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7.2.3 Variable Tail (optional)

The variable tail unit is connected to the flap rope. Both work together in such a way that when

the flap string is pulled at the control bar, the tail unit begins to move up before the flap

deflects.

The tail unit is adjusted as follows:

1. Bring the flaps into fast flight position (trailing edge of the flaps 27 mm below the keel)

2. Tie the tail cord to the flap cord so that the trailing edge of the tail bracket is 16 mm above the

keel tube.

After knotting both lines, check whether the flap can be fully deflected. At full deflection, the knot in

the flap rope must not touch the control bar.

7.3.1 Control Cable Loop

The roll control cable connects via pulleys on the keel to each downtube connection. The cables

controlling the spoilers are connected to this loop. The loop must be checked for wear before each

flight. The thimbles and areas where the cable contacts the pulleys must be checked. Replace

the cable if individual strands are broken or in the case of very heavy wear.

7.3.2 Spoiler Rope, Stopper Rope

The spoiler ropes and the stopper ropes (see chapters 7.2.1 and 7.2.2) must be checked for wear

before each flight. Cable connections and where cable contacts pulleys should be the focus of the

inspection. Replace the rope if the cable sheath is damaged or if the rope shows significant wear.

7.3.3 Control Cable

The steel cable (diameter 2 mm) between the front lower tensioning and the spoiler cable must be

checked for wear every 50 flight hours. The thimbles and the contact surfaces with pulleys in

particular should be inspected. Replace the cable if individual strands are broken or in the case of

heavy wear.

All rope pulleys must be checked for wear every 50 flight hours. Rope pulleys must run smoothly,

the running surface must not show any signs of damage and the rope must not be able to be

brought out of the guide in such a way that it is possible for the rope to become jammed on the side

of the pulley. Replace if there is any evidence of damage or excessive wear.

The ribs should be checked visually and mechanically. Try to gently squeeze the ribs with your

thumb and forefinger, if you find a soft spot on the laminate, it is damaged. Another sign of a weak

point is a cracking noise under load. If cracks are found in the laminate, it must be repaired before

flying.

Particular attention should be paid to the connection of the ribs to the spar. Weak points on the rib

connection can be discovered by loading the rib up and down at its end when it is unfolded (use

approximately 100 N of pressure at the rib end). In this way, a possible crack formation in the

transition area to the spar on the connecting plates can be identified.

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