DG Flugzeugbau GmbH
Flight Manual LS 8-18 Normal
Procedures
4.5.14 High Altitude Flight
Increasing altitude yields higher true airspeed than indicated airspeed and this difference increases
with increasing altitude.
This does not influence loads on the structure, which means that colour markings on airspeed
indicator are valid unless limited by red lines.
However, as flutter depends on true airspeed and flutter flight tests yielded no flutter tendencies
below 280 km/h up to 2000 m above MSL, the indicated aispeed should never be above 280 km/h
IAS <151 Kt., 174 mph> up to 2000 m <6500 ft> above MSL.
Using the table on page 2-2, maximum permissible airspeeds related to altitude, the pilot is able to
avoid flying faster than true airspeed of 280 km/h 151 Kt., 174 mph>.
Example: Indicated airspeed of 227 km/h <122 Kt., 141 mph> at 6000 m <19700 ft> altitude
above MSL corresponds to 280 km/h <151 Kt., 174 mph> true airspeed.
4.5.15 Side-slip
(1)
Side-slip can be recommended for landing only with a small amount of air brake extension,
as low-speed side-slip is not possible because of nose-heavy moment of fully extended air
brakes.
(2)
Side-slip speed range up to VA = 190 km/h <103 Kt., 118 mph>
(3)
For a straight and steady side slip 100 % rudder and between 50% to 75% aileron deflection
are necessary. During side-slip, rudder control force decreases to almost zero force.
(4)
Degradation in airspeed system goes down to zero airspeed indication. Depending on
airspeed indicator, negative values may be indicated.
Pressure
pick-ups: Vertical
tail
fin
pitot pressure
Forward fuselage
lower side static pressure
(5)
Partial water ballast yields unimportant difference in side-slip handling.
Edition: July 1999
LBA-appr. Revision - 0
Page 4-15
