P&M Aviation QUIK-GTR, Руководство оператора

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P&M QUIK-GTR Manual, ref. QUIK-GTR Man 1.0.doc
Page 32
5. RIGGING THE AIRCRAFT
5.1. GENERAL
As you rig your aircraft, you should always be meticulous in your inspection of each component. This is the best
time to see potential faults or problem areas which may be missed when the aircraft is fully rigged. Never allow
yourself to be distracted during assembly of your aircraft and always rig to a repeatable sequence. Do not rely
on the pre-flight check to find faults, but look carefully at all aspects of your aircraft as you put it together. Great
care should be taken with wings which are left fully rigged, for checks cannot be omitted on that account, and the
full inspection procedures should be followed. The design brief for the P&M Quik-GTR called for easy
inspectability, so those components not open to view may be reached from zipped inspection panels. (See
airframe parts drawings).
Special attention should be paid to the following:
1. The symmetry of the wing.
2. All tubes straight, undented and without cracks.
3. All cables unkinked, unfrayed and with undamaged sleeves.
4. All nuts and bolts secure and locked appropriately.
5. All quick-release fittings secure, safety pin on crossboom restraint.
6. Hang-point and hang-bolt undamaged and secure. Hang point roll bearing bolts secure.
7. Control frame uprights straight, end fittings and fasteners secure.
8. All sail seams intact, with no frayed stitching.
9. No tears in the sail.
10. Batten elastics not frayed, knots secure, and fitted correctly.
11. Double check 7. and 8. in sail areas of high stress.
P
articular areas of high stress are:
Both tip fabric areas including tip fastening.
Both leading edge upper surfaces.
Undersurface at the joint seam with the leading edge, towards the nose.
Around the securing screws at the nose of the wing (check that securing screws and grommets have not
become detached from the sail).
The trailing edge stitching, grommets and shock cords.
Keel pocket, particularly at the point of attachment to the upper surface.
The point of attachment in the root area of the undersurface to the upper surface.
Strut entry and exit points.
The area above the crossboom centre ball.
12.
Sail tip adjuster settings correctly aligned and secure.
13. Ribs undistorted, undented, in good condition and profile as supplied batten plan, bungees tight and
doubled on all top surface batten ends.
14. Lift strut end fittings secure and undamaged.
15. Lift strut bolts/wingnuts secure.
16. Lift strut strap to crossboom
– check for distortion/cracking.
17. Inner and outer washout rods both resting under the carbon spanwise sail batten.
18. Carbon battens including spanwise battens not broken.
19. Trim cord connected, not frayed.
20. Outer washout rods STARS cords routed clear of inner washout rod cords. See drawing below.
21. Lower rear rigging rocker assembly and cables secure, nose catch secure.
22. Nose cone fitted and secure.
Rigging the aircraft is a simple operation when
carried out correctly. However, if you do not use
the correct procedures or techniques this may
result in an incorrectly rigged aircraft that could
cause injury or death if operated in this condition.
WARNING
!