SGS 1-34R, 1-34 Maintenance Manual
THE
1-34 6 1-HR
SAILPLANE
FJ.ilGllT - ERECTION - MAINTENANCE
MANUAL
TABLE
OF
CONTENTS
SECTION ONE -
FLIGHT
PROCEDyrtES
General
Description
Flight
Controls
Retractable
Gear
Control
Pre-Flight
Inspection
Weight
and Balance
Aero Towing
Auto
or
Winch Towing
Take-off
- Spina -
Aerobatics
- Dive
BrakU
- Slipping
Landlnc
Procedures -Normal
and
Emergency
Cold
Weather
Operation
Flight
Envelope
Flight
Envelope Graph (Fig.
Ill)
Performance
Curves (Fig.
IV)
SECTION
TWO
- ERECTION
&r
¥AP!TENANQ!f
Final
AHembly
Hardware
List
Unloading
from
Trailer
Sailplane
AHembly
Generate~
Instructions
Fabric
Covering,
Finish
Lubrication
Chart
- Fig. I
Lubrication
Chart
- Fig.
ll
Lubrication
Chart
- Fig. m
Rigging
Wheel and
Brake
Annual
or
100 Hour lnapectlon
Annual
or
100 Hour Inspection
Record
Sailplane Tie Down
Form
F-116
1-70
Rev. 4-72
1-1
1-2
1-4
1-4
1-5
1-6
1-6
1-7
1-8
1-9
1-11
1-12
1-13
2-1
2-2
2-3
2-7
2-7
2-8
2-9
2-10
2-11
2-12
2-13
2-15
2-16
GENERAL DESCRIPTION
MODEL
SGS
1-34
The
SGS
1-34
ls a single
place,
high
performance,
all-metal
sailplane
of
monocoque
construction,
built
by
Schweizer
Aircraft
Corp.,
Elmira,
N.
Y.
It
was
designed
and
built
to
meet
the need and demand
for a US
Standard
Class
Sailplane.
Its
many
safety
features
plus
the
excellent
flying and handling
characteristics
serve
to
make
It
an
Ideal
sailplane
for
the
average
soaring
pilot;
as
well
as
for
one with
competition
In
mind.
Pilot
fatigue,
after
long
duration
flights,
has
been
virtually
eliminated
be-
cause
of
the
semi-reclining
adjustable
seat,
adjustable
rudder
pedals
and
adjustable
headrest.
The
rate
of
roll
and
controllability,
while
thermalling,
is
very
good. The
visibllity
out
of
the
cockpit
ln
all
directions
ls
excellent.
The cockpit
is
roomy,
with
all
the
controls
and
instruments
within
easy
reach.
These
features
add
up
to
more
pilot
comfort
and
better
proficiency.
MODEL
SGS
1-34R
The
SGS
1-34R.fllght
and handling
characteristics,
from
lift-off
to touch-
down,are
identical
with
those
of
the
1-34.
The 1-34R
Incorporates a manually-operated
retractable
main
gear
with
doors.
The
retractable
gear
offers
three
advantages
over
the coaventional
gear.
One, obviously
that
of
resulting
in a more
aeroqynamlcally
clean
aircraft.
Second, the
weight
of
the
retraction
mechanism
is
beneficial
from a penetration
standpoint.
Furthermore,
additional ground
clearance
is
provided by the
ex-
tended
gear
for
those
operating
from
uneven
fields.
The
overall
dimensions
re-
main
the
same
except
for
the ground height, which
is
slightly
Increased
on the
1-34R.
In
this
connection, the
gear
for
the
1.,.34
has
a one inch
up
and down
ground
adjustment
through
the
use
of
alternate
axle
holes
in the
gear
plates
and
brake
torque
arm.
overall
Dimensions
Length
Span (15
meters)
Height
Wing
Area
25 ft. 5 In.
49 ft. 2
In.
7 ft. 6 In.
151
sq.ft.
1-1
Other
Characteristics
1-34
Aspect
Ratio
Empty
Weight
Useful Load
Max.
Gross
Weight
16
570
lbs.
270
lbs.
840
lbs.
1-34R
16
595
lbs.
245
lbs.
840
lbs.
Caiculatt!d
I)D
Min. Sink
Placard
(red
line) Speed:
dive
brakes
closed
dive
brakes
open
Stall Speed
Opening the Canopy:
PERFORMANCE DATA
SGS
1-34
33
at
55
mph
2.4
fps@
49
mph
800#
GW
840#
GW
135
mph
132
mph
142
mph
132
mph
36 - 38
mph
SGS
1-34R
34
at
55. 5 mph
2.2
fps@
46
mph
800#
GW
840#
GW
135
mph
132
mph
142
mph
132
mph
36 - 38
mph
Access
to the
cockpit
ls
gained
normally
from
the
left
hand
side
of
the
ship.
The
small
window
panel
in
the
lower
section
of
the
canopy
is
pushed
slightly
inward, then
aft.
Reach
across
the
cockpit
to the
ring
on the
latch
handle,
rotate
the
latch by pulling the
handle
ring
inboard and
aft.
The canopy
is
unlatched
when
the handle
is
at
right
angles
to
the longeron. To
latch
the canopy
after
tie-down,
reverse
the above
procedure.
FLIGHT CONTROLS:
1.
Control
Stick:
The
single
bent
control
stick
ls
conventional
for
aileron
and
elevator
control.
2
a.
Rudder
Pedals:
Rudder
pedals
are
conventional
with
a five
position
adjustment.
Ease
of
adjustment
is
provided
for
by a levered
lock-pin
arrangement
and
a
spring
assisted
pedal
retraction.
b.
Rudder
Pedal
Adjustment·Lever:
Located
between
the
bottom
of
the
rudder
pedals.
To
adjust,
depress
lever
with
either
heel
and
relax
pressure
on
rudder
pedals.
The
spring
will
retr.ict
the
pedals
to the full
aft
position.
Push
pedals
for-
ward
to
desired
position
and allow
lever
to
lock in
place
by
removing
heel.
3.
Trim
Control
(longitudinal):
The
cockpit
control
is a lever
with a knurled
lock-knob
located
on
the
right
hand
side
of the
cockpit.
The
lock-knob
must
be
turned
counter-
clockwise to unlock and
clockwise
to
lock.
On
the
first
few
aircraft,
the
cockpit
control
is a T-handle
located
under
the
lower
left
side
of
the
instrument
panel.
To unlock,
turn
T-handle
counterclock-wise.
Pull
to
the
desired
trim
position and
lock by
turning
the
handle
firmly
clockwise.
1-2
The
trim
system
is
of
the bungee type which
applies
tension to the
elevator
cable
to
reduce
the
control
stick
back-pressure
required
while flying
at
slower
airspeeds.
Forward
position
for
nose-down
trim
and
aft
positions
for
increasing
amounts
of
nose-up
trim,
for
either
type
of
control.
4.
Tow
Release
Control:
The
release
control
is
a knob located below
center
of the
instrument
panel.
Pull
the knob fully
aft
to
actuate
the
tow
hook
release.
5. Dive
Brake
Control:
The
dive
brakes
are
actuated
by a
lever
located
at
the forward
left
hand
side
of
the
cockpit.
Lever
is
pulled slightly inboard to unlock
and
aft
to the
desired
degree
of
dive
brake
application. To
close
and
lock dive
brakes,
push
the
lever
forward
until
it
snaps
into the locked
position.
Forces
required
to open and
close
the dive
brakes
are
light
at
low
speeds,
but will
require
more
force
to
close
as
speed
is
increased.
6. Main Wheel
Brake:
The
main
wheel
brake
is a hydraulically
actuated
disc
type and is
applied by unlocking the dive
brake
lever
and pulling to the full
aft
position.
The wheel
brake
is
actuated
during the final
few
inches
of
the dive
brake
control
lever
travel.
Extra
pull
force
is
needed to
achieve
wheel-braking
action.
7.
Instrumentation:
An
airspeed
indicator,
sensitive
altimeter
and magnetic
compass
are
required.
Additional
instruments,
up to a full panel,
are
op-
tional
at
the
owner's
discretion.
8.
Static
Line Drain:
Provision
for
draining
of
any
accumulation
of
water
from
the
airspeed
static
line
is
made
by a
spring-loaded
valve located
at
the
lower
left
hand
side
of
center
console.
To
open the
drain
valve, push forward on
the
handle
pins
and
turn
counter-clockwise
approximately
1/ 4 turn.
To
close
valve,
turn
handle
pins
1/4
turn
clockwise and
release.
Factory
flight
tests
have shown
that
with
this
valve open in flight,
air-
speed
readings
are
reduced
slightly.
Flight
with
this
valve
inadver-
tently
in
the
open
position
is
therefore
not
particularly
hazardous,
and,
in
an
emergency,
may
be
used
as
an
alternate
source
of
static
pressure.
1-3
9. Canopy Latch:
Located on
right
side
center
bottom canopy
frame.
Push
down and
for-
ward
to
secure
canopy.
Reverse
to
unlatch
- the handle
ls
at
right
angle
to the longeron
ln
the unlatched
posltlon.
10. Cockpit Ventilation:
Located
at
top
left
side
or
right
side
of
console.
Adjust
valve
as
desired.
11.
Clear-vision
Window
Panel:
Located
at
left
or
right
bottom
side
of
canopy
aft
of
center.
To open,
pull
small
knob inward and
slide
panel
aft
to
ventilate
and
remove
con-
densation
from
Internal
canopy
surfaces.
12.
Headrest
Adjustment I.Alver:
Located
at
center
of
aft
hatch
forward
bulkhead.
To
adjust,
pull
spring-loaded
lever
outboard and
set
headrest
to
desired
position.
Release
lever
to lock
In
place.
Six
positions
are
provided
to
comple-
ment
the
various
seat-back
positions.
13.
Seat-back
Adjustment
I.Alvera:
Located
at
top
outboard
sides
of
seat
back.
Depress
both
spring-loaded
levers
Inboard
and
set
seat-back
to
desired
position
in
the
adjustment
racks.
Release
levers
to lock into
position.
14.
Retractable
Gear
Control, 1-34R:
The
gear
retraction/extension
control
has
a
sllde-tube
and
cable
arrru:ige-
ment
with a knob handle,
together
with a squeeze-type
finger
lever
latch,
on the
right
side
of
the cockpit.
For
"Gear
Down", the
control
knob
is
in
the full
forward
position;
for
"Gear
Up", the
control
is
pulled
to
its
full
aft
position.
At
both
"Gear
Up" and
"Gear
Down"
positions,
the
control
is
locked by a
pln
(on the
underside
of
the
latch
lever)
engaging a
ho~e
ln
the
inner
slide
tube. A
"Gear
Down"
safety
pin
is
provided (attached to
a bead chain)
for
insertion
through the
slide
tubes
for
additional
pro-
tection
against
inadvertent
gear
retraction
during
ground-handling
or
tle
down
periods.
PREFLIGHT INSPECTION
CHECK
ALL
POINTS
AS
LISTED
Fuselage
and Cockpit:
a.
Flight
controls
for
free
and
normal
movement.
b.
Rudder
pedal
adjustment.
c.
Seat
and
headrest
adjustments.
d.
Release
hook and linkage.
1-4
e.
Instruments,
lines,
pltot-static
openings,
static
line
drain.
f. Canopy - hinges and latch, head
clearance.
g.
Safety
belt
and
shoulder
harness.
h. Wing
pins -main
spar,
and
aft
carry-thru.
i.
Aileron
control
attachment,
fuselage
to
wing.
j.
Tire
condition and inflation (31
psi).
k. Wheel
brake
operation.
I.
Nose
skid
attachment
and condition.
m.
General
condition
exterior
surfaces.
n.
Retractable
gear
safety
pin
removed
-
l-34R
only.
a.
Aileron
hinge and
pushrod
connection.
b.
Dive
brake
and
mechanism.
c.
General
surface
condition.
Empennage:
a.
Stabllizer
attach,
forward
and
aft.
b.
Elevator -hinges,
pushrod
attach.
c.
Rudder
- hinges
and
fabric.
d. Remove inspection
plate -rudder
and
elevator
control
connections.
e.
Tail
wheel.
f.
General
condition
surfaces
and
aft
fuselage.
WEIGHT
AND
BALANCE,
SGS
1-34
The weight
and
balance,
furnished
with
each
sailplane,
should be the
con-
cern
of
each
pilot,
to
familiarize
himself
with the
various
weights, and weight
distribution
limits
shown. The
"placard
limits"
plate
attached
to the
instrument
panel
shows only the
basic
weight
limitations
as
to
maximum
pilot weight to
reach
either
(1)
maximum
gross
weight,
or
forward
CG
limit,
whichever
is
less;
and (2), the
minimum
pilot
weight
to
maintain
the
aft
CG
limit.
However,
be-
cause
of
variables
In loading conditions,
pilot-weight
limits
will
also
vary.
For
instance,
the maximum
pilot
weight (for
forward
CG
limit)
with
the
seat
back in
the fully
forward
position, will
sometimes
calculate
to be
less
than the weight
necessary
to
obtain
the
maximum
gross
weight. See Weight and Balance
Report
for
the
aircraft.
It
should
be
understood
that
the
heavier.pilot
will,
in
most
cases,
be tall enough to
require
that
the
seat-back
be
adjusted
to a position
other
than the fully
forward
position.
In
such
case,
it
is
quite
probable
that
the
maximum
gross
weight figure
ls
applicable,
as
each
succeeding
position
(aft)
of
the
seat
back
adjustment
will
allow a
somewhat
greater
pilot
weight
and
stlll
remain
within
the
forward
limit.
In
any
case,
flight
at,
or
near,
the
forward
1-5
CG
llmlt
condltlon
ls
not
as
crltcal
to
controllablllty
as
ls
flight
at
the
aft
CG
limit
condition.
CAUTION: Upon
entering
the
cockpit, the
nose
section
should
be
pushed
down-
ward
so
that
the nose
skid
rests
on
the
ground. Should the
pilot's
own weight
fall
to
keep
the
nose
skid
in
contact
with the ground, the C. G. condltlon
must
be
rechecked,
to
assure
that
the
aft
C. G.
limit
is
not
exceeded,
before
flight
ls
attempted.
This
indication
of
the C. G.
applies
to the fixed
gear
model only.
WEIGHT AND BALANCE.
l-34R
The Datum,
MAC
and C.
G.
llmits
are
identical with
those
for
the
SGS
1-34.
The
1-34R
maximum
Gross
Weight
ls
840
lbs.
This
gross
weight was
also
approved
for
the
model
SGS
1-34
and
was
made
retroactive
to
include
ships
Serial
No. 1 and
Up.
The
main
wheel on the
l-34R,
as
stated
previously,
extends
farther
below
the fuselage than on the
1-34.
The
axle
position
is
also
moved
forward
ap-
proximately
eleven
inches.
This
has
no
effect
on
the
weight and
balance
out-
come
- only
the
figures
used
ln
some
computations.
AERO TOWING
Use
normal
aero
tow
procedures.
The
actual
take-off
should
not
be
at-
tempted until an
IAS
of
40 mph
ls
reached.
Due
to the low angle of
attack,
a
slower
attempt
of
take-off
will
result
in a
series
of
tall
bumps which
wlll
be
severe
lf
the
terrain
or
runway
is
not smooth. The
recommended
aero
tow
speed
is
55 - 60 mph. Towing
slower
than
an
IAS
of
50 mph
is
not
recom-
mended.
AUTO OR WINCH TOWING
Both
the
SGS
1-34
and
SGS
1-34R have
been
flight-tested
and approved
for
auto-winch
towing
at
maximum
gross
weight. However, with the
release
nook
so
far
forward
of
the
CG,
this
manner
of
launch
ls
something
less
than
ideal.
Therefore,
not
recommended
for
any pilot without
proper
instruction
or
equivalent
experience.
Normal auto
or
winch tow
procedures
are
used,
however,
as
the tow hook
is
so
far
forward, the
sailplane
has a porpoising
tendency when too
much
Up-
elevator
is
used
for
the
climb.
Should
this
occur,
reduce
back
pressu:-e on
the
stick
until
the
porpoising
stops.
The
maximum
tow
speed
of
66
mph
must
be
observed.
1-6
TAKE-OFF
The
take-off
characteristics
for
the
1-34R
are
different
from
the
1-34
be-
cause
of
the
more
forward
location
of
the
main
landing
gear.
For
this
reason,
a
forward
pressure
on the
stick
ls
required
to
raise
the
tail
off the ground
tCY
attain a level
flying
attitude
for
take-off.
Spin
entries,
rotation
and
recoveries
are
all
normal
throughout the C.
G.
range.
The following
characteristics
occur
as
the
C.
G.
is
moved
rearward.
1.
Entries
will
be
more
difficult.
2.
Rotation
wlll
be
slower
and
flatter.
3.
Control
movements
for
recoveries
more
pronounced.
4.
Slower
recovery,
but
will
not
exceed
3/8 -1/2
turn
at
aft
CG
limit.
5.
Slower
indicated
airspeed
upon
recovery.
6.
Less
loss
of
altitude
per
rotation.
AEROBATICS
The
1-34
is
fully
aerobatic,
but
due
to the
danger
of
easily
exceeding
the
maximum
placard
speed
from a poorly
executed
maneuver,
it
is
highly
recom-
mended
that
pilots
without
aerobatic
experience
either
not
attempt
aerobatics,
or
get
instruction
prior
to
engaging
in
such
flight.
DIVE
BRAKES
Dive
brakes
can
be
used
for
rapid
loss
of
altitude
at
any
time,
including the
normal
landing
procedure
as
described
below.
The
1-34's
dive
brakes
are
extremely
effective
and will
limit
the
aircraft's
speed
to
approximately
142
mph
ln
a
vertical-attitude
dive
at
full
gross
weight.
They
can
be
opened
at
any
IAS up
to
142
mph.
To
maintain
a given
IAS
the
nose
must
be
lowered
as
the dive
brakes
are
pulled
open. The
reverse
ls
true
when
closing
them.
SUPPING
THE
AIRCRAFT
Slips
can
be
executed
normally,
but
with
the
effectiveness
of
the
dive
brakes
lt
ls
unlikely
that
slipping
should
become
necessary.
1-7
Loading...