alternate axle

holes

In the gear plates and

brake torque arm.

Overall Dimensions

Length

25 ft. 5 in.

Span (15 meters) 49 ft. 2

in.

Height

7 ft. 6 in.

Wing

Area 151 sq.ft.

Other Characterletlcs

1-34

Aspect

Ratio

l-34R

Empty Welght 570 Ibs. 595

lbs,

Useful Load 270

lbs.

245 lbs.

Max.

Gross

Welght

840

Ibs. 840

lbs.

l-1

Calculated

L/D

Mtn.

Sink

Placard (red line) Speed:

dive

brakes

closed

dive brakes open

Stall Speed

Opening the Canopy:

PERFORMANCE DATA

SGS 1-34

SGS 1-34R

33 at 55 mph 34 at 55.5 mph

2.4 fps

49 mph 2.2

fps

46 mph

800# GW

840#

800#

840#

----

135 mph

132 mph 135 mph 132 mph

142 mph 132 mph 142 mph

132

mph

38 mph 36

38 mph

Access to the cockpit is gained normally from the left hand side of the ship.

The small window panel in the lower section of the canopy is pushed slightly

inward, then aft. Reach across the cockpit to the ring on the latch handle, rotate

the latch by pulling the handle ring inboard and aft.The canopy is unlatched when

the handle is at right angles to the longeron. To latch the canopy after tie-down,

reverse the above procedure.

FLIGHT CONTROLS:

Control Stick:

The single bent control stick

conventional for aileron and elevator

control.

2a. Rudder Pedals:

Rudder pedals are conventional with a five position adjustment. Ease

of adjustment

provided for by a levered

lock-pin

arrangement and

a spring assisted pedal retraction.

Rudder Pedal Adjustment Lever:

Located between the bottom of the rudder pedals.To adjust, depress

lever with either heel and relax pressure on rudder pedals.

The

spring will retract the pedals to the full aft position. Push pedals for-

ward to

desired

position and allow lever to lock in place by removing heel.

3. Trim Control

(longitudinal):

The cockpit control is a lever with a knurled lock-knob located on the

right hand side of the cockpit. The lock-knob must be turned counter-

clockwise to unlock and clockwise to lock.

the first few aircraft, the cockpit control is a T-handle located

under the lower left side of the instrument panel.To unlock, turn

T-handle counterclock-wise.Pull to the desired trim position and

lock by turning the handle firmly clockwise.

The trim

system

is of the bungee type which applies tension

the

elevator cable to reduce the control

stick

back-pressure required

while flying at slower

airspeeds.

Forward position for nose-down

trim and aft positions for increasing amounts of nose-up trim, for

either type of control.

4. Tow

Release

Control:

The release control is a knob located below center of

the

instrument

panel. Pull the knob fully aft to actuate the tow hook release.

Dive Brake Control:

The dive brakes are actuated by a

lever

located at the forward left

hand side of the cockpit. Lever is pulled slightly inboard to unlock

and aft

the desired degree of dive brake application.

and

lock dive brakes, push the lever forward until it snaps into the locked

position.Forces required to open and close the dive brakes are

light at low speeds, but will require

force

close as speed is

increased.

Main Wheel Brake:

The main wheel brake is a hydraulically actuated disc type and

applied by unlocking the dive brake lever and pulling to the full aft

position.

The

wheel brake

actuated during

the

final

few

inches of

the dive brake control lever travel.Extra

pull

force is needed to

achieve wheel-braking action.

7. Instrumentation:

An airspeed indicator,

sensitive

altimeter and magnetic compass

are required. Additional instruments, up

full

panel, are op-

tional at the owner’s

discretion.

8. Static Line Drain:

Provision for draining of any accumulation of water from

the

airspeed

static line

made by a spring-loaded valve located at the 1ower left

hand side of center console.

open

the

drain valve, push

forward

the

handle pins and turn counter-clockwise approximately l/4 turn.To

valve, turn

handle pins l/4 turn clockwise and release.

Factory flight tests have shown that with this valve

open

in flight, air-

speed readings are reduced slightly.Flight with this valve inadver-

tently in the open position is therefore not particularly

hazardous,

and,

in an emergency, may be used as an

alternate

source

of static pressure

l-3

l-2

10.

11.

12.

13.

14.

Canopy Latch:

Located on

right

side

center bottom canopy frame. Push down and

for-

ward to

secure

canopy.Reverse to unlatch

the handle is at right angle

to the longeron in the unlatched position.

Cockpit Ventilation:

Located at top left side or right side of console. Adjust valve as desired.

Clear-vision

Window Panel:

Located at 1eft or right bottom side of canopy aft of center. To open,

pull small knob inward and slide panel

aft

to ventilate and remove con-

densation from internal canopy surfaces.

Headrest Adjustment Lever:

Located at center of aft hatch forward bulkhead.To adjust, pull

spring-loaded

lever outboard and set headrest to desired position.

Release lever to lock

place.Six positions are provided to comple-

ment the

various

seat-back positions.

Seat-back Adjustment Levers:

Located at top outboard sides of seat back. Depress both spring-loaded

levers inboard and set seat-back to desired position in the adjustment

racks.Release levers to lock into position.

Retractable Gear Control, I-34R:

The gear retraction/extension control has a slide-tube and cable arrange-

ment with a knob handle, together with a squeeze-type finger lever latch,

on the

right

side of the cockpit. For

“Gear

Down”,

the control knob is in

the full forward position; for “Gear Up”, the control

pulled to its full

aft posltion.At both “Gear

Up”

and

“Gear

Down

”

positions. the control

locked by a pin (on the underslde of the latch lever) engaging a

hole

the inner slide tube. A “Gear Down” safety pin is provided (attached to

a bead chain) for insertion through the slide tubes for additional pro-

tection against inadvertent gear retraction during ground-handling or

tie down periods.

PREFLIGHT INSPECTION

CHECK ALL POINTS AS LISTED

Fusela ge

and Cockpit:

a. Flight controls for free and normal movement.

b. Rudder pedal adjustment.

Seat and headrest adjustments.

d. Release hook and linkage.

I-4

Instruments, lines, pltot-static openings, static line drain.

Canopy

hinges

and latch, head

clearance.

Safety belt and shoulder harness.

Wing pins

main spar. and aft

carry-thru.

i. Aileron control attachment, fuselage to wing.

Tire condition and inflation (31 psi).

Wheel brake operation.

Nose skid attachment and condition.

General condition exterior surfaces.

Retractable gear safety pin removed

l-34R only.

a. Aileron hinge and

pushrod

connection.

b. Dive brake and

mechanism.

General surface condition.

Empennage:

a. Stabilizer attach, forward and aft.

b. Elevator

hinges,

pu shrod

attach.

Rudder

hinges and fabric.

d. Remove inspection plate

rudder and elevator control connections.

e. Tail wheel.

General condition surfaces and aft fuselage.

WEIGHT AND BALANCE.

SGS

1-34

The weight and balance, furnished with each sailplane, should be the con-

cern of each pilot, to familiarize himself with the various weights, and

weight

distribution limits shown.The “placard limits” plate attached to the instrument

panel shows only the basic weight limitations as to maximum pilot weight

reach either (1) maximum gross weight, or forward CG limit, whichever is less;

and

(2).

the minimum pilot weight to maintain the aft CG limit. .However, be-

cause of

variables

in loading conditions, pilot-weight limits will also vary.

For

instance, the maximum pilot weight (for forward

limit) with the seat back in

the fully forward position, will sometimes calculate to be less than the weight

necessary to obtain the maximum gross weight.See Weight and Balance Report

for the aircraft.It should be understood that the

heavier pilot

will, in most

cases, be tall enough to require that the seat-back be adjusted to a

position

other than the

fu lly

forward position. In such

case,

is quite probable

that

the maximum gross weight figure is applicable, as each

succeeding

position

(aft) of the seat back adjustment will allow a somewhat greater pilot welgbt and

still remain within the forward

limit.

In any

ca se,

flight at, or near, the

forward

1-5

CG limit condition is not as

critcal

to controllability as is flight at the aft

limit condition.

CAUTION: Upon entering the cockpit, the nose section should be pushed down-

ward so that the

nose

skid rests on the ground.

Should the pilot’s own weight

fail to keep the nose skid in contact with the ground, the C.G. condition must

be rechecked, to assure that the aft C.G. limit is not exceeded, before flight

is attempted. This indication of the C.G. applies to the fixed gear model only.

WEIGHT AND BALANCE. l-34R

The Datum, MAC and C.G. limits are identical with those for the SGS l-34.

The l-34R maximum Gross Weight is 840

gross weight was also

approved for the model SGS l-34 and was made retroactive to include ships

Serial No. 1 and up.

The main wheel on the

1-34R,

as stated previously, extends farther below

the

fuselage

than on the l-34.The axle position is also moved forward ap-

proximately eleven inches.This has no effect on the weight and balance out-

come -only the figures used in some computations.

AERO TOWING

Use normal aero tow procedures.The actual take-off should not be at-

tempted until an

IAS

of 40 mph is reached.Due to the low

angle

of attack, a

slower attempt of take-off will result in a series of tail bumps which will be

severe if the terrain or runway is not smooth.The recommended

aero

tow

speed is 55 - 60 mph. Towing slower than an

IAS

of 50 mph is not recom-

mended.

AUTO OR WINCH TOWING

Both the SGS l-34 and SGS l-34R have been flight-tested and approved for

auto-winch towing at maximum gross weight. However, with the release nook

so far forward of the CG, this manner of launch is something less than ideal.

Therefore, not recommended for any pilot without proper instruction or

equivalent experience.

Normal auto or winch tow procedures are used, however, as the tow hook

is so far forward, the sailplane has a porpoising tendency when too much up-

elevator is used for the climb.Should this occur, reduce back pressure on

the stick until the porpoising stops. The maximum tow speed of 66 mph

be observed.

TAKE-OFF

The take-off

characteristics

for the l-34R are different from the l-34 be-

cause of the more forward location of the main landing gear.For this reason,

a forward pressure on the stick is required to raise the tail off the ground to

attain a level flying attitude for take-off.

SPINS

Spin entries, rotation and recoveries are all normal throughout the C.G.

range.The following characteristics occur as the C.G. is moved rearward.

Entries will be more difficult.

Rotation will be slower

and

flatter.

Control movements for recoveries more pronounced.

Slower recovery, but will not exceed

3/8

l/2

turn at aft

limit.

Slower indicated airspeed upon recovery.

Less loss of altitude per rotation.

AEROBATICS

The 1-34 is

fully

aerobatic, but due to the danger of easily exceeding the

maximum placard speed from a poorly executed maneuver, it is highly recom-

mended that pilots without aerobatic experience either not attempt aerobatics,

or get instruction prior to engaging in such flight.

DIVE BRAKES

Dive brakes can be used for rapid loss of altitude at any time, including the

normal landing procedure as described below.

Ths

1-34’s

dive brakes are extremely effective and will

limit

the aircraft’s

speed to approximately 142 mph in a

vertical-attitude

dive at full gross weight.

They can be opened at any

IAS

up to 142 mph.To maintain a given

IAS

the nose

must be lowered as the dive brakes are pulled open.The reverse is true when

closing them.

SLIPPING THE AIRCRAFT

Slips can be executed normally, but with the effectiveness of the

dive

brakes

unlikely that slipping should become necessary.

l-7

l-6

LANDING PROCEDURES

A. Normal

Landing

Pattern

Aporoach

Touch Down

Ground run

after

landing

Wheel brake

It is standard

practice

to fly a normal

traffic

pattern.Allow

extra airspeed as necessary depending on gust and wind conditions

The approach should be made high with use of dive brakes as

needed. They increase both sink and drag which. in

turn,

creates a steeper and more controllable glide path.

Can be made wlth dive brakes fully open, partially open, or

fully closed. However, the latter is not recommended except

for practice or to stretch cut a landing approach.The actual

landing should be made at an

IAS

of 40

45 mph. Landing at

a slower speed will resultin a tailfirst landing.

On the l-34R the main wheel

mmai

is located

a more forward

position.For that reason forward pressure is used during the

landing roll and

stick

movement increased as airspeed de-

creases, until elevator control becomes lost and the tail wheel

contacts the ground.

After touch-down, the aircraft should be literally flown to a

stop. Care should be taken to keep the wings level and the

track

straight.

When

taxiing

in a cross wind, keep the upwind

wing low for best possible control.

May be used at any

time.

and to any extent, for as quick a stop

as desired after touch down. The

aircraft

can be landed with the

wheel brake fully on.This will not cause the sailplane to nose

over, although an abrupt rotation will occur until the nose

skid

makes contact wlth the ground.

B. Landing,

Dive-Brakes

Inoperative

Emergency Procedure:

In the event that the dive brakes should become inoperative,

which case

the wheel brake would probably be also inoperative, the correct landing pro-

cedure is:

Enter pattern at lower than normal altitude.

2. Fly pattern at a slow but safe speed (45

50 mph).

Slip

as necessary at an indicated 45-50 mph until

sailplane

is l/2

wing span from the ground.

4. Raise low wing as altitude decreases, but hold in full opposite

rudder.

5. At 2 to 3 feet above ground, wings should be level and

opposite

rudder eased off to neutral position (straight and level

flight).

6. From 2 to 3 feet force the sailplane gently but

firmly

to a flying

touch-down.

7. Upon touch-down, immediately but slowly, push the

stick

full

forward so that the skid wlll contact

the

ground and assist in

braking to a stop.

It’s rather

difficult

to land a high performance

sailplane

using the above pro-

cedure. Therefore, some

practice

landings

of this type would be very

beneficial

for a future emergency. However.

since

inoperative

dive brake is

considered

to be a remote possibility

a pilot should not attempt to

practice

this emergency

procedure

until

he has become thoroughly

familiar

with the normal

flight

and

handling characteristics of the sailplane.

COLD WEATHER OPERATION OF THE l-34

Since

the 1-34 may be used in wave and

winter

flying,

is recommended

that

a low-temperature lubricant be used on all pivot

points,

bearing

surfaces, and

other moving parts.To do

this,

the pins and bolts should be removed and cleaned

of any old grease or oil with a solvent. Apply low-temperature grease, such as

Esso “Beacon

#325”,

or equlvalent. which meets low-temperature

requirements

of Spec. MIL-G-3276 (See QPL-3278).

DIVE

BRAKE FREEZING:

Two types of

freezing are possible with the dive brake

system. The first is

the actual freezing down of the

dive

brake doors and the second is the high

friction

of the dive brake control system due to the low temperature effect on lubricants.

Snow or

ice

on the top surface of the wing

will

usually

be melted by the sun

which results

a water

film

the dive brake door recesses. In flight as the

air

cools

with altitude,

this

water freezes the doors into the recesses

that

they may not be opened.It is recommended that the

doors

and recesses be

checked and dried off if flying in

freezing

weather is expected or intended.

The dive brake system should be cleaned and

re-lubricated

with low-temp-

erature grease as previoualy stated.

ICE, FROST OR SNOW ON SAILPLANE:

Ice, frost or snow on a sailplane can be dangerous in that

greatly increases

stalling

speed. All ice,

frost

and snow should

removed from the

sailplane

prior to fllght.This can most

easily

be done by

cleaning

off the excess and then

letting the sun melt the rest.If heated hangars or blowers are

available,

they

1-8

l-9

1-34 and 1-34R

FLIGHT

ENVELOPE

can be used.

sure

surfaces

are dry before

attempting

flight.

Do not scrape

ice,

snow

or frost from surfacee

this

is likely

scratch the

finish,

possibly

gouge the skin.

CANOPY

PROVISIONS:

sure

that the

bolts

and

nuts

holding the

plexiglass

to the canopy frame are

only

snug

that plastic can move

expands or contracts. It

recommended

that

clear-view

panels

installed

inside the canopy to provide a dead air space.

Use of the

ventilating

window may not be practical at extremely

low

temperatures.

BATTERIES:

Dry and wet cell batteries lose voltage

with

low temperature.

Insulation

helps

to reduce

loss

voltage.Some of the newer

types

batteries have

improved

cold weather performance and

should

considered.

WHEEL

FREEZING:

When

operating through slush or mud, lt

possible that the wheel well may

become filled

during

one or several take-offs and landings. Then

during

flight,

temperature

drops

sufficiently, slush may freeze and lock the wheel.There

remedy for

this

except to avold the

slush

and mud. The

consequence

for

landin

with a wheel locked

not severe

at most, a blown tire could

result.

the

SGS l-34R, the above

conditions

hold

true,

but with the additional

possibility

of the retraction

mechanisms

and

doors

becoming frozen

the

“gear

up”

position.While

this

undesireable

a nearly normal

landing

can be made on

the

nose

skid

without necessarily damaging

the

sailplane.Allowances

should be

made to compensate for the absence of the wheel-brake in

such

instance.

The graph an the

following

page

(Fig.

III)

shows

the

basic

Flight

Envelope.

The

aircraft

should

be operated

within

the envelope limits at all times.Note

the

different maximum

speeds

allowable

with

without

use

of the

dive

brakes.

From

points

A to C and A to

abrupt maneuvers will not exceed the load

factor

indicated

this

line.

Above

C (83 mph) the maneuver must be

limited

avoid

excessive

load

factors.The gust

lines are based

the standard 24

ft/sec.

gust,

case of extreme

turbulence,

such

found in

wave conditions

and

clouds,

gusts

can be much

higher

and the aircraft ehould be operated

slowly as

practible,

considering

the fact that under turbulent

conditions

safe

margin

above

stalling

speed

should

be maintained.

Keep

mind that while the load factors

the

Flight Envelope carry

50%

margin of

safety,

these

margins

should

not be used

intentionally

they are for

inadvertent

conditions

only.

This

also

generally true for over-speeding A

20% increasre

speed above the placard limit

will

use up the margin

safety.

wise

pilot

will never use greater

speed,

or pull more G’s than the condition

requires.

A word of caution on

aerobatics. Sailplane

aerobatics

specialized

field

and requires instruction and experience

accomplish

safely.

previously

stated

this

manual, it

all

too

easy to exceed

flight

limits

improperly

executed maneuver, and for that reason

aerobatic

flight

not

recommended.

PERFORMANCE CURVES

To aid the

serious

pilot in

becoming

familiar with the various L/D vs. air-

speed relationships, a graph

of the

calculated

performance

curves,

at maximum

gross

weight,

is provided for

his

information.

See Figure IV.

l-11

1-10

SCHWEIZER AIRCRAFT CORP.

Elmira,

New

York

14902

Form F-116

l-70

Rev. l-72

SECTION

TWO

MODELS SGS l-34

& 1-34R

SGS

l-34.-

FINAL ASSEMBLY HARDWARE LIST

The

following

lists

assembly hardware are for a convenient reference.

Wings

to Fuselage Attach: Stabilizer to Elevator Attach (Ref.

(2)

34430B-1

Main,

Wing (2)

AN3-11

Bolt (L/R)

(2)

34901B-1

Main Safety

(2)

AN393-25

Clevis

(6) No. LSP-l,

Comm’l.

Safety Pin

(2)

34237D-1

Pin-Rear Carry-Thru

(2)

AN310-3

Nut

(2)

AN960-10

Washer

(2)

AN380-2-2

Cotter

(Captlve

Fuse.

)

(2)

34239D-3

Main

Spar (Captive In Fuse.)

Stabilizer to Fuselage Attach: Fln to Fuselage Attach (Ref.

(2)

34902A

Bolt, Stab. Attach

(2)

AN310-5

Nut

(2)

AN380-2-2

Cotter Pln

(2)

AN960-516

Washer

(1)

AN4-7A

Bolt

(Fwd.

)

(5)

AN960-416

Washer

(4) AN

4-5A

Bolt (Rear)

(4)

AN365-428

Nut

Alleron to

Push

Rod Attach (Ref.

Rudder to

Fin

Attach (Ref.):

(1)

AN3-11

Bolt

(L/R)

(1)

AN960-10

Washer

(1)

AN310-3

Nut

(1)

AN380-2-2

Cotter

(3)

AN3-11

Bolt

(3)

AN960-10

Washer

(3)

AN310-3

Nut

(3)

AN380-2-2

Cotter

Aileron

Wing

Attach (Ref.

Rudder to Horn Attach (Ref.

(2)

34505B-5

Hinge

Pin (L/R)

(2)

34505B-7

Hinge Pin

(L/R)

(1)

AN4-20

Bolt

(1) AN960-416

Washer

(1)

AN310-4

Nut

(1)

AN380-2-2

Cotter Pin

NOTE:

Items

marked

“(Ref.

are not

normally dleaesembled for routine

handllng and trallerlng.

Tall Cone to Fuselage

(Ref.

(12)

AN509-8R-8

Screw

ERECTION PROCEDURES

facilitate

disassembly

for trailering and reassembly at

the

launch site,

the

l-34

designed

that

this

may be

accomplished

easily and

quickly.

Unloading

from

Trailer:

A. Unloading Preparations:

Release trailer from

towing

vehicle.

Place tow-bar end on ground and block up the aft end

with

saw

horse, jack or other convenient

means.

Wing

Removal:

Unfasten wing tip tie down.

2. Loosen

and remove bolt that

fastens

the spar butt to

the

trailer.

Place one

person

at the

wing

tip,

holding

the

wing

its

leading

and trailing edges.

Place one

person

at the

root

end,

lifting

by the

wing

leading

edge.

Both men lift the

wing

simultaneously,

high

enough to

clear

the

trailer.

When the wing is clear of the trailer,

carry

its

relative

position

near the point

assembly and place flat on

the

ground.

Remove the

opposite

wing

with the same procedure

outlined

above.

Horizontal

Stabilizer:

Remove

wing-nuts

from frame and

swing

the

holding

straps

down

out

of the way.

Remove stabilizers

from

traller and carry to position.

D. Fuselage

Removal:

Remove canopy and set aside in a safe place.

Remove the

blocking

means

from under the rear of the trallsr,

reverse

the

tilt

of the

trailer

that the aft end

rests

on the

ground

and place the

blocking

under the forward end.

2-l

2-2

Remove the bolt attaching the tall wheel bracket to the

trailer.

4. Remove supports from

fuselage

attach

points

at rear

carry-thru;

the

same

time

make sure that the

fuselage

supported manually.

With

one person guiding the tail wheel, and one on each side of the

fuselage

at the

cockpit,

lift

fuselage out of the wheel chocks and

carefully back the fuselage off the aft end of the trailer.

SAILPLANE ASSEMBLY

A. Wing to

Fuselage

Assembly:

Before

attaching

the

wing

to the fuselage, check to

insure

that no

dirt

clinging

to the spar butt or between the fuaelage carry-thru plates.A soft cloth

may be used to

wipe

the surfaces clean. The main wing pin holes, the

holes

the

yoke

fitting

on each

side

of the fuselage and the rear carry-thru flttlng

should

also

be checked for

cleanliness

recommended that a

step-by-step

pro-

cedure be followed to avoid trouble.

light

film

of grease applied to the

inside

surfaces of the

right

hand yoke flttlng, also on the

wing

spar

the

area of con-

tact, may be beneficial

sliding

the wing

into

position.

Support the fuselage

a normal

upright

position

with

the canopy and

wing

fairing

removed.

Wings

should be

conveniently

located on the ground, or on racks, on

their

respective

sides

of the fuselage.

Assembly hardware should

also be placed near

its

point of use.The dive brake control lever

In the cockpit

must

be in

its

forward position and locked

order for

the dive brake

slip-fittings

to engage

automatically.

Check to make sure that the four

captive

(3/8"

dia.

)

L-shaped

pins

(2 for the rear carry-thru and one each upper

side

of the fuselage

at the

U-shaped

yoke fitting), are completely

disengaged

pulling

the pins

forward

against the pin

stops.

The

right

hand

wing is

to be installed

first,

has a wing align-

ment

installed

on the

underside

of the spar butt. Have one

person

level the fuselage

standing

on the right hand

side

fuselage.

Two

men pick up the

wing.

one at the tip and one at the root.

The

leading

edge of the

wing

handed to the man

supporting

the fuselage and the

man carrying the wing root

moves

support the traillng edge.

The spar

butt

raised

to clear the fuselage wing attach yoke

fitting

and wing alignment

on the lower

side

of the

spar

butt.

Lower

wing

into

the yoke fitting and have tip man

push

wing inboard to

10.

engage wing

alignment

its

receiver

block together with

the

rear

carry-thru flitting.Extreme care must be

exercised

at this

point

that the

man

guiding

the rear carry-thru

fitting

into

position

does

not

have

his

fingers caught between the

sharp

wing

skin

and

the

fuselage.

After engagement

rear fitting and

wing

alignment

pin,

rock

wing

slightly and

insert

3/8”

rear carry-thru

and

safety

each

turn-

ing

the

L-shaped handle portion to the vertical

position,

lower

the

hinged-plate

over

the

end

the handle and

install

type

AN416-1

safety

through the hole

provided

the

handle

end.

Next,

insert

the forward L-shaped

wing

attach

at the

yoke

fitting

under the

spar. Push

the pin aft, through the

main

spar

and the aft

leg of

the

yoke

fitting, until stopped

the roll

bumping

against

the forward leg

of the yoke

fitting.

Safety the

wing

installing

type

AN416-1

safety

through

the

wing

just

aft

the forward

guide

bracket.

The

right

hand wing tip

should

now be held, or

supported,

a nearly

level

position,

while the three

persons

install

the

opposite

wing

a similar

manner

to that

outlined

above.

Install

the two main

wing

pins

P/N

34430B-1.

A slight rocking at

the

wing tip will

aid

inserting

each

will the

convenient

handle,

Safety both main

pins

using

the P/N

34901B-1

large

safety

pins;

the

two aileron

pushrods

are attached to the aileron idler horn by en-

gaging

the quick-disconnect pins (captive

the idler horn), and are

then safetied with (2)

AN416-1

safety

pins.

Check operation

dive

brake doors and

aileron

control

system

insure

freedom of movement.

Horizontal

Tail

Surfaces

Fuselage:

Before

placing

stabilizer on the fuselage torque tube, check to make

sure

tbat

the torque tube

free

dirt or grit..A

soft

cloth should be used to

wipe

the

surfaces

clean.

NOTE: The stabilizers and elevators are

essentially

symmetrical and are capable

being

installed

on opposite sides of the fuselage.

However,

the lower

surface

of each stabilizer can be

identified

by a rectangular notch

the

aft

inboard

corner

of the

skin.

2-4

2-3

Place

stabilizer

on torque tube, align the

stabilizer

with forward

line-up hole and the elevator wlth the elevator-drive-aesembly pins.

Push further inboard until the (vertical) attach hole

the stabilizer

aligns with that

torque tube.

Insert

P/N 34902A-1 collared attach

bolt, add AN960-516 washer, AN310-6 nut and (1) AN380-2-3 cotter

pin.

2. Repeat the above procedure for opposite hand.

Check operation of the elevator control

system

for freedom of

movement.

C. Control Surfaces, Travel:

In the event that the rigging of the control surfaces has been disturbed,

the travel of the

moveable

surfaces must be rechecked to assure that

they are within their respective specified tolerances. Specified travel

of the

various

surfaces

are shown below.In

case

protractor-type

measuring devices are unavailable for making this check, the chordal

dimensions, min. and

max.

from neutral, are listed immediately

following

the callout in degrees.

30-1/2º to 33-1/2º UP --- 4.96" to 5.43" at indoard endd Aileron: 10º to 13º DOWN ----------- 1.64" to 2.14” at inboard end

Dive Brake: Upper 87º to

97º

--- 9.64” to 10.48” at inboard end

Lower 68º to

78º

---

7.27”

8.18"

to inboard end

Elevator:

26º

31º

UP --- 5.34” to 5.90” at intersection of trailing

edge and root rib

4º

to 27º DOWN

--- 4.58” to

5.16”

at intersection of

trailing edge and root rib.

Rudder:

30º to 33º L R

--- 8.18” to 8.98" at bottom of trailing edge

2. Aileron control stops are located on the under-floor bulkhead and

contact the horn on the control stick torque tube just above the cable

attach points.

Elevator control stops are located beneath the control

stick

torque

tube, immedlately forward and aft of the control stick.

Rudder control

stops

are

bolts,

placed vertically through brackets

In the aft fuselage, which

restrict

rotation of the rudder

horn.

Wing

Fairing and Canopy:

1. To install the fiberglass top wing fairing carefully align the

slots

formed by the joggled strips on the aft end of the canopy over the

metal lip protruding forward from the aft fuselage. Push the fairing

aft

until

the studs on the fuselage

line

up with the

respective

hole

the attach angle inside each forward corner of the fairing. Push the

canopy down over the studs, When properly seated, insert the two

type

AN415-2

pins

thru the hole provided

each stud.Secure

the

‘ball-type latches, one each side, connecting the upper and lower

sections

of the bulkhead at the forward end of the fairing.

2. Canopy installation

accomplished

by placing the canopy

position

over the double studs on the hinges located on the top of

the

left hand

cockpit longeron. Lower the canopy,

guiding

the studs through the

holes

the canopy frame. Insert the looped-end pins, P/N 34227R-

15, along the top side of the canopy frame member, through the holes

provided

the double-studs at each hinge. The canopy

restraint

cord

tied to the pin (AN395-32) located in the aft canopy bow, about six

inches to the right of canopy center line. The S-hook on the opposite

end of the

restrainer

cord

then hooked into the

eyebolt,

attached to

the bulkhead

the aft, right rear corner of the cockpit. Position the

latch handle directly

inboard

and close canopy.

To lock the canopy from outside the sailplane,

push

inboard and aft

on the small

sliding

vent wlndow located

the lower left

hand

side

of the canopy

glass..

Reach

across

cockpit

and rotate latch handle

forward until seating of

the

latch

into

detent is felt. Reverse the

above procedure to open canopy from outside the

aircraft.

2-5 2-6

GENERAL MAINTENANCE

The all-metal construction, rudder covering excepted, to

maintenance required for

LEVELING:

1. Lateral

using

adjustable supports under the

wing

tips, level

the

aircraft and check with a spirit level along the upper edge of the

bulkhead

aft of

the

reat.

Longitudinal

raise

the tail of the sailplane, place support under

the tail wheel and check with a

spirit

level at

the

rivet

line

along

the

side

longeron,

aft of the wing

trailing

edge.

LUBRICATION:

The pulleys

the various control

systems

are

equipped

wlth sealed anti-

friction

bearings

and, under normal operating

conditions,

are considered to be

permanently lubricated.

This

also

applies

the

square

slide-tube

for rudder

pedal adjustment, the main wheel bearings, and the aileron push-tube

guide

rollers

inside the

wing.

good

grade of

engine

lubricating oil

(SAE

#30)

may be used on

pivot

points

throughout

the control

systems.

However, under dry and dusty

conditions,

desireable to use a dry-type lubrication such as a silicone, or solid-film

spray

or stick lubricant to prevent retention of grit or dirt around

the

bearing.

The

Lubrication

Charts

(Figs.

and

Ill),

indicate the

points

requiring

lubrication and the type of lubricant to be used.The maximum

interval

for

complete

lubrication

at annual inspections.

FABRIC

COVERING:

The rudder is

the

only surface on the

aircraft

which

iS fabric covered.

The

covering

synthetic

fabric,

"Ceconite

No.

103”.

manufactured

and sold by

Ceconite,

Inc.,4677 Worth Street. Los

Angeles,

Calif.

90063. A Ceconlte Process Procedure Manual No. 101 may be pro-

cured from them for

guidance

maintenance

and

repair

of this

fabric..See front of aircraft logbook for finishes applied.

FAA Manual No.

AC43.13-1,

Chapter 3, also

contains

guidance

information

for fabric testing and

repairs.

LUBRICATION CHART

FIG. 1

KEY TO LUBRICATION:

Lubricating

Oil

(SAE

#30)

Silicone

Solid-Film

Spray (alt.)

Hydraulic

Fluid

(MIL-H-5606

equiv.)

SGS l-34 Aileron 4

Dive

Brake

Controls:

Wing

2-7

2-8

LUBRICATION

CHART

--FUSELAGE

FIG.

2-9

FINISH:

The production

aircraft

are finished with

acrylic

lacquer. (Ex-

ceptions are ship serial numbers 7 and

which have enamel finish).

Colors, manufacturer and manufacturer’s numbers of the

material

applied is noted

the

aircraft

description

section

the front of the

individual

aircraft

logbook.

RIGGING:

The angle of incidence and dihedral angle are built into the wing and

fuselage and are not adjustable

the

field.

The aileron and elevator control system cables are rigged to a tension

of 10 to 12

lbs.

The tension should not be exceeded to prevent

friction

build-up in the system.

The rudder control

cables

are rigged to a tension of 10 to 14 lbs. This

rigging tension is to be developed

prior

to attaching the rudder bungee

link

cables,

from the captive pretensioned springs in the aft fuselage,

to the bolt connection on the rudder cable turnbuckles.

Control cables

should

be rigged with the turnbuckle threads flush with

the end of the barrel, although a maximum of three threads showing

permissible..

Safety wiring of tumbuckles is done by the double-

wrap method shown

Chapter 4

FAA

Manual

AC43.13-1,

Military Standard No.

MS33591.

The dive-brake/wheel-brake linkage should be rigged

that there

is no

lost

motion when the control handle

moved.

Loosely

rigged

linkage may

result

partial opening of the

dive

brakes

even though

the control lever is locked in the closed position. The wheel brake

should be rigged to phase-in at the last segment of the brake lever

travel. The wheel brake should be fully on at the point when the

dive brake doors have reached maximum travel.

The spring attached to the aft end of the tow hook release arm should

be tensioned to a point which

requires

a pull (aft) of 9 to 20

lbs.,

the tow hook slot in the arm, to actuate the release arm and releaee

the

hook.

On the 1-34R, the main gear up-cable and down-cable should be

rigged to equal tension

that the cables do not drag

fairleads.

However, avoid

exsess

tension which would cause friction build-up

and consequent difficulty

operation of the control.

2-11

WHEEL

AND BRAKE:

The

main

wheel

split

rim type, wlth roller bearing

each

half.

The

tire

a 5.00 x 5

(aircraft)

Type

III,

4 ply rating

and

takes a 8.00 x

tube.

Inflation should be maintained at 31 psi.

The main wheel brake

a Cleveland

Aircraft

Products Co. No. 30-S.

disc

type, hydraulically operated by a

cylinder.

Scott Aviation. Part

No.

44083, mounted in the aft fuselage

section

on the right hnd side.

The brake system

serviced with hydraulic fluid (specification

MIL-H-

5808, or equivalent) by removing the fillisster head

screw

from the top plate

on the master cylinder

and

filling through this Bcrew hole.

bleed the brake

system,

remove the bleeder-valve cap on the brake

assembly,

opposite the line-attach point. Actuate the brake

cylinder

and,

while

pressure

maintained,

crack the bleeder-valve screw to allow air to

escape.

Repeat this cycle,

adding

hydraulic fluid

necessary,

until

the

air

exhausted. Check brakes for normal operation then tighten bleeder valve

screw, replace bleeder-valve cap,

also

replace the

screw

in master

cylinder

filler-hole.

"O"

ring (type

AN6290-4)

required

the master cylinder outlet and

inserted ahead

of the (type

AN815-4D) tube union

fitting.

MAIN

GEAR RETRACTION MECHANISM.

1-34R:

Retraction of the main gear

effected by the knee-action between the

rear fork (upper) and the lower wheel support struts. The rear fork (upper)

is bolted to

trunnion

shafts

the

right

hand shaft

being

also bolted to a

sector

assembly

which,

through a cable arrangement, rotates the upper rear fork

forward and up together

with

the struts and

forward

fork.

A large spring,

mounted in a near-vertical

the forward left hand comer of the wheel well,

compensates

for most of the weight

the wheel and forks thereby

reducing

control actuation effort to a

reasonable

level.Adjustable stop-bolts,

with

jamb

nuts,

are

incorporated

in both

lower

struts to

facilitate

adjustment.

need be,

between the rear

fork and

struts

when the gear

the down position.

The gear doors are linked, wlth a turnbuckle,

directly

to the lower end

the

wheel support

struts.

Adjustment for proper closed

position is

the

only

adjustment

necessary.

The brake line

routed through

grommets

in the wheel well cover and

care must be

exercised in

provldlng the correct lay of the

line

to prevent

kinking of the line when the gear

the up

position.

Fig. III

shows a schematic of the gear arrangement and

lubrication

re-

quirements

2-12

AFT FUSELAGE:

PREFLIGHT INSPECTION

Refer to the Flight Procedures portion (section 1) of this manual for

ln-

structions relative to Preflight Inspection.

ANNUAL OR 100 HOUR INSPECTION

Federal Aviation Regulations require that 100 hour inspection be performed

aircraft

which are used in commercial service. All aircraft, regardless of

useage, are required to undergo an Annual Inspection

order to maintaln the

validity of the Certificate of Airworthiness.The form reproduced on Page 15

may be used as a guide for performing and recording these inspections.Useful

and official information

listed in FAA Glider Data Sheet No.

G3EA.

FORWARD FUSELAGE:

Skins. damage, cracks, buckling.

Canopy, plexiglass cracks or crazing. frame, hinges, latches, vent

window.

Upper wing falrlng aft of canopy, for cracks or damage.

Nose cap, pitot tube,

static

vents, ventilating-air tube.

Seat, back and bottom adjustments.

Control stlck, torque tube, elevator push rod.

Elevator bellcrank,

fwd.

operation, attach polnts.

Elevator control cable system, tension, turnbuckles.

Instrument panel and instruments,

pitot/static

lines.

Radio and accessory console.

Cabln ventilator, ducts, outlets.

Rudder pedals, adjustlng

mechanism,

return spring.

Rudder control cable system, falrleads, tension, bungee, turnbuckles.

Tow release control, cable, pulley, spring tension.

Release arm, attachment, condltlon, spring tension.

Release hook, attachment, condition, operation.

Safety belt and shoulder harness, condition, attachment.

Dive brake

mechanism

(fuse.

attachment, handle lock.

Placards, instrument markings, legibility, currency.

Lubrication of controls (See Lubrication Chart).

Gear retraction control, locking lever, down lock pin, cable

condition and attachment, operation. (I-34R ONLY)

WINGS.

Elevator cable runs, fairleads, gulde pulleys, Sta. 161.

Rudder cable runs, falrleads.

Skins, damage, cracks, buckling.

Stabilizer,

condltlon, attachment.

Elevator, condition. hinge bolts, safety.

Elevator bellcrank, wear, security, puehrod and horn attach, safety.

Fin, general condition, attachment forward

and

aft.

Rudder, fabric, hinges wear and safety,

air

seal, balance welght

attach.

Rudder

bellcrank,

unlversal attach to rudder, wear, attachment,

safety.

Spar butt, main wing

attach holes

499/.

501).

Main wing

pin,

wear, damage, handle attach, safety.

Maln spar, captive pin, attachment, safety.

Aft carry-thru, captive pin, attachment, safety.

Aileron push rods, condition, attachment.

Aileron bellcrank, condition, pivot bolt, safety.

Ailerons, condltlon, balance weight attach, hlnges, safety.

Dive brake torque tube, condition,

inboard

engagement. outboard

attach bolts.

i. Dive brake mechanism, rod end attach, return spring attach.

Dive brake doors, condition, rod end attach, hinges, safety.

Wing

sskins,

bbuckling, damage.

Wing tip wheel (optional), condition, attachment.

Lubrication of dive brake

mechanism.

(See Lubrication Chart)

LANDING GEAR:

a. Nose skid and shoe, condition, attachment.

b. Wheel, condition, bolts, bearing noise, axle attachment.

c. Tire and tube, condition, inflation

(31

psi).

d. Brake, operation,

cylinder,

fluld level, line, grommet, puck

and

disc,

torque arm attachment.

e. Tail wheel and bracket, condition, attachment and safety.

l-34R ONLY:

Gear retraction mechanism, wear, attachment, down-stops, safety.

g. Gear door, condition, linkage adjust, attach. safety.

2-13 2-14

SCHWEIZER

AIRCRAFT CORP.

INSPECTION RECORD

Elmira.

New York

14903

ANNUAL &/or 100 HOUR

SGS l-34 & l-34R

Sailplane

Model

S/N

Reg. No.

N-

Work Order No.

Check the

following

for proper

installation.

tension,

safety, wear, excessive free play,

evidence

of corrosion or other damage.

Indicate

airworth

checking

( ) block.

When

unairworthy

items are noted, leave

appropriate

block blank,

until

corrected.

This form may be reproduced for used

the field..

NOTE:

FWD.

FUSELAGE

COCKPIT:

A/W

Bungee control and cable

e. Release control and cable

f. Dive-brake control

Control

stick

torque tube

Forward elevator bellcrank

Elevator cables and

guides

- g. g.

g. Rudder

pedals

and

springs

Rudder cables and guides

i. Instrument installations

j. Cabin

ventilator

k. Canopy (glass and latches)

Safety Belt

Shoulder

harness

Gear retraction control (l-34R)

AFT FUSELAGE:.

A/W

Main

wing attach holes

Forward

carry-thru attach

Aft

wing

attach holes

WING:

Main attach

holes

Drag

fittings

and attach holes

Long all. push rod and

guides

Dive

brake

torque

tube

Dive-brake well

contr.

inst.

Aileron

idler

inst.

g. Aileron

pushrod

and horn

Aileron

hinges

i. Wing

tip

Exterior

surface

Visible

interior

surfaces

Leading

edge

EMPENNAGE GROUP:

Stab. attach

holes

pins

Elevator

hinges

Elev.

horn att.

holes

pins

Elevator idler horn

inst.

e. Elev.

cables and guides

f. Fin attach points

Rudder hinges

Rudder cables

guides

i. Tail wheel

bracket

Tail fairing

Rudder covering

fabric

Aft

carry-thru attach

Aileron,

transfer

inst.

Dive-brake

idler

inst.

Brake

inst.

and cable

Elevator cables and guldes

i. Rudder cables end

guides

Inside

skins

Wing

falrlng, aft of canopy

Gear retraction mech. (1-34R)

mech

m. Gear doors

(l-34R)

Main

attach

pin holes

LEFT WING:

Drag

fittings

and attach boles

Long ail. push rod

guides

Dive

brake

torque tube

Dive-brake

well

constr.

inst.

Aileron idler

inst.

g. Aileron

pushrod

and horn

Aileron hinges

i. Wing

tip

Exterior

surface

Visible

interior

surfaces

Leading

Edge

GENERAL EXTERIOR:

a. Tow hook

inst.

b. Nose

skid

and

shoe

c. Tire and inflation

Identification

markings

Covering,

fabric/metal

skins

f. Pitot-static

tubes/vents

Aircraft Total Tlme

Prev.

Ann.

Insp.

hrs.

date,

hre.

Mechanic’s signature

Insp.

Auth.

signature

Cert. No.

Date

SAILPLANE TIE DOWNS

its

very

nature,

sailplane

suscepitble

to the

effects

of winds,

sailplanes

are damaged on the ground by

the

wind

than

accidents

during

flight.

This

usually

because of

either

leaving

the

ship

unsecured,

or from

the

me of

inadequate

tie-downs.

Therefore,

is important

that

adequate

tie

downs be

provided.

The

following

recommendations,

based on

experience.

may be

used

guide.

Sheltered

Area: Tall down, ropes

(*)

wings

and

tail

(**).

2. Unsheltered

Area:

Facing

into

prevailing

wind.

Rope

wings

and tail and chain tie down

release

hook.

Unsheltered

High

Wind Hazard: Tail supported on padded stand.

Rope to

wings

and

two ropes to tail.

Short

chain

(5/16"

welded

link), tie down to

tow

hook.

Flightline

Tie

Down: :Short chain

tie down to tow

hook

(tail

air).

Water

filled

tire

tubs on end of

one

wing.

NOTE:

Minimum

size recommended

ropes

5/16"

nylon, or 1/2"

manila

renewed each

season.

(Knots can reduce rope

strength

by 50%.)

Ground

anchor

size

and style

will

depend

on soil

composition

and

type of sailplane. In

light

sandy

soils,

anchor arm or

chain

longer

and set deeper.

ground anchor

should

be able to withstand

vertical pull of at least 2,000

#..

Sbould not be located

directly

under

tle downs.

Rudderlock

recommended

control locks are not used.

Ailerons

and elevator can be secured wlth seat belt around control stick.

Securing

the

spoilers or

dive

brakes

"open"

will

decrease

lifting

forces.

2-16

SGS134

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