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GLIDER FLIGHT MANUAL

VSO 10

EDITION III

Serial number: 150 171


Production: 1987
Registration no: OM 7505
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GLIDER FLIGHT MANUAL


VSO 10 GLIDER

Edition III

1987

Serial number: 150 171

Production year: 1987

Registration no: OM 7505

Approved by the National Aviation Inspection under ref. no.: 3606/906/82 dated 14
September 1982
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TABLE OF CONTENTS: Page

Title sheet
Contents
General
List of additions and repairs

1. GENERAL AIRCRAFT DATA


1.1 Three-dimensional sketch of the VSO 10
1.2 Technical description
1.3 Technical data

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.

The user is responsible for making changes or supplements.

Repair no. Apply to pages Bulletin no. Date Signature


1 13 3/VSO10 30 April 1986 Vavn
2 7, 10 9/VSO10 30 October 1992 Vavn

List of supplements and repairs

Supplement No. 1 VSO 10 Modification, page 30.


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1. GENERAL AIRCRAFT DATA

1.1 Three-dimensional sketch of the VSO 10


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1.2 Technical description

The VSO 10 glider is a single-seater, cantilever, high-wing monoplane with a


closed cabin and a retractable undercarriage of mixed construction.

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.

1.2.3 Wing areas


The wing areas are arranged in a T-shape, of metal construction, cantilever
with rudders covered in canvas. The horizontal wing areas on top of the fin
plane are connected by the main hitch, which is also used to transmit the
torque of the elevator steering and supporting front hitch with an extending
pin.

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.

1.2.5 Landing gear


The landing gear consists of a main and rear undercarriage.

The main undercarriage is single-wheel, totally retractable, is stored in a


rotating fork and cushioned by rubber element on two rear breaking, self-
locking struts. In the retracted position the shaft of the undercarriage is fully
concealed by a folding door in the outline of the fuselage. The wheel is
equipped with a mechanical shoe brake controlled by a lever on the control
stick.

The back undercarriage consists of a non-cushioned wheel with a full rubber


ring with a cover.

1.2.6 Instrument equipment


The instrument board has installed flight control instruments of the following
types, or their equivalents, approved by the National Aviation Inspection.

Airspeed indicator up to 200 400 km/h-1 LUN 1101 1 pc


Altimeter LUN 1124 1 pc
Variometer + 5m/s-1+/ LUN 1141 1 pc
Electric turn and slip indicator LUN 1211.1 1 pc
Compass LUN 1221.8 1 pc
Off-switch V 45 1 pc
Electric dry battery
313 SN 36 4171 1 pc

+/ Variometer LUN 1141 may be alternatively replaced by a Polish


manufactured variometer WR5-5D with a compensating cylinder TM 420C.
Variometer + m/s is connected to the compensating pressure sensor (on the fin
plane), so it works like a total energy variometer.
The dashboard can be complemented by a further variometer such as LUN
1141, WRs-5D or suitable electronic variometer such as that of Westerboer,
ILEC, etc., as additional equipment.
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1.2.7 Steering and controls in 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.

1.2.8 Control labels

Foot steering pedals setting


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Air brakes closed

Air brakes opened

Tow rope switch

heavy on the head balance

heavy on the tail balance

undercarriage retracted

undercarriage lowered

cockpit cover ejection

cockpit ventilation

1.2.9 Labels
Weight label on the pilot seat tunnel
Speed label left in front

Air brake closed

Air brake opened

Tow rope switch

heavy on the head balance

heavy on the tail balance

undercarriage retracted

undercarriage lowered

cockpit cover ejection

cockpit ventilation

1.2.9 Labels
Weight label on the pilot seat tunnel
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Speed label left in front

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

1.2.10 Airspeed indicator labelling

On the glass of the airspeed indicator as follows:


Normal range 68 160 km/hour - green arch
Caution range 160 250 km/hour - yellow arch
Maximum permissible speed 250 km/hour - red radial line

1.3 Technical data


1.3.1 Wing

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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1.3.3 Air brakes


Area of one top.............. SBKh.............................0.080 m2
bottom...... SBKd.............................0.070 m2
1.3.4 Horizontal stabilizer (HS)
Span.................................. 1HS...............................2.48 m
Area.................................. SHS...............................1.37 m2
Aspect ratio...................... HS................................4.5
Taper................................ HS................................0.6
Root fabric....................... boHS..............................0.691 m
End fabric........................ bkHS..............................0.414 m
HS airfoil........................ NACA 64009
Elevator depth ratio......... bEL...............................0.5
Elevator area.................... SEL...............................0.384 m2
Elevator deviation upwards VK...............................-17+1
Downwards VK...............................+16-1
Lift line tilt................... HS...............................-3.5531/rad
Angle setting of HS to
longitudinal fuselage axis.............................................-2

1.3.5 Vertical stabilizer (VS)


Altitude (from the
longitudinal fuselage axis)... 1VS...............................1,148 m
Area..................................... SVS.............................. 1.01 m2
Aspect ratio......................... VS.............................. 1,302
Taper................................... VS.............................. 0.55
Root fabric.......................... boVS..............................1,138 m
End fabric........................... bkVS..............................0.626 m
VS airfoil........................... NACA 641-012
Rudder depth ratio.............. bDR...............................0.5
Rudder area........................ SDR...............................0.45 m2
Deviations of the rudder..... DR.............................30-3
Lift tilt line.................. aHS...............................2.9801/rad
1.3.6 Fuselage
Length............................... 1TR............................7.00 m
Width................................ CTR...........................0.60 m
Altitude............................... hTR............................0.86 m
Maximum cross-section... FTR............................0.405 m2
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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

2.2 Weight restriction


Maximum flight weight.... Mflight......................380.00 kg
Maximum pilot weight+/.......................................110.00 kg
Minimum pilot weight+/.........................................55.00 kg
+/including back-type parachute

2.3 Centre of gravity position range


Front extreme centre of gravity position...... 0.231 m from the inner plane
Rear extreme centre of gravity position....... 0.379 m from the inner plane
i.e. 28 to 46% bSAT
++/ inner plane = vertical plane, tangent to the leading wing edge

2.4 Operational multiples


Flight in turbulence up to speed...................160 km/hour IAS
(gust + 15 m/s) n = + 5.5
n =- 3.5
Flight in calm air up to speed.......................250 km/hour IAS
(gust + 7.5 m/s) n = + 4.6
n =- 2.6

2.5 Type of operation


The VSO 10 glider is capable of flight according to VFR rules in daylight.
Flight in cloud permitted.

2.6 Permissible wind speed component...............................12 m/s


in the direction of take-off
Permissible wind speed component............................... 4 m/s
perpendicular to the direction of take-off
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2.7 Acrobatic turns


The following acrobatic turns are permitted with the glider:
- sharp turns (maximum tilt 60)
- falls (maximum longitudinal tilt 60)
- slips using a maximum deviation of the rudder
- ascending turn

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

3.1 Landing with retracted undercarriage wheel


If the pilot forgets to lower the undercarriage wheel or does not for whatever
other reason, the landing procedure is completely safe and without the
occurrence of any negative phenomena. If the glider is correctly flattened out,
firstly the rear wheel comes into contact with the ground and then the lowering
of the front part of the fuselage for the normal speed of touch down, i.e. 65 to
70 km/hour-1. The cross tilt and direction can be steered normally with active
rudders until the end of the run. The length of the run is by 30% less than
when landing on the undercarriage wheel and is affected by the force and
direction of the wheel, as well as the gliders flight weight. The lowering of
the undercarriage wheel is carried out by raising the fuselage onto the rear part
(before the wing areas) to such an altitude so it is possible to lower the wheel
with the control in the cockpit and secure it, the raised fuselage will be laid
back down to the ground.
After landing with the retracted undercarriage, the further operation of the
glider stops until an inspection is made according to par. 9.4 of the VSO-10
Glider Operating Instructions.

WARNING! THE GLIDER MUST NOT BE RAISED BY THE WINGS!

3.2 Landing in terrain


Taking into account the relatively high flight glider weight and placement of
the undercarriage wheel close to the centre of gravity, it is necessary, in case of
landing in terrain, to very carefully and responsibly choose a landing area.
After inspecting the space the pilot must be absolutely certain of the type of
surface adequate in terms of bearing capacity, height and type of growth and
terrain gradient. Landing in terrain is always carried out with a lowered
undercarriage wheel, with the exception of landing on:

- heavily water-logged area


- water bodies

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.

3.3 Emergency escape from the glider by parachute

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

Lower the air brakes to a full angle.

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

4.1 Obligatory procedures before flight


Before each flight the glider pilot
- sets the backrest
- climbs into the glider
- set the steering pedals
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- test the foot steering to extreme positions


- test the manual steering to extreme positions
- control the instruments, set zero values
- control the running of the electric turn and slip indicator
- fasten, secure and tighten the fixing belts
- adjust the headrest
- close and secure the cockpit cover
- test the function of the longitudinal balance to extreme positions, set into a
position depending on the manner of take-off
- open the air brakes to a full angle, close and secure
- test the connection of the onboard radio station
- control the function of the tow rope switch

4.2 Obligatory procedures after the end of flight

At the end of the flight the pilot


- lower the air brakes to a full angle
- switch the electric turn and slip indicator to the switch-off (SO) position
- switch off the onboard radio station
- after leaving the cockpit close the removable cover
- secure against damage by wind (weigh down the end of the wing or
anchor)

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).

4.3 Flight properties

4.3.1 Properties during take-off by aerotowing

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 recommended speed of disengagement is 70 km/hour. The position of the


longitudinal balance is specified up to the moment of disengagement of the
towed glider.

It is recommended retracting the undercarriage in direct flight after stabilising


the tow rising mode and longitudinal balance of the glider, or after switching
off. The glider is safely steerable and balanced in the entire extent of speed
only up to V (160 km/hour) in all positions to the towed glider above and
below the propeller spin. With the transit through the propeller spin the
manoeuvrability around all three axis of the glider is normal.

In the event of excessive air turbulence, it is recommended choosing the tow


speed of 120 km/hour.

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.

4.3.2 Properties during take-off by a winch

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!

Position of the longitudinal balance during take-off:

- heavy pilot (110 kg) 2nd tooth heavy on the head


- light pilot (55 kg) 3rd tooth heavy on the head
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Basic position of the control stick during the take-off run:

- heavy pilot central position to slightly tightened


- light pilot central position

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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4.3.3 Properties in travel flight

The glider is longitudinally balanced in the full extent of permitted speeds.


The efficiency of all the rudders is adequate and the burden when using the air
brakes is imperceptible.
The view from the cockpit is good.
The recommended speed when circling is 75 85 km/hour-1 depending on the
flight weight of the glider and air turbulence. The glider maintains the chosen
tilt and speed when circling with minimum steering.
Cross manoeuvrability approx. 4.5 s.

4.3.4 Properties during flight at increased speed

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.

4.3.5 Properties during stalls

Immediately after reaching falling speed in direct flight, i.e. at 60 68


km/hour (depending on the gliders weight), there is light shaking of the entire
airframe. By slightly releasing the control stick, you can go into a normal
gliding flight. Throughout the loss of speed all the rudders are fully active. The
glider does not have the tendency of falling along the wing even if the control
stick is fully pulled with full loss of speed. The glider shakes, the falling speed
increases, the efficiency of all rudders is maintained even in this case.
In case of loss of speed when circling, the warning is less significant,
simultaneously the front part of the fuselage drops and the flight speed
immediately increases with minimum loss of altitude. Even in this case the
glider does not have the tendency of going into a spin, during loss of speed all
the rudders are sufficiently effective and their prompt use can immediately
regulate the flight mode.

4.3.6 Properties in a spin

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.

Selection - Intentional selection takes place by full pressure applied to the


foot steering on the opposite side while slightly releasing the
control stick (at the end of the control stick approx. 1 cm).
The turning stops immediately, run up at a speed of 140 = 170
km/hours, multiple n = 4 4.5. The transition from a steep
position should be performed slightly so there are no
unnecessarily high multiples.

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.
21

Course - It greatly depends on the way of initiating a spin. In some


cases, the glider runs up already after the first turn of the spin.
During the turn in the spin around the vertical axis the gliders
longitudinal tilt (60 - 80) does not change. The time of the first
turn is 4 s., further about 3.5 s. The loss of altitude for one turn
is about 100 m. After 2 4 turns of the glider goes up without
any procedure taken by the pilot. The speed of 140 170
km/hour, multiple n = 3.5 4.5.

Selection - The same as the description of selection at the front extreme


position of the centre of gravity, except that the control stick
will be slowly released more (at the end of the control stick to 2
cm). According to which stage of the turn the selection is made,
in view of the change of the longitudinal tilt during the turn, the
turn stops immediately or with a delay of turn. Run up at a
speed of 120 160 km/hour, multiple n = 4 4.5.

4.3.7 Properties during approach and landing

The undercarriage needs to be lowered during flight around the landing


circuit at level (in the along the wing position), when landing in
terrain at an altitude of 100 m above the ground at the latest.

The landing approach is made at a speed of 80 km/hour, in case of air


turbulence, rain or greater soiling of the gliders surface increase speed
to 90 km/hours. The calculation can be specified by sufficiently
effective air brakes (gliding at fully lowered flaps and speed of 85
km/hour is less than 1 : 7, which corresponds to the falling speed of
about 4 m/s).

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).
22

An effective skid can be applied to increase the descending speed to


specify the calculation. The skid with the full deviation of the foot
steering occurs in extreme positions to reverse the force from the foot
steering (the rudder clings). This reversion is so small that until the
pilot eases the air brake, the gliders fuselage shakes which is caused
by the deviated spinning track of the air brakes which reach the wing
area.

ATTENTION! Although this phenomenon does not affect the


manoeuvrability of the glider, it is recommended to use during the
skid, at least of the full deviation of the rudder. During flight in a
skid reduce the longitudinal tilt of the glider by reasonable tightening
so the speed is not increased.

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.
23

INTERNTIONALLY NOT USED


24

INTERNTIONALLY NOT USED


25

5. PERFORMANCE

5.1 Velocity polar line (0 m MSA)


Flight weight 347.00 kg
Centre of gravity position 36.0 %SAT
Surface load 283.59 N/m2
26

5.2 Velocity polar line (0 m MSA)


Landing configuration
Flight weight 347.00 kg
Centre of gravity position 36.0 %SAT
Surface load 283.59 N/m2
27

5.3. Dependence of falling velocity on the turn radius


28

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 minimum weight 55 kg

Extreme front 28% SAT


Pilots maximum weight 110 kg

Pilots weight kg

6.2 Position correction of the speed indicator system

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).
29

6.3 Wind speed and angle

VPD direction (take-off)

6.4 Wind speed and angle for take-off by a winch


Wind angle to flowline: place of take-off winch
30

7. SUPPLEMENTS

7.1 Supplement No. 1 VSO 10 C Modification

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.

17.02 In terms of performance, it is slightly worse as compared with the VSO


10 according to the summary:

Maximum gliding 34
at a speed of 95 km/hour

Minimum descent 0.72 m/s


at a speed of 79 km/hour

Descent 0.82 m/s


at a speed of 100 km/hour
IAS

Descent 1.14 m/s


at a speed of 120 km/hour
IAS

Descent 2.01 m/s


at a speed of 150 km/hour
IAS

17.03 In terms of operation, landing areas in terrain need to be chosen


carefully, choose areas with a solid surface and the height of growth
can be up to 70 cm.
31

7.2 VSO 10 C velocity polar line


Flight weight 347.00 kg
Centre of gravity position 36.0 %SAT
Surface load 283.59 N/m2