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Octopus G L-13 Blanik, User Manual

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Octopus G L-13 Blanik User Manual Download Page 6

FLYING

PREFLIGHT INSPECTION

Examine the sailplane for external damage. Check that a wing and tai1p1ane attachment and

control assembly pins are secure 

Check that the canopy jettison lever has not been operated accidentally. and that the sealing

wire is intact. 

Inspect the cockpit hood for damage and, clean it and demist the interior if necessary. 

Check the controls, flaps, air brakes, and trim control for full and free movement and operation

in the correct sense. 

Inspect the cockpit, including instruments, for proper condition, and make sure that the safety

Summary of Contents for L-13 Blanik

Page 1: ......

Page 2: ...9 PRE TAKEOFF CHECK 10 WINCH LAUNCHING 11 AEROTOW LAUNCHING 12 CLIMB 13 FREE FLIGHT 14 APPROACH AND LANDING 15 OFF FIELD LANDING 16 STALL 17 BASIC AEROBATICS 18 LOOP 19 STALL TURN 20 IMMELMANN 21 SPLIT S 22 INVERSE FLIGHT 23 BARREL ROLL 24 ABOUT 3 3 4 4 5 6 6 7 8 8 9 9 9 9 10 11 11 12 13 14 14 14 15 ...

Page 3: ...cess of 2650 or more than 3000 if variants are included More than half a century after its first flight it is still the most common glider in the World In the cross country role the Blanik achieved many two seater World distance records during the 1960s in spite of having only fair performance The Blanik inspired other designs notably the Démant and L 21 Spartak single seaters developed to equip t...

Page 4: ...Wing span m 16 2 Wing area m2 19 5 PERFORMANCE Vne kmh 253 Minimum vertical speed m sec 0 82 Vne air brakes extended kmh 253 Max tow speed kmh flaps down 110 flaps up 140 Max winch launch speed kmh flaps down 100 flaps up 120 ...

Page 5: ... lever 8 Air brakes lever 9 Flaps lever 10 Gear lever 11 Release handle 12 Ventilation lever 13 Canopy jettison 14 Brake lever 15 Radio bottom 16 Volume regulator 17 Noise switch 18 Frequency selection switch 19 Pedals regulator 20 Frequency selection switch 21 Frequency window 22 Frequency window ...

Page 6: ...tison lever has not been operated accidentally and that the sealing wire is intact Inspect the cockpit hood for damage and clean it and demist the interior if necessary Check the controls flaps air brakes and trim control for full and free movement and operation in the correct sense Inspect the cockpit including instruments for proper condition and make sure that the safety ...

Page 7: ...it can be adjusted by means of the handle 19 on the cockpit floor just in front of the base of the control column In the rear cockpit adjustment to one of three possible positions may be obtained by first removing the locking pin on the back of each pedal Trim Check the trim tab control 7 for full and free movement and set to a position slightly forward of neutral or as otherwise may be determined...

Page 8: ...se mechanism also may be used for winch launching Partial flap may be used during winch launching if desired in order to reduce the take off run A speed of 54 knots 100 km hr should not be exceeded if the flaps are extended or 65 knots 120 km hr with the flaps retracted The recommended speed for winch launching is 43 54 knots 80 100 km hr AEROTOW LAUNCHING For the take off by aerotow push Ctrl Shi...

Page 9: ... angles bank up to 60 APPROACH AND LANDING The following approach speeds are recommended Descent Air brakes Flaps Approach speeds Normal Retracted Extended 70 85 km h Normal Extended Extended 80 95 km h Steep Extended Extended 95 110 km h LANDING AT THE AIRPORT The landing manoeuvre is entirely conventional Use small elevator inputs at the flare The sailplane should touch down with the landing gea...

Page 10: ...or how to manage the situation Configuration with air brakesextended will ensure that VNE is not exceeded Use of air brakes will enhance the safety and makes handling easier because the extended air brakes tend to stabilize the sailplane The control lever should be held firmly when operating the air brakes to ensure smooth deployment and retraction STALL Slow and continuous pulling aft on the cont...

Page 11: ...forbidden LOOP Enter a moderate dive with slight forward movement of the control stick to gain a speed of 160 km h 86 KIAS when flying solo or 180 km h 97 KIAS when flying dual Raise the nose of the sailplane by slight backward movement of the control stick taking care not to apply excessive g forces and maintain this rate of backward stick movement throughout the first half of the loop but do ...

Page 12: ...begun at the speed of 170 km h 92 KIAS when flying solo or 180 km h 97 KIAS when flying dual Pull the control stick gently backward to bring the nose to a position of about 60 to 70 above the horizon Ease the control stick forward slightly to maintain this attitude As the speed falls to 130 140 km h 70 76 KIAS start to apply rudder in the required direction of turn The ailerons should be used agai...

Page 13: ...ect to loop After distinguishing of the top point return the stick to have weightless state Then deflect tne ailerons to turn in normal position At the bank 90 it is necessary to push upper pedal to maintain sailplane nose in horizon and to prevent sailplane turn To keep the sailplane nose in horizon in the last phase of the turn it is recommended to push stick forward ...

Page 14: ...the glider is in the inverse position the ailerons and rudder put in the neutral position After this pull the stick as at the second phase of the loop INVERSE FLIGHT The inverse flight is allowed when flying solo only We recommend to put sailplane to the inverse position according to the description of the first part of the split S The recommended speed is 130 km h BARREL ROLL It is allowed to do ...

Page 15: ...verse position push the stick forward to keep the axis of the fuselage During the roll the ailerons are always fully deflected At the second phase of the roll use rudder and elevator to prevent non desirable turns of the sailplane the upper pedal at about 90 of the bank and the stick forward close to the direct position ABOUT ...

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