7.2.3
Variable Tail
(optional)
2. Tie the tail cord to the flap cord so that the trailing edge of the tail bracket is 16 mm above the
keel tube.
After knotting both lines, check whether the flap can be fully deflected. At full deflection, the knot in
the flap rope must not touch the control bar.
7.3
Maintenance Intervals
7.3.2
Spoiler Rope, Stopper Rope
7.3.4
Pulleys
7.3.3
Control Cable
7.3.5
Checking the Ribs and Rib Connections
The ribs should be checked visually and mechanically. Try to gently squeeze the ribs with your
thumb and forefinger, if you find a soft spot on the laminate, it is damaged. Another sign of a weak
point is a cracking noise under load. If cracks are found in the laminate, it must be repaired before
flying.
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The steel cable (diameter 2 mm) between the front lower tensioning and the spoiler cable must be
checked for wear every 50 flight hours. The thimbles and the contact surfaces with pulleys in
particular should be inspected. Replace the cable if individual strands are broken or in the case of
heavy wear.
The variable tail unit is connected to the flap rope. Both work together in such a way that when
the flap string is pulled at the control bar, the tail unit begins to move up before the flap
deflects.
The tail unit is adjusted as follows:
1. Bring the flaps into fast flight position (trailing edge of the flaps 27 mm below the keel)
7.3.1
Control Cable Loop
The spoiler ropes and the stopper ropes (see chapters 7.2.1 and 7.2.2) must be checked for wear
before each flight. Cable connections and where cable contacts pulleys should be the focus of the
inspection. Replace the rope if the cable sheath is damaged or if the rope shows significant wear.
All rope pulleys must be checked for wear every 50 flight hours. Rope pulleys must run smoothly,
the running surface must not show any signs of damage and the rope must not be able to be
brought out of the guide in such a way that it is possible for the rope to become jammed on the side
of the pulley. Replace if there is any evidence of damage or excessive wear.
Particular attention should be paid to the connection of the ribs to the spar. Weak points on the rib
connection can be discovered by loading the rib up and down at its end when it is unfolded (use
approximately 100 N of pressure at the rib end). In this way, a possible crack formation in the
transition area to the spar on the connecting plates can be identified.
The roll control cable connects via pulleys on the keel to each downtubeconnection. The cables
controlling the spoilers are connected to this loop. The loop must be checked for wear before each
flight. The thimbles and areas where the cable contacts the pulleys must be checked. Replace
the cable if individual strands are broken or in the case of very heavy wear.
