Académique Documents
Professionnel Documents
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VSO 10
EDITION III
Edition III
1987
Approved by the National Aviation Inspection under ref. no.: 3606/906/82 dated 14
September 1982
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Title sheet
Contents
General
List of additions and repairs
2. OPERATIONAL RESTRICTIONS
3. EMERGENCY PROCEDURES
3.1 Landing with the retracted undercarriage wheel
3.2 Landing in terrain
3.3 Emergency escape from the glider by parachute
4. NORMAL PROCEDURES
4.1 Obligatory procedures before flight
4.2 Obligatory procedures after the end of flight
4.3 Flight properties
4.3.1 Properties during take-off by aerotowing
4.3.2 Properties during take-off by a winch
4.3.3 Properties in travel flight
4.3.4 Properties during flight at increased speed
4.3.5 Properties during stalls
4.3.6 Properties in a spin
4.3.7 Properties during approach and landing
5. PERFORMANCE
5.1 Velocity polar line
5.2 Velocity polar line landing
5.3 Dependence of falling velocity on the turn radius
6. ANNEXES
6.1 Gliders centre of gravity position
6.2 Position correction of the speed indicator system
6.3 Wind speed and angle
6.4 Wind speed and angle for take-off by a winch
7. SUPPLEMENTS
7.1 Supplement No. 1 VSO 10 C Modification
7.2 VSO 10 C velocity polar line
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GENERAL
This Flight Manual and Operating Instructions are supplied with every glider. The
user shall follow the stated regulations, procedures and restrictions.
Any supplement or change to the text must be made based on the Information and
Binding Bulletins for this glider which will be issued by LTS n.p. ORLIAN
CHOCE.
1.2.1 Wing
The wing is double trapezoidal plan, cantilever, wooden, single-beam, centre
split. The wing halves are connected by two horizontal pins and are suspended
on the fuselage by four dish hitches. The skin consists of sandwich panels
filled with hard PVC foam. The leading edges and end arches are laminate.
The ailerons are wooden with a plywood skin filled with polyurethane foam.
The air brakes are extending, bilateral, metal with cushioned covering laths.
1.2.2 Fuselage
The fuselage is of mixed construction. The front part is made of stiffened
epoxide glass laminate case, connected by steel inserts and shear walls with a
tubular rod central section on which there are ball joint hitches of wings, fork
hitches and undercarriage strut, and three hitches of the rear section of the
fuselage. The rear section of the fuselage, including the fin plane, is made of a
dural sheet case. The gliders cabin contains installed flight control
instruments. The construction of the pilot seat allows the use of a back-type
parachute. The seat armrest and pilot headrest can be adjusted as required. The
cabin cover can be opened by being opened laterally and is equipped with an
emergency release device.
1.2.4 Steering
The gliders steering consists of an elevator and ailerons, rudder and controls
of the longitudinal balance, constructed with the aid of a torsional section in
the ring of the elevator steering.
The manual steering uses a control stick with control mechanical
undercarriage wheel brakes.
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The foot steering is continuously set by a control in the instrument board, the
elevator and cross steering consists of a control rod. The steering is controlled
by ropes. The one front and two side switches of the tow rope are controlled
by a control rod located also on the instrument board stand.
Control of the balance of the elevator and brake flaps is mechanical, on the left
side and the control of the undercarriage wheels on the right side of the
cockpit.
- The standard manual control stick and handle is equipped with a strap and
undercarriage wheel brake lever. There is a keying transmitter button in
the upper part of the handle.
- The steering pedals can be set at the suitable position depending on the
size of the pilot by turning the black control on the left bottom part of the
instrument board stand. The control is marked by a label.
- The air brake control with a blue handle is on the left side of the cockpit.
The open and closed position is marked by a label.
- The off-switch of the tow rope with the yellow handle is located in the left
bottom part of the instrument board above the control of the steering pedal
position and is marked by a label.
- The longitudinal balance stick with a green handle is on the left side of the
cockpit below the air brake control. The heavy on the head and heavy
on the tail positions are marked by labels. The control balance position is
set according to the line.
- The undercarriage control stick with a black handle is on the right side of
the cockpit. The lowered undercarriage and retracted undercarriage
positions are marked by labels.
- The cockpit cover ejection control with a red handle is on the right side of
the cockpit, above the undercarriage control stick and is marked by a label.
- The cockpit cover opening on the left side with a control rod and white
ball (ivory).
- Activation of the electric turn and slip indicator with the V 45 switch on
the dashboard.
- The ventilation flap control on the left side of the cockpit with a blue ball
is marked by a label.
undercarriage retracted
undercarriage lowered
cockpit ventilation
1.2.9 Labels
Weight label on the pilot seat tunnel
Speed label left in front
undercarriage retracted
undercarriage lowered
cockpit ventilation
1.2.9 Labels
Weight label on the pilot seat tunnel
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Magnetic compass deviation table - on the pilot seat tunnel left in front
Identification label - on the pilot seat tunnel
Production label right in front
Information label with glider - above the control radio station box
registration number on the dashboard
Span................................... 1.......................................15.00 m
Area................................... S.......................................12.00 m2
Aspect ratio....................... .......................................18.75
Root fabric........................ bo.....................................1,075 m
Root fabric........................ bk.....................................0.430 m
Central geometric fabric bSAT................................0.824 m
Angle setting to
longitudinal fuselage axis................................................412
Leading edge arrow.........................................................0
Dihedral............................ ......................................3
Root airfoil......................................................................FX 61 163
End airfoil.......................................................................FX 60 126
Geometric twisting
of end section.................................................................1.8
Max. lift coefficient............. Cy max...........................1,323
Lift line tilt............................. K................................5,5371/rad
Maximum torque
coefficient........................... Cmo................................-0.0879
1.3.2 Aileron
Span..................................... 1WI................................2.09 m
Depth ratio.......................... bWI................................0.25
Area.................................... SWI................................0.437 m2
Max. deviation upwards..... .......................................-30
downwards ......................................+12
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2. OPERATIONAL RESTRICTIONS
2.1 Speed restriction (IAS)
Maximum permissible
speed.................................. VNE..........................250 km/hour
Maximum permissible
turbulence speed................ VB...........................160 km/hour
Maximum towing speed.... V...........................160 km/hour
Maximum winch tow speed Vw...........................120 km/hour
3. EMERGENCY PROCEDURES
The following cases are included in the description of emergency procedures:
- landing with the retracted undercarriage wheel
- landing in terrain
- emergency escape from the glider by parachute
When choosing an area make sure that the growth is as low as possible
(mowed meadows, stubble-fields, clover, lucerne, low grain, etc.)
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For safe landing, the height of growth should not be more than 40 to 50 cm.
If landing in high growth (above 50 cm), cannot be avoided, the air brakes need to be
retracted before touch down. If this is not observed, one of the lower brakes always
gets caught on growth and the glider buckles or even twists from the axis of landing
and gets damaged.
WARNING! Always choose to land in the direction against the wind. Do not choose
a sloping area (landing on slope)! Carefully and cautiously by
piloting in the landing stage ensure touch down at falling speed on
two points with a lowered and retracted undercarriage.
You decide to make an emergency escape from the glider by parachute if you
cannot continue to fly as a consequence of great damage to the airframe, loss
of control, etc. This situation may arise, for example after a collision with two
gliders in rising current, a technical defect on the airframe or steering circuits
and due to weather conditions.
If for whatever reason there is an uncontrollable increase in speed during
flight, the first action of the pilot is always to
This action may be avoided only if the pilot assesses the situation as being
hopeless and decides to abandon the glider (small height, great extent of
damage, etc.).
- grip the cockpit cover lock ball (white) with the left hand and the ejection
stick handle (red) with the right
- bend your head as much as possible so that you do not injure your face
when the cover falls away
- moving both hands together (in the direction of the arrow) throw out the
cockpit cover
- pull out the securing clasp of the fastening belts
- get out of the glider from the left or right side of the cockpit
4. NORMAL PROCEDURES
If the flight has ended by landing the glider in terrain and the glider is being
guarded by a different person (the pilot has gone to make a phone-call), the
cockpit cover has to be closed and locked by the lock in the cover window. If
the possibility cannot be ruled out of the longer absence of the pilot, the glider
must be anchored (see Operating Instructions).
When positioning the glider, the view in a front direction is good even for a
smaller pilot and allow perfect control of the space in the direction of take-off.
In the first stage of the take-off run the glider must be pushed into the position
of on the wheel of the undercarriage so the effect of the impact of the
unevenness of the take-off area does not place excessive strain on the back
part of the fuselage and wing area and the effect of the ailerons is used to a
maximum.
In case of the front position of the centre of gravity (pilots weight 90 110
kg), it is enough to place the glider in the on wheel position only by slightly
pushing in the initial stage of the take-off run.
It is expected that a helper will correctly guide the wings without putting the
glider off the course of the take-off direction. The efficiency of the rudders for
maintaining direction and cross position is very good even with a side wind
(according to L 8/0 force of the side wind component of a maximum of 4 m/s).
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The gliders take-off in aerotowing and in the ascending mode in tow and the
strain on the technique of piloting basically does not differ from the L 13
glider which seats two people. In case of the tow of a motor glider to a greater
distance in turbulent air, the tow rope slackens. The braking flaps need to be
applied to tighten it which can be lowered safely up to a maximum permitted
speed in earotowing without exerting extraordinary strain. In strong turbulent
air it is recommended reducing the flight speed in tow to approx. 130 km/hour
when keeping the rope tight does not cause any problems and therefore glider
piloting is more pleasant.
When taking-off with a side wind the following rules must be observed:
- a helper guides the glider to the winding side and holds the wing by 10
30 cm higher than the opposite wing
- the pilot holds the control stick in the central position (cross steering), or
slightly tilted to the windy side
- the moment when the helper releases the end of the wing during take-off if
the lean is right, the glider goes into a horizontal position.
It is more convenient in terms of piloting when at the moment of the release of
the wing by the helper the glider tries to lean towards the windy side, as this
can be prevented by a small deviation of the cross steering against. Of course,
if as a result of a slight lean of the wing it falls on the windy side, the end of
the wing catching the ground can be prevented by the opposite deviation of the
ailerons in combination with the simultaneous pressing down of the rudder
concurrently.
During take-off in aerotow, the effect of the side wind component is not as
significant as the effect of the wind of a swerving and rotating propeller spin
which flows round the leeward wing of the glider, increases its lift component
and effect of the aileron. The piloting description focuses on ruling out this
negative effect.
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The simplest measure facilitating take-off in aerotow with a side wind is the
use of a longer tow rope than is prescribed.
WARNING
- The length of the tow rope must be at least 30 m
- The tow rope must be equipped with a safety blocking pin, dimensioned to
the strength of 5,000 N (commonly used by the Svazarm Flying Club.
The end of the rope with a pin must always be in a towed aircraft.
- In case the wing drops and catches the ground the pilot switches off and with
a fully suppressed control stick awaits until the glider stops. Given the position
of the undercarriage wheel in the centre of gravity (at the front extreme
position of the centre of gravity) there is no risk of damage to the glider.
However, it is necessary before repeat take-off to carry out an inspection
(fuselage in front of the undercarriage wheel, behind the wing drainage edge,
in the area of the fin plane, wing in the area of the root ribs, beam extensions
(without disassembly) and the ailerons.
Chap. 4.3.1 applies to the position on the ground and pilots view.
The glider needs to be positioned precisely in the take-off direction, the end of
each wing is held by a helper so that the strong tightening of the tow rope by
the winch does not result in its being run over. Once the tow rope is tightened,
only the helper guides the glider by one wing to take-off. If the tow rope is run
over, the pilot switches off and holds the switch of the tow rope in the position
for switching off until stopping the take-off.
Given that there is a great risk of damage to the undercarriage in this type of glider, it
is really necessary to meet the obligations of all services ensuring the operation of the
winch!
In the first stage of the take-off run the rear wheel should be slightly
disburdened, the glider must not be pushed to a longitudinal horizontal
position, or more so there is no adverse increase in speed before the transition
to take-off. In the case of the central to front position of the centre of gravity (a
heavy pilot 80 to 110 kg), the glider has a tendency when being put into
motion to tip over onto the front of the fuselage, which can be partly regulated
by the full pull back of the control stick.
If the glider tilts onto its front, the front part of the fuselage ends up below the
level of the tightened fork of the tow rope.
The fact that the glider falls onto its front does not mean the take-off has to be
stopped, at the moment of the take-off run the glider will assume a normal
flight position.
Depending on the pilots weight, at a speed of 65 70 km/hour, the glider
gradually goes into ascending flight without having to use the steering. In case
of a light pilot, the transition to take-off must be reduced by a light push. After
stabilising the ascending flight (at an altitude of about 100 m) the balance of
speed is regulated to 85 100 km/hour. The speed below 85 km/hour is low.
The direction of the flight can be controlled by a very good side view.
During its entire flight, the glider can be normally steered and balanced with
the winch up to the maximum permissible speed for take-off by the winch of
VW = 120 km/hour, the effect of the side wind can be safely eliminated in the
same way as in other types of gliders (L 13, VT 16, VT 116). The
undercarriage wheels are retracted after the first turn and control of the switch-
off of the tow rope. If short flights are planned along the circuit (flight and
landing training), it is recommended that the undercarriage is not retracted.
ATTENTION!
- It is prohibited to tow the glider with the winch by the front hitch.
- The fork ropes of the tow rope must be equipped with protective hoses up to the keys
of the hitches, including the splicing.
- The tow rope must be equipped with a safety blocking pin, dimensioned to the
strength of 5,00O N.
- Impurities (grass, soil) must be removed from the front off-switch each time the
glider tilts.
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During flight in so-called cautious extent of speed (yellow arch on the airspeed
indicator), i.e. 160 250 km/hour, use a maximum of 1/3 full deviation in all
rudders, make these deviations with sensitivity and continuously so there is no
excessive strain on the airframe and steering circuits. Lower the air brakes
slowly and continuously, if the speed is higher, reduce it before retraction to
190 km/hour-1.
The behaviour of the VSO 10 glider in a spin mainly depends on the position
of the centre of gravity and the flight weight. There is no spontaneous
transition into a spin in any flight mode as the glider does not perform a set
spin, after to 4 turns (depending on the position of the centre of gravity and
the way of going into a spin) it spontaneously goes into a spiral.
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A fall along the wing with loss of speed when circling cannot be classified as a
spin. The initiation, character and choice of spin in extremely permissible
positions of the gliders centre of gravity will be described below.
Front extreme centre of gravity position (28% SAT) heavy pilot (110 kg)
Initiation The front of the fuselage slightly above the horizon (equivalent
to a decrease in speed of approx. 3 km/hours per second), from
a speed of approx. 70 km/hours continuously increases the
deviation of the rudder up to a maximum. As soon as the effect
of the rudder begins to show, slowly pull back the control stick
so that at the moment when with the loss of speed the front
drops, it is fully turned.
Course - After making to 1 turns, the glider itself goes into a spin,
the front rises above the horizon without any further procedure
by the pilot. The speed of 140 170 km/hours, multiple n = 3.5
= 4.5.
ATTENTION! In case of great suppression, the glider goes into a steep flight with
great increase of speed which may reach a higher value of 200 km/hour.
Basic extreme of the centre of gravity position (46% SAT) light pilot (55 kg)
Initiation - The same as the description of initiation into a spin at the front
extreme centre of gravity position.
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The brakes need to be handled very gently, because with their closure,
the glider quickly speeds up, especially at a maximum flight weight.
The speed of touch down on two points is about 65 70 km/hour.
During flattening out you must expect greater force for tightening,
which is caused by the torsional element of the longitudinal balance.
The run up can be shortened using the brakes, do not brake when
stopping, so the glider does not tilt on its point, especially when
carrying a heavy pilot. During the entire time of the run up the control
stick is held in the tightened position.
If a wing catches the ground and the glider turns for whatever reason
(so-called clock), press down the control stick and wait until the
glider stops (also described in Chap. 4.3.1).
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WARNING!
If the glider tilts on its point after touch down and stays in this
position, even after it comes to a full stop, after unfastening the belts
and opening the cockpit cover you must get out carefully and with the
easing of the front part of the fuselage slowly lower the rear part of
the fuselage to the ground.
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5. PERFORMANCE
6. ANNEXES
6.1 Gliders centre of gravity position
depending on the with of the pilot with a parachute
Legenda grafu
SAT 50
Extreme rear - 46% SAT
Pilots weight kg
IAS 80 100 120 140 160 180 200 220 240 260
CAS 81 100.5 120 139.5 159.5 179 199 219 238.5 258
IAS Indicated air speed. Reading the pitot-static airspeed indicator system as built
into the glider, corrected by instrument error, however without the correction
of the airspeed system (position).
CAS Calibrated air speed. Reading the pitot-static airspeed indicator system
corrected by the instrument error and error of the airspeed indicator system
(position).
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7. SUPPLEMENTS
So that the VSO 10 glider meets the construction regulations for club category,
the basic type was modified and marked VSO 10 C (Club). The modification
involves the use of a non-retractable cushioned main undercarriage wheel,
equipped with a removable laminated cover.
17.01 In terms of the flight properties and operational restrictions, there are
no changes or differences from the data contained in the VSO 10 Flight
Manual.
Maximum gliding 34
at a speed of 95 km/hour