SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK FLUGHANDBUCH / FLIGHT MANUAL

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLUGHANDBUCH / FLIGHT MANUAL 0.1 Erfassung der Berichtigungen / Records of revisions Lfd. Nr. der Berichtigung Abschnitt Seiten Datum der Berichtigung Bezug Datum der Anerkennung durch das LBA Datum der Einarbeitung Zeichen /Unterschrift Revision No. Affected section Affected page Date of issue Reference Date of Approval by LBA Date of Insertion Signature 1 0 0.2.2 0.2.3 0.2.4 0.2.5 1 1.4.1 April 1999 MB 360-21 3 3.2 April 1999 MB 360-21 4 4.5.6.1 April 1999 MB 360-21 6 6.2.5 6.2.7 April 1999 April 1999 MB 360-21 MB 360-21 7 7.2.1 7.2.4 7.9.2 April 1999 April 1999 April 1999 MB 360-21 MB 360-21 MB 360-21 2 0 0.2.5 7 7.2.6 Jan. 2000 MB 360-22 3 0 0.2.2 0.2.3 0.2.5 1 1.4.1 1.4.3 1.5 Dez. 2000 Dez. 2000 Dez. 2000 MB 360-24 MB 360-24 MB 360-24 4 4.3.1 Dez. 2000 MB 360-24 7 7.9.2 Dez. 2000 MB 360-24 MB: Modification Bulletin Änderungsblatt TN : Technical Note Technische Mitteilung 0.1.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLUGHANDBUCH / FLIGHT MANUAL 0.1 Erfassung der Berichtigungen / Records of revisions Lfd. Nr. der Berichtigung Abschnitt Seiten Datum der Berichtigung Bezug Datum der Anerkennung durch das LBA Datum der Einarbeitung Zeichen /Unterschrift Revision No. Affected section Affected page Date of issue Reference Date of Approval by LBA Date of Insertion Signature 4 0 0.2.1 0.2.2 0.2.3 0.2.5 1 1.4.1 1.5 Jan. 2001 Jan. 2001 TN 360-15 TN 360-15 4 4.3.1 Jan. 2001 TN 360-15 7 7.9.2 Jan. 2001 TN 360-15 5 0 0.2.2 0.2.3 0.2.5 1 1.4.1 1.5 Febr. 2001 Febr. 2001 TN 360-16 TN 360-16 4 4.3.1 Febr. 2001 TN 360-16 7 7.9.2 Febr. 2001 TN 360-16 Werk-Nr. 69 6 0 0.2.2 0.2.3 0.2.5 1 1.4.1 1.5 April 2001 April 2001 MB 360-26 MB 360-26 4 4.3.1 4.5.7.1 April 2001 April 2001 MB 360-26 MB 360-26 7 7.9.2 April 2001 MB 360-26 7 0 0.2.1 1 1.1.2 2 2.8 2.15 March 2003 3 3.5 MB: Modification Bulletin Änderungsblatt TN : Technical Note Technische Mitteilung 0.1.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLUGHANDBUCH / FLIGHT MANUAL 0.2 Verzeichnis der Seiten / List of effective pages Abschnitt Affected section Seite Affected pages Ausgabe-Datum Date of issue Bezug Reference 1 1.1.1 1.1.2 1.2 1.3 1.4.1 1.4.2 1.4.3 1.5 March 2003 December 2000 December 2000 December 2000 Rev. 7 MB 360-24 MB 360-24 MB 360-24 2 2.1.1 2.1.2 LBA-app. 2.2 LBA-app. 2.3 LBA-app. 2.4 LBA-app. 2.5 LBA-app. 2.6 LBA-app. 2.7 LBA-app. 2.8 LBA-app. 2.9 LBA-app. 2.10 LBA-app. 2.11 LBA-app. 2.12 LBA-app. 2.13 LBA-app. 2.14 LBA-app. 2.15 March 2003 March 2003 Rev. 7 Rev. 7 3 3.1.1 3.1.2 LBA-app. 3.2 LBA-app. 3.3 LBA-app. 3.4 LBA-app. 3.5 LBA-app. 3.6 LBA-app. 3.7 LBA-app. 3.8 LBA-app. 3.9.1 LBA-app. 3.9.2 March 2003 Rev. 7 0.2.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLUGHANDBUCH / FLIGHT MANUAL 0.2 Verzeichnis der Seiten / List of effective pages Abschnitt Affected section Seite Affected pages Ausgabe-Datum Date of issue Bezug Reference 4 4.1.1 4.1.2 LBA-app. 4.2.1 LBA-app. 4.2.2 LBA-app. 4.2.3 LBA-app. 4.3.1 LBA-app. 4.3.2 LBA-app. 4.3.3 LBA-app. 4.3.4 LBA-app. 4.4 LBA-app. 4.5.1.1 LBA-app. 4.5.1.2 LBA-app. 4.5.1.3 LBA-app. 4.5.1.4 LBA-app. 4.5.2 LBA-app. 4.5.3.1 LBA-app. 4.5.3.2 LBA-app. 4.5.3.3 LBA-app. 4.5.3.4 LBA-app. 4.5.4 LBA-app. 4.5.5 LBA-app. 4.5.6.1 LBA-app. 4.5.6.2 LBA-app. 4.5.6.3 LBA-app. 4.5.6.4 LBA-app. 4.5.6.5 LBA-app. 4.5.7.1 LBA-app. 4.5.7.2 LBA-app. 4.5.8 LBA-app. 4.5.9 December 2000 MB 360-24 0.2.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 1.1 Introduction The Flight Manual has been prepared to provide pilots and instructors with information for the safe and efficient operation of the sailplanes model Discus-2a and Discus-2b. This manual includes the material required to be furnished to the pilot by JAR, Part 22. It also contains supplemental data supplied by the manufacturer of the Discus-2 models. The following acronyms were used in this manual: JAR - Joint Airworthiness Requirements LBA - Luftfahrt-Bundesamt VFR - Visual flight rules GFRP - Glasfibre reinforced plastic CFRP - Carbon fibre reinforced plastic MAC - Mean aerodynamic chord c/g - Center of gravity L/D - Lift to drag ratio IAS - Indicated airspeed March 2003 Revision 7 1.1.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 1.4 Descriptive data The high performance, single seat sailplanes model Discus-2a and Discus-2b are constructed from fiber reinforced plastic (FRP), featuring a T-tail (with fixed horiz. stabilizer and elevator). Either a small fuselage (version 2a ) or the standard size fuselage (version 2b ) is available. Wing The wing (having a swept-back leading edge) is fourstage trapezoid in planform, consists of two main panels with tip extension with winglets and has double-panel Schempp-Hirth type airbrakes on the upper surface. Ailerons are internally driven. The integral water ballast tanks have a totally capacity of approx. 200 Liter (52.84 US Gal., 44.00 IMP Gal.). The wing shells are a GFRP/CFRP/foam-sandwich construction with spar flanges of carbon fiber rovings and shear webs made a GFRP/foam-sandwich. Fuselage The cockpit is comfortable the pilot has a semi-reclining position. A one-piece canopy hinges sideways and opens to the right. The fuselage is constructed as a pure carbon/aramid fiber non-sandwich shell and is thus highly energy absorbing. While its aft section is stiffened by GFRP/foam-sandwich bulkheads and webs, the cockpit region is reinforced by a double skin on the sides, with integrated canopy coaming frame and seat pan mounting flanges. The sprung undercarriage is retractable and features a mechanical or hydraulic wheel brake; the tail wheel (or skid) is fixed. Horizontal tailplane The horizontal tailplane consists of a fixed stabilizer with elevator. The stabilizer is a GFRP/foam-sandwich construction, the elevator halves are a pure CFRP shell. The spring trim is gradually adjustable by a lever resisting against a threaded rod. Vertical tail Fin and rudder are constructed as a GFRP/foam-sandwich. On request a water ballast trim tank with a capacity of 7.0 Liter (1.85 US Gal., 1.54 IMP. Gal.) is provided in the fin. Controls All controls are automatically hooked up when the sailplane is rigged. December 2000 Revision 3 MB-No. 360-24 1.4.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL TECHNICAL DATA Wing Span 15.00 m 49.21 ft Area 10.16 m² 109.36 ft² Aspect ratio 22.2 MAC 0.715 m 2.35 ft Fuselage Model Discus-2a Length 6.41 m 21.03 ft Width 0.54 m 1.77 ft Height 0.75 m 2.46 ft Model Discus-2b Length 6.81 m 22.34 ft Width 0.62 m 2.03 ft Height 0.81 m 2.66 ft Mass Model Discus-2a Empty mass approx. 242 kg 534 lb Model Discus-2b Empty mass approx. 252 kg 556 lb Maximum all-up mass 525 kg 1157 lb Wing loading 30.7 51.7 kg/m² 6.3 10.6 lb/ft² December 2000 Revision 3 MB-No. 360-24 1.4.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 2.8 Approved maneuvers The sailplanes model Discus-2a and Discus-2b are certified in category for normal sailplanes U T I L I T Y The following aerobatic maneuvers (to be conducted without water ballast ) are permitted: a) Inside loops b) Stalled turns c) Lazy eight It is recommended that in addition to the instrumentation recommended in section 2.12 an accelerometer (3 hands, resettable) is installed. REMARK: Intentionally spins are prohibited. March 2003 LBA-app. Revision 7 2.8

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 2.15 Limitation placards MAXIMUM PERMITTED ALL-UP MASS : 525 kg/1157 lb MAXIMUM PERMITTED SPEEDS (IAS) : km/h kt mph Maximum speed 250 135 155 Rough air speed 200 108 124 Maneuvering speed 200 108 124 Aerotowing speed 180 97 112 Winch launching speed 150 81 93 Landing gear operating speed 180 97 112 Altitude m ft 0-3000 4000 5000 6000 7000 8000 9000 10000 0-9843 13123 16404 19685 22966 26247 29528 32808 V NE (IAS) km/h kt mph 250 135 155 240 130 149 227 123 141 215 116 134 203 110 126 192 104 119 181 98 112 170 92 106 AEROBATICS: Without water ballast the following maneuvers are permitted: (A) Inside Loops (B) Stalled Turns (C) Lazy Eight Operating Conditions: See Flight Manual LOAD ON PILOT S SEAT (pilot and parachute) * 70 154 Minimum load: kg / lb *110 243 Maximum load: kg / lb For seat loads below placarded minimum refer to Flight Manual, section 6.2 * As the actual minimum or maximum seat load of the sailplane (to which this manual refers) may differ from these typical weights, the placard in the cockpit must always show the actual values, which are also to be entered in the log chart - see page 6.2.3 REDUCTION OF THE MIN. SEAT LOAD BY UP TO: NUMBER OF LEAD PLATES IN THE FUSELAGE NOSE REQUIRED: - 05 kg (11 lb) 1-10 kg (22 lb) 2-15 kg (33 lb) 3 WEAK LINK FOR TOWING max. 683 dan (1506 lb) TIRE PRESSURE Main wheel: Discus-2a 5.0 bar (73 psi) Discus-2b 4.0 bar (58 psi) Tail wheel (if installed): 2.0 bar (29 psi) For further placards refer to the Maintenance Manual March 2003 LBA-app. Revision 7 2.15

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 3.5 Spin recovery REMARK: Intentionally spins are prohibited A safe recovery from a spin is effected by the following method: a) Hold aileron neutral. b) Apply opposite rudder (i.e. against the direction of rotation of the spin). c) Ease control stick forward until rotation ceases and the airflow is restored. d) Centralize rudder and pull gently out of dive. With the center of gravity in rearward positions, a steady spinning motion is possible. After having applied the standard recovery method, the sailplane will stop rotating after about ¼ to ¾ of a turn. The loss of height from the point at which recovery is initiated to the point at which horizontal flight is first regained can be about 120 to 150 m / 394 to 492 ft (with water ballast up to 190 m / 623 ft) and the recovery speeds are between 130 and 170 km/h (70-92 kt, 81-106 mph), with water ballast up to 180 km/h (97 kt, 112 mph). With the center of gravity in the foremost position, a steady spinning motion is not possible. The sailplane stops rotating after half a turn and usually enters a spiral dive. Recovery is by normal use of opposite controls. NOTE: Spinning may be safely avoided by following the actions given in section 3.4 Stall recovery. March 2003 LBA-app. Revision 7 3.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 4.3 Daily inspection The importance of inspecting the sailplane after rigging and before commencing the day s flying cannot be over-emphasized, as accidents often occur when these daily inspections are neglected or carried our carelessly. 9 1 2 3 4 7 8 5 When walking around the sailplane, check all surfaces for paint cracks, dents and unevenness. In case of doubt, ask an expert for his advise. (1) a) Open the canopy and check gas strut raising the instrument panel for proper function b) Check that the main wing pin is properly secured c) Make a visual check of all accessible control circuits in the cockpit d) Check for full and free movements of the control elements e) Check power source(s) for firm attachment 6 December 2000 LBA-app. Revision 3 MB-No. 360-24 4.3.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL Winch launch (ONLY PERMISSIBLE WITH C/G TOW RELEASE IN PLACE) Maximum permitted towing speed: V W = 150 km/h (81 kt, 93 mph) For winch launching only the c/g tow release must be used. Prior to take-off set elevator trim as follows: Rearward c/g positions: Lever forward to first third of its travel Intermediate to forward c/g positions: Lever in the middle of its travel As the cable tightens, apply the wheel brake gently (by actuating the stickmounted lever) to prevent the aircraft from overrunning the winch cable. Ground run and lift-off are normal there is no tendency to veer-off or to climb excessively steeply on leaving the ground. Depending on the load on the seat, the aircraft is lifted off with the control stick slightly pushed forward in the case of aft c/g positions and slightly pulled back with the c/g in a forward position. After climbing to a safe height, the transition into a typical steep winch launch attitude is effected by pulling the control stick slightly further back. At take-off masses (weights), i.e. without water ballast, the launch speed should not be less than 90 km/h (49 kt, 56 mph), and with water ballast not less than 100 to 110 km/h (54-59 kt, 62-68 mph). Normal launch speed is about 100 to 110 km/h (54-59 kt, 62-68 mph), with water ballast about 110 to 130 km/h (59-70 kt, 68-81 mph). At the top of the launch the cable will normally back-release automatically; the cable release handle should, nevertheless, be pulled firmly several times to ensure that the cable has actually gone. LBA-app. Revision -- 4.5.1.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL CAUTION: Winch launching at the maximum permitted take-off mass (weight) of 525 kg (1157 lb) should only be done if there is an appropriately powerful winch and a cable in perfect condition available. Furthermore there is not much point in launching by winch for a soaring flight, if the release height gained is less than 300 m (984 ft). In case of doubt, reduce take-off mass (weight) (by dumping water ballast). Winch launching with high ballast loads is not recommended if the head wind is less than 20 km/h (11 kt). WARNING: It is explicitly advised against winch launching with a tail wind! CAUTION: Prior to launching by winch, it must be ensured that the pilot is properly seated and able to reach all control elements. Particularly when using seat cushions it must be made sure that during the initial acceleration and while in the steep climbing attitude he does not slide backwards and up. LBA-app. Revision -- 4.5.1.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 4.5.3 Flight The sailplane has pleasant flight characteristics and can be flown effortlessly at all speeds, loading conditions (with or without water ballast), configurations and c/g positions. With a mid-point c/g position, the maximum speed range covered by the elevator trim is from about 75 km/h (40 kt, 47 mph) to about 190 km/h (103 kt, 118 mph). Flying characteristics are pleasant and the controls are well harmonized. Turn reversal from + 45 to 45 is effected without any noticeable skidding. Ailerons and rudder may be used to the limits of their travel. Take-off mass (weight) 380 kg 525 kg 838 lb 1157 lb Speed 99 km/h 120 km/h 53 kt 65 kt 62 mph 75 mph Reversal time 3.0 sec. 2.5 sec. NOTE: Flights in conditions conductive to lightning strikes must be avoided. LBA-app. Revision -- 4.5.3.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL High speed flying At high speeds up to V NE = 250 km/h (135 kt, 155 mph) the sailplane is easily controllable. Full deflections of control surfaces may only be applied up to V A = 200 km/h (108 kt, 124 mph). At V NE = 250 km/h (135 kt, 155 mph) only one third (1/3) of the full deflection range is permissible. Avoid especially sudden elevator control movements. It strong turbulence, i.e. in wave rotors, thunderclouds, visible whirlwinds or when crossing mountain ridges, the speed in rough air V RA = 200 km/h (108 kt, 124 mph) must not be exceeded. With the c/g at an aft position, the control stick movement from the point of stall to maximum permissible speed is relatively small, though the change in speed will be noticed through a perceptible change in control stick loads. The airbrakes may be extended up to V NE = 250 km/h (135 kt, 155 mph). However, they should only be used at such high speeds in emergency or if the maximum permitted speeds are being exceeded inadvertently. When extending the airbrakes suddenly, the deceleration forces are noticeable. WARNING: Consequently it is wise to check in advance that the harness is tight and that the control stick is not inadvertently thrown forwards when the airbrakes are extended. There should be no loose objects in the cockpit. At speeds above 200 km/h (108 kt, 124 mph) extend the airbrakes only gradually (allow 2 seconds). It should also be noted that in a dive with the airbrakes extended, the sailplane should be pulled out less abruptly than with retracted airbrakes, (see section 2.9 Maneuvering load factors Factors. Therefore pay attention when pull out with airbrakes extended at higher speeds! A dive at a speed of 250 km/h(135 kt, 155 mph) with airbrakes fully extended is limited to an angle to the horizon as follows: Take-off mass (weight) 380 kg ( 838 lb) = > 45 Take-off mass (weight) 525 kg (1157 lb) = > 30 LBA-app. Revision -- 4.5.3.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL Low speed flying and stall behaviour In order to become familiar with the sailplane is recommended to explore its low speed and stall characteristics at a safe height, This should be done while flying straight ahead and also while in a 30 to 45 banked turn. Wings level stall A stall warning usually occurs about 5 km/h (3 kt, 3 mph) above stalling speed and begins with vibration in the controls. If the stick is pulled further back, this effect becomes more pronounced, the ailerons get spongy and the sailplane sometimes tends to slight pitching motions (speed increases again and will then drop to stalling speed). On reaching a stalled condition depending on the c/g position a distinct drop of the ASI reading is observed, which then often oscillates because of turbulent air influencing the fin-mounted Pitot tube. With the c/g in rearward positions, the sailplane may slowly drop a wing, but usually it can be held level. A normal flight attitude is regained by easing the control stick firmly forward and if necessary applying opposite rudder and aileron. The loss of height from the beginning of the stall until regaining a normal level flight attitude is up to 40 m (131 ft). In the case of forward c/g position and stick fully pulled back, the aircraft just continues to fly in a mushed condition without the nose or a wing dropping. Normal flying attitude is regained by easing the stick forward. LBA-app. Revision -- 4.5.3.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 4.5.4 Approach Normal approach speed with airbrakes fully extended and wheel down is 95 km/h (51 kt, 59 mph) without water ballast or 115 km/h (62 kt, 71 mph) at maximum permitted take-off mass (weight). The yellow triangle on the ASI at the 100 km/h (54 kt, 62 mph) marks the recommended approach speed for the maximum mass (weight) without water ballast of 380 kg (838 lb). In these configurations the L/D is approximately 5.8 : 1. The airbrakes open smoothly and are an effective landing aid. Side slipping is also works fine and is possible in a straight line up to about 80 % of the rudder travel, resulting in a yaw angle of about 40 and a bank angle of about 15 to 20. The control force reversal perceptible is low so that only a gentle amount of opposite pedal pressure is required to keep the rudder displaced. To return to level flight, normal opposite controls are required. CAUTION: With rudder fully deflected, side slips in a straight flight path are not possible the sailplane will slowly turn in the direction of the displaced rudder. In a side slip the ASI to reads less. WARNING: Both the performance and the aerodynamic characteristics of the sailplanes are affected adversely by heavy rain or ice on the wing. Be cautious when landing! Increase the approach speed at least 5 to 10 km/h (3-5 kt, 3-6 mph). LBA-app. Revision 4.5.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL The tank on either side must always be filled with the same amount of water to prevent lateral imbalance. When taking off with partly full tanks, ensure that the wings are held level to allow the water to be equally distributed so that the wings are balanced. Because of the additional mass (weight) in the wing panels, the wing tip runner should continue running for as long as possible during the launch. Water ballast is dumped through an opening on the lower side of the main wing panels situated next to the root rib. The dump valves are hooked up automatically on rigging the sailplane (with water ballast control knob to be set at CLOSED ). Thanks to baffles inside the ballast tanks there is no perceptible movement of the water ballast when flying with partly filled tanks. When flying at maximum permitted take-off mass (weight), the low speed and stall behaviour of the aircraft is slightly different from its flight characteristics without water ballast: The stall speeds are higher (see section 5.2.2) and for correcting the flight attitude larger control surface deflections are required. Furthermore more height is lost until a normal flight attitude is regained. WARNING: In the unlikely event of the tanks emptying unevenly or only one of them emptying (recognized by having to apply up to 50 % opposite aileron for a normal flight attitude), it is necessary to fly somewhat faster to take into account the higher mass and also to avoid stalling the sailplane. During the landing run the heavier wing should be kept somewhat higher (if permitted by the terrain) so that it touches down only at the lowest possible speed. This reduces the danger of the sailplane to veer off course. October 2003 LBA-app. Revision -- 4.5.6.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL Water ballast fin tank (optional) For optimum performance in circling flight, the forward travel of the center of gravity, caused by water ballast in the wing nose, may be compensated by carrying water ballast in the fin tank. Tank label of the right hand side of the fin For details concerning the quantities to be filled refer to page 6.2.7. The water ballast tank is an integral compartment in the fin with a capacity of 7.8 kg/liter (2.06 US Gal., 1.72 IMP Gal.). The tank is filled as follows with the horizontal tailplane in place (elevator trim fully aft) or removed: Insert one end of a flexible plastic hose (outer diameter 8.0 mm/0.31 in.) into the tube (internal diameter 10.0 mm/0.39 in.) protruding from the rudder gap at the top of the fin on the left hand side. The other end of this hose is than connected to a suitable container which is to be filled with the required amount of clear water. The fin tank has seven (7) spill holes, all properly marked, on the right hand side of the fin, which indicate the water level see accompanying sketch. The venting of the tank is through the uppermost 7.0 kg/liter hole (which always remains open even with a full tank). The ballast quantity to be filled depends on the water load in the wing tanks see loading table on page 6.2.7. Always tape closed one hole less than the load required, measured in kg/liter. If, for instance, a fin ballast load of 3.0 kg /Liter is required, only the lower two holes (1 and 2) are taped closed, any excessive water then escapes through the third spill hole, thus preventing any overloading. 7 1.85 1.54 6 1.59 1.32 5 1.32 1.10 4 1.06 0.88 3 0.79 0.66 2 0.53 0.44 1 0.26 0.22 kg US IMP Gal Gal Revision LBA-app. 4.5.6.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 5.2 LBA-approved data 5.2.1 Airspeed inidicator system calibration Errors in indicated airspeed (IAS) caused by Pitot/Static pressure errors may be read off from the calibration chart for free flight as shown below. PITOT pressure source: STATIC pressure ports: Fin (lower socket) Fuselage tail boom, approx. 0.8 m (2.62 ft.) forward of base of the fin and 0.15 m (0.49 ft) below fuselage/wing fillet. All airspeeds shown in this manual are indicated airspeeds (IAS) as registered by the airspeed indicator. mph 149 kt km/h 130 240 V NE = 250 km/h 135 kt 155 mph 124 99 75 108 86 65 200 160 120 INDICATED AIRSPEED (IAS) ρ 0 = 1.226 kg/m3 0.076 lb/ft 3 take-off mass (weight) = 330 kg / 728 lb 50 43 80 CALIBRATED AIRSPEED (CAS) 80 120 160 200 240 43 65 86 108 130 50 75 99 124 149 km/h kt mph LBA-app. Revision -- 5.2.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 5.2.2 Stall speeds The following stall speeds (IAS) were determined in straight and level flight: D i s c u s 2a 2b 2a/2b Take-off mass (weight) (kg) approx. (lb) C/G position (mm) aft of datum (in.) Stall speed, (km/h) airbrakes closed (kt) (mph) (km/h) airbrakes extended (kt) (mph) 316 697 381 15.00 55* (45-55) 30* (24-30) 34* (28-34) 57* (50-57) 31* (27-31) 35* (31-35) 333 734 396 15.59 55* (50-57) 30* (27-31) 34* (31-35) 58* (55-60) 31* (30-32) 36* (34-37) 525 1157 250 9.84 79 43 49 91 49 57 * At minimum speed the reading of the ASI is heavily oscillating because of turbulent air influencing the pitot tube in the fin. The loss of height from the beginning of the stall until regaining a normal level flight attitude is up to 40 m (131 ft). LBA-app. Revision -- 5.2.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 5.3.2 Flight polar All values shown below refer to MSL. Take-off mass (weight) (kg) (lb) Wing loading (kg/m²) (lb/ft²) Minimum rate of sink (m/s) (fpm) at a speed of (km/h) (kt) (mph Best L/D at speed of approx. (km/h) (kt) (mph) 330 728 32.5 6.7 0.58 114 80 43 50 95 51 59 525 1157 51.7 10.6 0.73 144 100 54 62 120 65 75 A speed polar diagram is shown on page 5.3.2.2 Revision -- 5.3.2.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a FLIGHT MANUAL Discus-2b fpm m/s 43 38 70 50 43 80 56 49 90 62 54 100 68 59 110 75 65 120 CALIBRATED AIRSPEED (CAS) 81 70 130 87 76 140 93 81 150 99 86 160 106 92 170 112 97 180 118 103 190 124 108 200 130 113 210 mph kt km/h 98 0.5 197 1.0 295 1.5 394 2.0 492 2.5 RATE OF DESCENT N O T Y E T M SPEED POLAR DIAGRAM E A S U R E D 590 3.0 Revision 5.3.2.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL Weight and Balance log sheet (loading chart) for Serial-No.: Date of weighing Empty mass (weight) [kg] [lb] Equipment list dated Empty mass (weight) c/g position aft of datum [mm] [in] Seat load (pilot incl. parachute) max.*) min. [kg] [lb] [kg] [lb] Max. useful load in fuselage [kg] incl. fuel and ballast in fin tank [lb] Inspector Signature, Stamp Note: *) The maximum load on the seat (pilot with parachute) must not exceed 110 kg (242.5 lb) For determination of water ballast in the wing tanks refer to page 6.2.5. For determination of water ballast in the fin tank refer to page 6.2.6 and 6.2.7. Revision -- 6.2.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL Maximum water ballast load Maximum take-off mass (weight) 525 kg including water ballast: 1157 lb C/G position of water ballast 185 mm in wing tanks (aft of datum): 7.28 in. Total capacity of wing tanks: 200.00 Liter 52.84 US Gal. 44.00 IMP Gal. Table of water ballast loads at various empty masses and seat loads: Empty mass *) (weight) L O A D O N T H E S E A T ( k g / l b ) kg lb kg lb kg lb kg lb kg lb kg lb 70 154 80 176 90 198 100 220 110 242 230 507 200 52.8 44.0 200 52.8 44.0 200 52.8 44.0 195 51.5 42.9 185 48.9 40.7 240 529 200 52.8 44.0 200 52.8 44.0 195 51.5 42.9 185 48.9 40.7 175 46.2 38.5 250 551 200 52.8 44.0 195 51.5 42.9 185 48.9 40.7 175 46.2 38.5 165 43.6 36.3 260 573 195 51.5 42.9 185 48.9 40.7 175 46.2 38.5 165 43.6 36.3 155 40.9 34.1 270 595 185 48.9 40.7 175 46.2 38.5 165 43.6 36.3 155 41.0 34.1 145 38.3 31.9 Liter US Gal IMP Gal Liter US Gal IMP Gal Liter US Gal IMP Gal Liter US Gal IMP Gal Liter US Gal IMP Gal W A T E R B A L L A S T I N W I N G T A N K S Note: When determining the max. permitted wing water ballast load, allowance must be made for water ballast in the fin tank (see page 6.2.6 and 6.2.7) and, i.e. this load must be added to the empty mass shown on the above table. *) Empty mass (weight) = Empty mass (weight) as per page 6.2.3 + fin ballast. Revision -- 6.2.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL Lever arm of water ballast in fin tank (aft of datum) Discus-2a : 4158 mm (163.70 in.) Discus-2b : 4370 mm (172.05 in.) Fin tank capacity: 7.8 Liter/kg - 2.06 US Gal. - 1.72 IMP Gal. 44.0 52.8 200 maximum wing water ballast m WT total ballast in wing tanks 38.5 46.2 175 33.0 39.6 150 27.5 33.0 125 22.0 26.4 100 16.5 19.8 75 11.0 13.2 50 max. pemitted ballast in fin tank max. fin tank capacity 5.5 6.6 25 1 0.26 0.22 2 0.53 0.44 3 0.79 0.66 4 1.06 0.88 5 1.32 1.10 6 1.59 1.32 7 1.85 1.54 m FT water ballast in fin tank 7.8 2.06 1.72 Liter US Gal. IMP Gal. NOTE: Always full Liters are to be filled. Where value jumps, either the higher or the lower amount of ballast may be used. Revision -- 6.2.7

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a FLIGHT MANUAL Discus-2b venting of tank hole tube 1. 4. 3. 2. WING WATER BALLAST SYSTEM 1. Water ballast filler opening with strainer and cap with vent hole 2. Water ballast dump valve 3. Valve torque drive 4. Additional venting tube on lower side December 2000 Revision 3 MB-No. 360-24 7.9.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Discus-2a Discus-2b FLIGHT MANUAL 8.2 Sailplane inspection periods For details concerning the maintenance of the aircraft refer to its Maintenance Manual. Airframe maintenance Under normal operating conditions no airframe maintenance work is required between the annual inspections, except for the routine greasing of the spigots and ball bearings of the wing and tailplane attachment fittings. Should the control system become heavy to operate, lubricate those places in the fuselage and in the wing panels where plain bearings are used (e.g. undercarriage, airbrake actuating linkage). Cleaning and greasing the wheel(s) and the tow release(s) depends on the accumulation of dirt. Rudder cables After every 200 flying hours and at every annual inspection, the rudder cables are to be inspected at the point were they feed through the S-shaped guides in the pedals, especially at the point of maximum pedal adjustment. If the rudder cables are damaged, worn or corroded, they must be replaced. It is permissible for individual strands of the cables to be worn up to 25 %. Revision -- 8.2