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SCHEMPP-HIRTH FLUGZEUGBAU GmbH.

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Ventus-2a
Ventus-2b

FLUGHANDBUCH / FLIGHT MANUAL

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Zeichen
/Unterschrift

Reference

Date of
Approval by
LBA

Date of
Insertion

Signature

TN 349-27
(Neues Leitwerk und
Maughmer-Winglets)
Ventus-2a:
Werk-Nr. 2 bis 120
- wahlweise (new tail unit and
Maughmer-winglets)
Ventus-2a:
S/N 2 through 120
- optional -

MB: Modification Bulletin nderungsblatt


TN : Technical Note Technische Mitteilung

0.1.4

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FLUGHANDBUCH / FLIGHT MANUAL

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FLUGHANDBUCH / FLIGHT MANUAL

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FLUGHANDBUCH / FLIGHT MANUAL

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4.1.1
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4.4
4.5.1.1
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TN 349-27
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TN 349-27

0.2.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK

Ventus-2a
Ventus-2b

FLUGHANDBUCH / FLIGHT MANUAL

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4.1.1
4.1.2
4.2.1
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4.2.3
4.3.1
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4.3.3
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4.4
4.5.1.1
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4.5.1.3
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4.5.2
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0.2.5

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FLUGHANDBUCH / FLIGHT MANUAL

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5.3.2.2

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0.2.6

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK

Ventus-2a
Ventus-2b

FLUGHANDBUCH / FLIGHT MANUAL

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Ventus-2b

FLUGHANDBUCH / FLIGHT MANUAL

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TN 349-27

TN 349-27

0.2.8

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

1.4

FLIGHT MANUAL

Descriptive data
The high performance sailplane models Ventus-2a and Ventus-2b are
constructed from fiber reinforced plastic (FRP). They feature camberchanging flaps and a tail wheel (with fixed horiz. stabilizer and elevator).
Either a small fuselage (version 2a or the standard size fuselage
(version 2b) is available.
Wing
The two piece-wing (with winglets) is multi-stage trapezoid in planform with
double-panel Schempp-Hirth type airbrakes on the upper surface. Use of the
flaps to act as full-span ailerons.
The water ballast tanks are integral compartments in the forward section of
the wing, their total capacity is approx. 200 Liter (52.84 US Gal.,
44.00 IMP Gal.).
The wing shells are a carbon fiber/foam-sandwich construction with spar
flanges of carbon fiber rovings and shear webs made as a carbon fiber/foamsandwich.
Fuselage
The pilot has a semi-reclining position. The cockpit is comfortable. A onepiece canopy hinges sideways and opens to the right.
For high energy absorption the cockpit region is constructed as a
Kevlar/carbon and glass fiber laminate, which is reinforced by a double skin
on the sides with integrated canopy coaming frame.
The aft fuselage section is a pure carbon fiber non-sandwich shell, stiffened
by carbon fiber bulkheads and glass fiber webs.
The landing wheel is retractable and features a mechanical brake.
Horizontal tailplane
The horizontal tailplane consists of a fixed stabilizer with elevator. The
stabilizer is a glass fiber/foam-sandwich, the elevator halves are a pure
carbon fiber lay-up. The automatic elevator trim is linked to the flap actuating
rod and is infinitely adjustable.
Vertical tail
Fin and rudder are a glass fiber/foam-sandwich construction. On request a
water ballast trim tank with a usable capacity of 6.5 Liter (1.72 US Gal,
1.43 IMP Gal.) is provided in the fin.
Controls
On rigging the wing panels, the control surfaces are automatically hooked up.

January 2003
Revision 7

TN-No. 349-27

1.4.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

TECHNICAL DATA
Wing

Span
Area

15.00 m
9.67 m

Aspect ratio
MAC

Fuselage

2.21 ft

Model Ventus-2a
6.41 m
0.54 m
0.75 m

21.03 ft
1.77 ft
2.46 ft

Empty mass approx.

238 kg

525 lb

Maximum all-up mass

525 kg

1157 lb

Model Ventus-2a

Wing loading

January 2003
Revision 7

23.3
0.673 m

Length
Width
Height

Mass

49.21 ft
104.09 ft

TN-No. 349-27

32.4 54.0 kg/m


6.6 11.1 lb/ft

1.4.3

January 2003
Revision 7

1.5 Three-side view

Ventus-2a
Ventus-2b

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK

TN-No. 349-27

2.3 m [ 7.55 ft ]

15.0 m [ 49.21 ft ]

Ventus-2a - 6.41 m [ 21.03 ft ]

1.5

FLIGHT MANUAL

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

3.3

FLIGHT MANUAL

Bailing out
With the canopy gone (see section 3.2), the pilot may bail out as follows:
-

Actuate release buckle of restraint system

Bend upper part of body slightly forward

Grab canopy coaming frame on fuselage with both hands and lift
body (legs will make the instrument panel tilt-up)

Leave the cockpit to the left

Pull rip cord of manual parachute at a safe distance and height.

January 2003
Revision 7

TN-No. 349-27

LBA-app.
3.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

3.5

FLIGHT MANUAL

Spin recovery
A safe recovery from a spin is effected by the following method:
a)

Hold ailerons 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 to 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 between 120 m (394 ft) and
140 m (459 ft) with water ballast up to 200 m (656 ft).
The recovery speeds are between 140 and 160 km/h (75-86 kt, 87-99 mph)
with water ballast up to 200 km/h (108 kt, 124 mph), depending on the flap
setting.
With the center of gravity in foremost position, a steady spinning motion is
not possible the sailplane stops rotating after a half or a full turn and,
depending on the control surface deflections, usually enters a spiral drive or
a side slip or steepens its nose down attitude.
Recovery is by normal use of opposite controls.
Note:
Spinning may safely be avoided by following the actions given in
section 3.4 Stall recovery.

January 2003
Revision 7

TN-No. 349-27

LBA-app.
3.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

Winch launch
(Only permissible with c/g tow release in place)
Maximum permitted launching speed:
VW = 150 km/h (81 kt, 93 mph)
For winch launching only the c/g tow release must be used.
Prior to take-off with flaps to be at setting +1 set the elevator trim as
follows:
Rearward c/g positions:
Intermediate c/g positions:
Forward c/g positions:

Lever fully forward of its travel


Lever fully forward of its travel
Lever to the middle of its travel

As the cable tightens, apply the wheel brake gently (via stick-mounted lever)
to prevent the sailplane from overrunning the winch cable.
Ground roll 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 sailplane is lifted off with the control
stick almost fully 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 normal all-up masses, 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
than100 to 110 km/h (54-59 kt, 62-68 mph).
Normal launch speed is about 100 km/h (54 kt, 62 mph), with water ballast
about 115 to 125 km/h (62-67 kt, 71-78 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.

January 2003
Revision 7

TN-No. 349-27

LBA-app.
4.5.1.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

4.5.3

FLIGHT MANUAL

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.
As the elevator trim is linked to the flaps, it should be set such that there is no
load on the control stick at a speed of about 110 to 120 km/h(59-65 kt,
68-75 mph) with flaps set at 0.
The green knurled knob is then opposite the green marking on the edge of
the seat pan cut-out. Then the sailplane is practically always well trimmed for
all other flap settings and for optimum performance within their speed range.
With a mid-point c/g position the speed range covered by the trim is from
about 60 km/h (32 kt, 37 mph) with flaps set at L to about 230 km/h (124 kt,
143 mph) with flaps set at S1.
The controls are well harmonized reversing a turn from +45 to 45 is
possible without any skidding. Ailerons and rudder may be used to the limits
of their travel.
All-up mass

331 kg
730 lb

525 kg
1157 lb

Flap setting

+2

+2

Speed

Reversal time

89 km/h
48 kt
55 mph
3,1 sec.

120 km/h
65 kt
75 mph
3,0 sec.

Note:
Flights in conditions conducive to lightning strikes must be avoided.

January 2003
Revision 7

TN-No. 349-27

LBA-app.
4.5.3.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

Low speed flight and stall behaviour


In order to become familiar with the sailplane it is recommended to explore its
low speed and stall characteristics at a safe height.
This should be done using the various flap settings whilst flying straight ahead
and also whilst in a 45 banked turn.
Wings level stall
Stall warning usually occurs 5 to 10 km/h (3-5 kt, 3-6 mph) above stalling
speed.
It begins with a slight rolling motion and vibration in the controls. If the stick is
pulled further back, these effects become 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).
Note:
After reaching stalling speed , the ASI reading drops quickly by
5 to 10 km/h (3-5 kt, 3-6 mph) and starts oscillating because of
the turbulent airflow affecting the Pitot pressure head.
When reaching a stalled condition with the c/g in rearward positions, the sailplane will drop a wing.
A normal flight attitude is regained by easing the 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 60 m (197 ft).
In the case of forward c/g positions and stick fully pulled back, the sailplane
just continues to fly in a mushed condition without the nose or a wing
dropping.
Normal flying attitude is regained by easing the control stick forward.

January 2003
Revision 7

TN-No. 349-27

LBA-app.
4.5.3.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

Turning flight stalls


When stalled during a coordinated 45 banked turn with the c/g at an aft
position, the sailplane rolls slightly into the turn and, when easing the stick
forward, slightly drops its nose thereafter a normal flying attitude is regained
by applying opposite rudder and aileron. There is no uncontrollable tendency
for the sailplane to enter a spin.
The loss of height from the beginning of the stall until regaining a normal level
flight attitude is up to 70 m (230 ft).
With the c/g in foremost position, the sailplane just stalls without dropping its
nose or a wing.

Influence of water ballst


Apart from the higher mass in flight (i.e. a higher stalling speed), water ballast
in the wing tanks has no aggravating influence on the stall characteristics.
With water ballast in the (optional) fin tank, the stall characteristics are like
those found for aft c/g positions.

January 2003
Revision 7

TN-No. 349-27

LBA-app.
4.5.3.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

4.5.4

FLIGHT MANUAL

Approach
Normal approach speed with airbrakes fully extended, flaps set at L and
wheel down is 90 km/h (49 kt, 56 mph) without water ballast, or 115 km/h
(62 kt, 71 mph) at maximum permitted all-up mass.
In these configurations the L/D is approx. 5.7 : 1.
The airbrakes open smoothly their effectiveness is very good.
There is no perceptible change of trim.
IMPORTANT NOTE:
For better aileron response and easier flap handling especially in
crosswinds the flaps may also be set at +1 for approach and landing.
The approach speeds quoted previously are then to be increased by at
least 5 km/h (3 kt, 3 mph).
This approach technique with the flaps set at +1 offers the pilot some
reserve for the case of an approach over an obstacle being too short,
as he may reset the flaps at L, thus gaining temporarily some additional height (after touch-down the flaps are then set at +1 or 0).
Side slip behaviour:
Side slipping is an effective landing aid keeping the flight path straight is
possible up to about 85 % of the rudder travel, resulting in a yaw angle of up
to 50 and a bank angle of 15 to 25.
Due to a small control force reversal a gentle amount of opposite pedal pressure is required to keep the rudder displaced.
To return to level flight, apply normal opposite controls.
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 reads less.
WARNING:
Both performance and the aerodynamic characteristics of the sailplane are affected adversely by heavy rain or ice on the wing.
Be cautious when landing!
Increase the approach speed by at least 5 to 10 km/h (3-5 kt, 3-6 mph).

January 2003
Revision 7

TN-No. 349-23
TN-No. 349-27

LBA-app.
4.5.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

4.5.9

FLIGHT MANUAL

Aerobatics
(only permissible without water ballast)
The following aerobatics manoeuvres are permitted:
(a) Inside loops
(b) Stalled turn
(c) Lazy Eight

Inside loop
Enter the manoeuvre at a speed of 180 km/h (97 kt, 112 mph) with flaps
set at -2.
At the top of the loop select flap setting 0.
Speed during the recovery from the manoeuvre: 160 to 180 km/h
(86-97 kt, 99-112 mph).

Stalled turn
Enter the manoeuvre at a speed of 200 km/h (108 kt, 124 mph) with
flaps
set at -2.
Whilst climbing vertically let the wing which will be on the inside of the
turn drag and then, at about 140 km/h (76 kt, 87 mph), apply rudder in
the direction of the dragging wing in order to prevent a distorted manoeuvre.

Lazy Eight
Enter the manoeuvre at a speed of 160 km/h (86 kt, 99 mph) with flaps
set at -2.
After pulling up in a climb, enter a turn at about 120 km/h (65 kt,
75 mph).
The recovery speed is between 160 and 180 km/h (86-97 kt,
99-112 mph).

January 2003
Revision 7

TN-No. 349-27

LBA-app.
4.5.9

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

5.2.2

FLIGHT MANUAL

Stall speeds
The following stall speeds (IAS) at various flap settings were determined
in straight and level flights:
All-up mass
approx.
C/G position
aft of datum
Stall speed,
airbrakes closed

334 kg
736 lb
220 mm
8.66 in.

369 kg
814 lb
360 mm
14.17 in.

525 kg
1157 lb
350 mm
13.78 in.

flaps at L

km/h
kt
mph

63
34
39

5055*
27-30*
31-34*

55
30
34

flaps at -1

km/h
kt
mph

72
39
45

55-58*
30-31*
34-36*

65
35
40

flaps at S1

km/h
kt
mph

78
42
48

60-62*
32-34*
37-39*

65-68
35-37
40-43

km/h
kt
mph

72
39
45

52-55*
28-30*
32-34*

55
30
34

airbrakes extended
flaps at L

* indication of airspeed oscillating

The loss of height form the beginning of the stall until regaining a normal
level flight attitude is up to 60 m (197 ft).

January 2003
Revision 7

TN-No. 349-27

LBA-app.
5.2.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

Altering the minimum seat load by trim ballast weights


A trim ballast mounting provision is provided in the fuselage nose forward of
the rudder pedal assembly.

Optional trim ballast weights


The ballast mounting provision holds up to three (3) lead plates with a weight
of 2.2 kg (4.85 lb) each and allows a reduction of the placarded minimum
seat load as shown in the following table:

Difference as compared
with placarded minimum:

Number of lead
plates required:

up to

5 kg

(11 lb) less

up to

10 kg (22 lb) less

up to

15 kg (33 lb) less

Lever arm of trim ballast plates:


Ventus-2a:

January 2003
Revision 7

1635 mm (64.37 in.) ahead of datum

TN-No. 349-27

6.2.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

Maximum water ballast load


Maximum all-up mass
including water ballast:

525
1156

kg
lb

C/G position of water ballast


in wing tanks (aft of datum):

179
7.05

mm
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
+ fin
ballast

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

41.0 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

US Gal

IMP Gal

52.8 44.0 195

US Gal

52.8 44.0 200

Liter

200

IMP Gal

529

US Gal

240

Liter

lb
242
48.9 40.7

IMP Gal

lb
kg
220
110
51.5 42.9 185

US Gal

lb
kg
198
100
52.8 44.0 195

Liter

lb
kg
176
90
52.8 44.0 200

IMP Gal

lb
kg
154
80
52.8 44.0 200

US Gal

kg
70
200

Liter

lb
507

IMP Gal

kg
230

Liter

LOAD ON THE SEAT (kg /lb)

WATER BALLAST IN WING TANKS

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), i.e. this load must
be added to the empty mass shown on the above table.
Empty mass as per page 6.2.3.
Fin ballast as per page 6.2.7.

January 2003
Revision 7

TN-No. 349-27

6.2.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

Water ballast loads in (optional) fin tank


WARNING:
Water ballast in the fin tank may only be used to compensate
the nose-heavy moment of water ballast carried in the wing tanks !
The determination of the ballast quantity carried in the fin tank (mFT) is done
with the aid of the diagram shown on page 6.2.7.
Notes concerning the use of the fin tank are given on page 4.5.6.3.
When determining the quantity of water ballast for the fin tank, bear in mind
that the maximum permitted useful load in the fuselage (see weight & balance log sheet on page 6.2.3) must not be exceeded check as follows:
mP

Seat load (pilot with parachute)

mFT

Water ballast load in fin tank

mWT

Water ballast load in wing tanks

mP + mFT =

less or equal to maximum permitted useful load


in fuselage (see page 6.2.3)

Example:
Assumed ballast load in wing tanks:
Permissible ballast load (fill only
full Liters) in fin tank according
to diagram on page 6.2.7:

January 2003
Revision 7

100.0 kg / Liter

3.0 kg / Liter

TN-No. 349-27

6.2.6

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

FLIGHT MANUAL

Lever arm of water ballast in fin tank (aft of datum)


Ventus-2a :
4092 mm (161.10 in.)
Fin tank capacity: 7.8 Liter/kg - 2.06 US Gal. - 1.72 IMP Gal.
maximum wing water ballast

29.7 35.7 135


23.8 28.5 108
17.8 21.4

81

11.9 14.3

54

5.9

7.1

max. fin tank capacity

35.6 42.8 162


max. permitted ballast in fin tank

mWT total ballast in wing tanks

44.0 52.8 200


41.6 49.9 189

27

IMP US Lit.
Gal. Gal.

1
0.26
0.22

3
0.79
0.66

5
1.32
1.10

6 6.5 7.8 Liter


1.72 2.06 US Gal.
1.43 1.72 IMP Gal.

mFT water ballast in fin tank


NOTE:

January 2003
Revision 7

Always full Liters are to be filled.


Where value jumps, either the higher or
the lower amount of ballast may be used.

TN-No. 349-27

6.2.7

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK


Ventus-2a
Ventus-2b

7.3

FLIGHT MANUAL

Instrument panel

II
I

III

For a description of items No. I - III refer to page 7.3.2.


A description of the instrumentation is not deemed necessary.

January 2003
Revision 7

TN-No. 349-27

7.3.1

January 2003
Revision 7

Ventus-2a
Ventus-2b

Torque drive for wing tank dump valves


Connection of fin tank dump valve actuating cable
Fin tank dump valve

Vent holes
Filler tube opening

Water ballast dump hole


Drain hole

Spill holes

1.
2.
3.

4.
5.

6.
7.

8.

WATER BALLAST SYSTEMS

1.

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK

TN-No. 349-27

2.

4.
3.

6.

5.

8.

7.

7.9.3

FLIGHT MANUAL