The experience of flying on a glider gives a pilot a lot, it develops:

• management skill in non-motorized in flight - this can help in flying an airplane with an engine failure.
• The ability to correctly assess weather conditions - predict dangerous phenomena in the atmosphere - strong ascending and descending currents, heavy winds, thunderstorms.
• Knowledge of how to select sites and safely land "in the field" from any point in the flight path.

In the first year of flight training, glider pilots undergo an initial training program - flights in tow behind the aircraft and into the zone, independent flights in a circle. After that, they again sit down for a training course and master the theory of soaring flights in order to go to the airfield in the spring and continue their studies already according to the sports program.

Soaring flights are the basis of the foundations of sports gliding, it is a creative process that requires constant and hard work of thought. A young glider athlete who has begun to soar is given more and more confidence, providing more and more independence and freedom of action, allowing him to fly farther and farther from the airfield.

Such a sequence of training allows, as flight experience is accumulated, to master soaring and flying on a glider along the route. After mastering cross-country flights on the L-13 Blanik training glider, the glider pilot changes to the Yantar-Standard sports glider. On the "Yantar" it is already possible to take part in serious competitions up to the Russian Championship.

You can train in our Aeroclub from the age of 15 (permit to fly from the age of 16), cadets under the age of 20 learn to fly for FREE. To obtain admission to classes, you must write an application and fill out a questionnaire at the educational department of the flying club at Kazan, st. P. Lumumba, 4. 6th floor. Working hours 8.00 - 17.00 .

Training of glider pilots in DOSAAF flying clubs is carried out according to the Flight Training Course - KULP-PSB-2013.

The first stage of glider training is theoretical training in the main disciplines:

• Operation of serial airframes

Theoretical training classes are held from December to April in training center CAC RT at the address Kazan, st. P. Lumumba, 4. 7th floor. Lectures run from Monday to Friday 18.00 before 20.00 . After passing tests in all disciplines, cadets receive a referral to pass Medical Flight Commission - VLEK .

Cadets who have successfully passed VLEK are allowed to ground training, which takes place at the Baltasi airfield in early May. Flights start from mid-May and end in mid-October. Flight days from Thursday to Sunday. Wednesday is a park day pre-flight preparation.

During flight training, special attention should be paid to pre-flight preparation. Before each flight, conduct a draw "on foot in flight". At the same time, it is necessary to understand the technique for performing each element of the flight, and after the flight to understand the causes of the mistakes made.

As we have already noticed, while walking through the halls of the hangars of the aviation museum in Vantaa, the Finns honor their aviation history. Moreover, they have their own, albeit small, but their own aviation industry, which is currently assembled under license, but still has experience. The training of aviation flight personnel, and now this issue is very relevant in our country, and, as world experience shows, is inextricably linked with gliding. Of course, gliding is the prerogative of enthusiasts, but! Practical experience of non-powered flights contributes to the formation of real pilots. This was also paid attention in the Soviet Union, remember: from the model to the glider ... Returning to the history of the Second World War: the German aces had not only practical experience in non-motorized flights, but learned to fly them and had a lot of flying time. Cadets of the US Air Force Academy in Colorado Springs are learning to fly, including the Czech Blaniks. That is why in the hangars of the Finnish Aviation Museum it was not surprising to see, in most cases, suspended directly under the power building structures of the roof, a whole flock of non-motorized aircraft ...

When I look at the Schneider Grunau Baby IIb, I am not surprised why more than 6000 devices were produced in 20 countries: concise forms and a simple, affordable design, excellent aerodynamics for its time and an empty weight of only 170 kg!

Ford-T I know, I saw a Ford tractor, but for the first time a Ford glider! Actually - the same Baby!

The first prototype of the highly successful and popular PIK-20 airframe developed at the Technical University of Helsinki. Since 1973, 425 gliders of various modifications have been built, depending on the changing requirements for the standard and 15-meter classes, and even a motor glider with a retractable power plant based on the Rotax 501.

By the way, PIK is: Polyteknikkojen Ilmailukerho or polytechnical aviation club, in which students, under the guidance of teachers, implemented their projects of gliders and light aircraft.

PIK-12 - a two-seat training glider took off in 1956 and was built in only four copies, and here's why: while the Finnish curators "from gliding" determined how best and cheaper to learn to fly: on 1-seat or 2-seat gliders, manufacturers from other European countries filled the market with two-seater non-motorized cars.

The PIK-5 has a very light appearance for a wooden glider. 34 copies were built since 1946.

A line of gliders for initial training…

Harakka II or PIK-7 - Finnish training glider, 1946.

The pilot of the Grunau 9 sat inside the albeit flat fuselage truss. There were options with elegant cabin fairings

The legendary SG 38 was replicated in ten thousand copies!

Polish Salamandra (OH-SAA): more than 500 units were produced in 1936-1962.

About the design of the initial training airframe: Harakka…

PIK-16 Vasama, 1961, 56 built. Still wooden, but with fiberglass forward fuselage. Interesting design of the joint of the wings.

Fibera KK-1e Utu - the first Finnish fiberglass airframe, 1964, 22 built.

Well, in conclusion, the design of the airframe, so to speak, the crown of the wooden structure can be seen on this Schleicher Ka 6: more than a thousand devices have been produced since 1955!

And the great aviation power, which called itself that and abandoned its own aviation industry for twenty years, is only now figuring out how to move the Moninsky Museum somewhere else. And, instead of creating a cemetery of domestic aircraft and aircraft foreign cars of the new time on the grass fields of some airports of the capital's air hub, isn't it time to think about the National Aviation Museum, because so many more aircraft and helicopters can be preserved and even maintained in flight condition ...

In a modern aviation club, in addition to airplanes, helicopters and parachute jumps, you can also learn how to fly a glider. Gliding flights instill the right attitude to the skills of piloting air transport, lay a solid foundation for the flying profession. And amateur pilots can take a fresh look at the freedom of flight: after all, there is no motor, noise too, and to increase the duration of the flight, you need to feel the air currents. What are gliders: classes and types, their cost and characteristics.

For the normal organization of a glider flying club, it is necessary to have the following types of gliders in the fleet: double gliders, single-seat gliders for athletes and ultra-light single-seat gliders for amateurs. Apparatus for training should be reliable, forgiving mistakes and at an affordable cost, the rest of the groups are for those who need a quality product or rental service at an affordable cost.

Consumer properties of gliders

Gliders are different: wooden, metal, fiberglass. They can also be ultralight and regular, as well as single, double and even triple. The most appropriate classification in this case is the division of soaring vessels by value: category up to $ 10,000, up to $ 25,000 and above.

What might a glider pilot be thinking about when making a purchase? Usually they pay attention to the aerodynamic quality, the presence and brand of the main engine, the novelty of the dashboard and on-board computer. Connoisseurs may have higher demands: quality under 60 units, hydrocarbon spars in the wings, a Kevlar fuselage and a sticker on board: "The world champion flies on this glider"

What should you pay attention to when buying an aircraft? If you have chosen the right category for you, then here is a list of questions, the answers to which will help you choose the right model:

1. Sustainability. The ability of the glider to stay in the flow, including the feel of microlifts. If you want to be in a stream in which not every bird keeps, to come home late at night on tiptoe, looking forward to repeating the flight the next day, then choose the appropriate glider.
2. Cabin volume. American glider pilots are usually wider than European counterparts and not every glider can stretch to its full height. The determining parameter is the length of the space for the pilot: it is better to choose a narrow but long cockpit.
3. Maintainability. How difficult it is to repair and bring the device into working condition. Many people think that fiberglass lasts forever, but not the outer layer of the fuselage. The cost of restoring a modern airframe can be higher than the cost of a used airframe.
4. Specifications. Glide-to-drag ratio, low stall speed, no technical gaps in addition to stability. Is it worth it to squeeze the maximum performance out of your horse every day? Flying is usually meant to be enjoyed, competitions are rare.
5. Price. Available. Each buyer according to his needs, depending on his lifestyle and his preferences.
6. Equipment and equipment. Backlit monitors are at the forefront of progress, as are flight computers, but no computer can replace a pilot in flight. Before making an expensive investment in a gadget, read Goncharenko’s “Technique and Practice of Soaring Flights”, first of all, you need to feel flying as a fifth point.
7. Ability without harm to the machine land on an unprepared site. A good performance glider that can land in the field is of more value to the glider than a glider that has an air quality under 60 but suffers from landing out of bounds. Therefore, when buying, it is also important to look at the suitability of the airframe for your runway: it may be worth taking care of having a retractable landing gear with a reliable shock absorber, instead of a hard crutch in the front of the fuselage.
8. Caravan. Possibly the most underestimated item when buying a glider. How much effort will be required for installation - dismantling, how labor-intensive assembly - disassembly. At the same time, during transportation, the device must be safe.

TOP of the best two-seater gliders for flight training

Any training begins with communication and close contact with the instructor, the person who introduces you to the world of flying. The closer the contact, the faster comes the experience and understanding of the specifics of air flight in a glider. This problem is solved by a two-seat device: the glider must be reliable, forgive mistakes, be repaired faster in time and cheaper, and also have an affordable price.

1. Blanik L-13 and L-23

The most common airframes with quality 28 (32). The cost of a used one is 350,000 - 570,000 rubles, depending on the year of manufacture, and a 10-year-old Blanik L-23 can be taken for $ 31,500 with a flight time of 2000 hours.
Blanik is also in Africa Blanik: he steadily keeps accountants in streams, a fairly roomy cabin, the look of outdated devices brings joy to many, maintainability like a Soviet car, in general, there are only pluses. Now about the disadvantages: rather tight control is quite common, technical characteristics at the level of the 60s and transportation problems, which are expressed in the need for a special trailer to transport the device safely.
As for the reliability of flights, despite the introduction of a restriction on the operation of glider flights in the world, the operation of the sports version of the Blanik L-13 AC glider among glider pilots is considered more reliable when performing aerobatic flights.

2. AC - 7. Quality 40, maximum takeoff weight 700 kg, valued at €55,000

A glider of a Russian manufacturer with good consumer properties: low cost is one of the advantages, other parameters are at the level of European analogues, and a clear plus is that a special trailer for transportation has been developed and is being sold, worth 21,000 €.
This glider has one feature that somewhat distinguishes it from other gliders: the transverse arrangement of pilots in a spacious cockpit with a wide view. An interesting solution for those who decide to fall in love with gliding for a long time: the instructor sits next to you on the same level, you can talk about the beauty and serenity of the flight, but at the same time maintain internal discipline to develop the necessary piloting skills.

3. DG - 1000. Quality 47, cost about $ 140,000

An excellent European glider for initial flight training and consolidation of existing skills. Interestingly, it was these airframes that replaced the obsolete Blaniks in the US Air Force academies. As for consumer qualities, everything is on top, except for the somewhat overpriced and cramped cabin.

4. ASK - 21 Schleicher with a motor. The cost is 135000 €. Used 25 years old with 5000 flight hours can be purchased for 42000€

Volkswagen in the world of gliders: a popular glider from the Germans.
German reliable training desk for beginner glider pilots: the glider is in great demand for being forgiving of many mistakes to accountants and having soft flight characteristics. In addition, the presence of a second auxiliary nose wheel along with the main one allows you to keep good stability during takeoff and landing.

5. Grob 103 Twin 2. Motor glider costs about 116,000 €, the cost of a used 25 years old with a flight time of 4200 hours is about 36,250 €

Fiberglass fuselage designed for training and simple aerobatics.
Compared to the ASK-21, the Grob places greater demands on piloting skills, does not forgive negligent behavior and requires a more conscious approach to training. Most glider pilots on Western forums agree that the Grob's yaw and pitch control is less well balanced than the Ask's.

The best single seat gliders for athletes. Key Evaluation Criteria: Cost, Sustainability and Specifications

1. Amber Standard 2. Aerodynamic quality 40. Used price 25 years 18340€ with 650 flight hours

Single sports apparatus of a standard class. In Russian aviation clubs, it is considered the next step in training after Blahnik, it is ubiquitous. The advantages of this airframe are in its reliability, maintainability, and the disadvantages are in the narrow cockpit.

2. ASW - 19. German "Humpbacked Horse". Quality 39

A frisky device from a German manufacturer, you should be on the alert with it, and you will also be pleased with the low cost and German reliability, but this is all for experienced glider pilots. The later model Asw-28 airframe has even more fuse, but the cost is higher.

3. Discus 2b. A 5 year old glider can be bought for 85,000 €. Quality 46. Wingspan 12 meters

Good technical characteristics for its price category, as well as German quality and stability in flight will give you the opportunity to experience the possibilities of flying on a modern standard-class sports glider.

4. Rolladen Schneider LS - 8. Glider 18 meter class, quality 43, empty weight 240 kg and the cost of 18 years old with 2540 flying hours at 58800€

The glider became a commercially successful project of a German company, won many victories over its main competitors at championships of various levels: DG and SW gliders. It is very popular due to its flying qualities.

5. Nimbus 4. The dream of many gliders across borders and oceans: a song in the world of gliders with a wingspan of 26.5 meters

The flight of this glider resembles the flight of a bird with flapping wings, the quality of the glider is under 60, the cruising speed is 165 km/h. Disadvantages: the cost in the version with a retractable motor is about 200,000 € (used for 20 years, about 80,000 € - 100,000 €), as well as high requirements for the quality of service and takeoff and landing within the prepared runway, otherwise the repair will cost a pretty penny.

Overview of ultralight single-seat gliders for amateurs

Flying in a glider can be a great way for teenagers to discover their way into the sky, and for amateurs a great way to relax and gain strength and energy. As for teenagers, then on a single seat you can get off the ground and work out the initial skills of holding the glider in roll and pitch. Glider enthusiasts, in addition to saving money, will find it useful in the purchase of the absence of the need to register, certify and obtain a glider pilot's license. In Russia, ultralight gliders also include devices with a weight limit of 115 kg. The quality of the product is determined, first of all, by the possibility of quick assembly, cheap transportation, as well as stability in the flow.

1. AC - 4. "Ultralight". Russian answer to Chamberlain at a cost of 26,500 € and an empty weight of 110 kg with a quality of 30

A high-quality Russian product on the global gliding market. Initially, the glider came second in the glider model selection competition for the "world class" championships: the idea was to hold competitions on one glider model, and the first place was given to the Polish PW-5 due to the well-established serial production at that time, although outperformed in most respects. Now to the point: easy to fly, “controlled by the power of thought”, so it is recommended to have some experience in flying training gliders and an initial reserve of piloting skills. It behaves well in narrow streams. Pulled on a paraglider winch. And the absence of the need for registration, certification and certificate of a glider pilot allows you to save money. Now for the disadvantages: low maintainability and poor stability in threads.

2 Sparrowhawk. The cost is $44,500. Wingspan 11 meters. 70 kg empty weight

Products of the American company Winward Performance based on cutting-edge expensive materials with high specific strength (CFRP). The advantage of the airframe is its reliability and good flight characteristics.

3. Archeopteryx. aerodynamic quality 28, the cost of the base model is 75300€, the empty glider weighs 57 kg

An interesting idea for a foot-launched glider, with good technical characteristics and soft controls. The device will allow you to enjoy the flight, provided that the technical parameters of reliability and speed are carefully observed: loads up to +4, -2 G, maximum speed 130 km/h, stall speed 30 km/h.

4 Banjo MH. Czech glider almost in a single copy, with aerodynamic quality 28

Stability in the flow is average, repair only from original material, the cost is acceptable for many. The name of this glider is borrowed from the 4-string banjo guitar, and the designer is a true fan of soaring and soaring technique. It can be a good simulator for developing soaring skills. The cost of the device is about 21500€

The list of gliders is not exclusive, but it will give some idea of ​​what should be taken into account other than aerodynamic quality. The general rule is, “Mercedes is Mercedes everywhere”, so you should take a closer look at it, this is what concerns expensive and high-quality models. And others are tried and tested gliders, made with love.

Is high performance important?

Oddly enough, but high aerodynamic quality matters only when you are a participant in a competition (European Championship, rivalry with a friend, etc.). With free from competition flights on a glider - easier, Yantar Standard or Nimbus 3, it is unlikely that there will be a desire to evaluate the quality of the flight. Usually glider pilots evaluate their achievements according to other criteria: who climbed higher in the stream, who flew further. Of course, competition with a fellow party member is of great importance for authority, but victory over oneself and one's own heights is much more important.

Good climb speed in the flow, spacious cabin, short runway, well, so be it, aerodynamic quality, ease of towing and low cost, perhaps, everything. But the ideal glider is only in dreams, and you can really fly only on what is available and for its price.

Part one

“Do not promise a crane in the sky, better give a titmouse in your hands ...” This is how an old Russian proverb says. We do not know whether the well-known Lithuanian designer Bronis Oshkinis was guided by it when creating his initial training glider, to which he gave this name (in Lithuanian "Zile"). At the All-Union Conference of workers of youth glider schools and design assets, held by the editors of the magazine "Modelist-Constructor", "Tit" was unanimously recognized as the best training glider to date. This car can now be seen at many club airfields in our country. Very simple in design and reliable in operation, it won wide sympathy not only of the younger generation of glider pilots taking their first steps into the sky, but also of aviation sports veterans. "Zile" is now mass-produced by the DOSAAF experimental plant of the Lithuanian SSR. However, it could be successfully manufactured by other enterprises with the most modest equipment, for example, furniture and music factories, woodworking shops, and with appropriate qualified management, the construction of Zile gliders is possible in aircraft modeling laboratories and school production workshops. In a word, the “titmouse” is in our hands. It remains only to take the initiative.

Meeting the numerous wishes of readers and the requests of various enterprises, the editors begin to print working drawings and a technical description of this glider, which should contribute to the further development of youth gliding schools and gliding.

The glider Bro-11-M "Zile" in flight is shown in the photo, its diagram in three projections is in Figure 2, and in fig. 3 - details. Readers will find the rest in the captions to the drawings. Figure 1 shows the preparation of the airframe, which should make it easier to read the drawings of individual assemblies and parts in the future and give an idea of ​​​​the assembly technology.

Many years of operation of the initial training gliders, created by the designer B. Oshkinis, made it possible to identify their features and shortcomings, which were very fully taken into account when designing the Bro-11-M Zile. 6 technical characteristics of this airframe, given below for comparison, separately indicate the data of the previous, well-known model of this airframe - Bro-11.

The wing of the Bro-11-M glider has a very simple and typical design for gliders, which can be taken as a basis for independent design and construction of aircraft similar in purpose. This is confirmed not only by the works of B. Oshkinis himself, who created several variants of the glider with this particular wing, but also by many amateurs who built various gliders and motor gliders. Of course, in each individual case, strength requirements must be taken into account: the wing referred to in this article is designed only for operation in the SPS (flights using the PLM-6 winch) and if installed on any other aircraft (for example, , motor glider) requires appropriate reinforcement.

The Bro-11-M wing consists of two symmetrical halves (right and left), made of wood and plywood, which are attached to the fuselage truss by the spar root and the rear stringer. Each half-wing is fixed by a strut, the upper end of which is reinforced to the middle part of the spar, and the lower end to the fuselage truss.

The set of each semi-wing (see Fig. 2) consists of a box-shaped spar, 17 ribs, front and rear stringers of the end arc, plywood sheathing, knees and bosses. Metal units (Fig. 3) are installed on the wing frame partially before its assembly (on the spar and ribs), the rest are mounted on the assembled frame. Figure 3 shows the rear wing assembly and braces tail lock. Both of these nodes are placed after the assembly of the wing on the rear stringer. The rear assembly is fastened with two bolts 6X32 with washers and nuts M6. The attachment point is reinforced with plywood pads and an ash rail 8X34X104 mm. The lock of the braces is reinforced with three steel caps Ø4-6 mm. The folding hook of the lock (52) rotates on an M6 bolt, sawn and reinforced between two washers 3-5-16 mm. The lock is locked with a 6X16 mm roller, at the lower end of which a pin is inserted.

The wing spar (No. 11, 1976) consists of two solid pine shelves with a section of 10X20 mm, reinforced with gluing of rails with a section of 10X10 mm, three bosses, fourteen racks and two end rails. After assembly, the spar is carefully planed with a jointer and glued on both sides with plywood 1 mm thick. The direction of the "shirt" fibers is shown in the figure. The root part of the spar at the place of installation of the attachment to the fuselage is reinforced with plywood stickers 1X65X24 mm. The unit consists of two D16T plates 1.5 mm thick, pulled together with caps from a pipe of grade 20A Ø8 - 10 mm. In the middle part, the spar is reinforced with slats 5X12X135 mm, glued to both shelves, and plywood overlays of size 1X135X54 mm. In this place, between the ribs No. 9 and No. 10, the wing strut attachment point is installed. The knot is welded from a steel plate, two necks and a bushing.

Butt and strut units are fastened with M5X21 bolts with washers and castellated nuts. The roller serves to dock the wing with the fuselage.

The wing and aileron profiles will be shown in the ordinate table, making it easier to draw them at full size. Both the wing and the aileron have a positive twist of the order of +2°, which is done to increase the efficiency of the wing at high angles of attack (stall occurs first in the middle part of the wing). The necessary twist is obtained by slightly bending the spar in the slipway, before sheathing the frontal part of the wing with plywood. After sheathing, the wing retains the desired twist.

All ribs have the same profile and chord, but are not the same in design. So, ribs No. 2-9 and 11-14 - I-section, are assembled on glue and nails from four rails with a section of 5X5 mm, two bosses and a plywood wall 1 mm thick with holes (to facilitate). The root rib has a reinforced structure (box-shaped section). The shelves are glued from 5X12 mm rails. The posts adjacent to the holes for the spar have a section of 10X12 mm, the rest of the posts and braces - 5X12 mm. Holes for ventilation are cut in the walls of the front part of the rib. Reinforced ribs No. 10 and 15 are similar in design to rib No. 1 and have the same rail cross-sections.

To the shank of the rib No. 10, a boss measuring 14X52X185 mm is glued from below. The shank and boss are glued on both sides with plywood 94X210X1.5 mm, on top of which two slats 8X10X185 mm are glued. The bracket for the aileron, cut from D16T duralumin 3 mm thick, is attached to the boss on three M5 bolts. A steel bushing with an inner diameter of 6-8 mm is riveted into the ear of the bracket. The tail of rib No. 16 has a similar design, only the boss serves to protect the end of the wing from hitting the ground.

The ailerons are of the suspended type, that is, they are not cut into the wing, as is usually the case, but are suspended under the wing at two points. One hinge is located on the fuselage truss, the other is on the rib bracket No. 10. Unusual is the large aileron span, almost equal to the wing span. This achieves their high efficiency combined with ease of manufacture and maintenance.

The aileron frame consists of a spar, 16 identical ribs, front and rear stringers, skins and knees. The location of the ribs in the set is symmetrical to the ribs of the wing. The spars consist of 8X55 mm pine plank, with double-sided reinforcing plywood stickers in three places. Reinforced aileron rib No. 1 consists of a pine rail 6X55X315 in size, pasted over with 1 mm plywood: on the outside - along the entire length, on the inside - by 122 mm, counting from the toe of the rib. Reinforced rib No. 10 is assembled from two shelves with a section of 5X7 mm, two knots in the toe with a boss between them, a plywood wall, a small knot at the end, as well as bosses and knots in the middle part of the rib for attaching the aileron hinge. The design of normal ribs is the same as that of rib No. 10, except that the middle boss with the kniz is missing.

The aileron horn with the root hinge ear is made of duralumin 2 mm thick. Bushings made of steel tube Ø6-8 mm are riveted into the lower holes Ø8.1 mm. The boar is attached to the outer side of the rib No. 1 with three bolts 6-20 mm. The aileron bracket is mounted on rib No. 10 with two of the same bolts.

TECHNICAL DATA OF THE Glider BRO-11 M "Zile" IN COMPARISON WITH THE Glider BRO-11 RELEASE 1964

GEOMETRIC DIMENSIONS

	Bro-11-M	Bro-11
Wingspan, m	7,80	7,28
Length, m	5,47	5,17
Parking height, m	2,50	2,40
Wing root chord, m	1,45	1,45
End chord of the wing, m	1.45	1,45
Wing area, m 2	11,80	10,50
Elongation	6,0	5,05
Transverse V wing	3°	?
Aileron span, m	3,65	3,17
Aileron area, m 3	1,20	1,10
Aileron arm, m	1,85	1,85
Fuselage length (with beam), m	4,52	4,52
Fuselage (truss) height, m	1,24	1,24
Fuselage width, m	0,51	0,51
The scope of the horizontal tail, m	2,20	2,20
The area of ​​the horizontal plumage, m 2	1,43	1,43
Elevator area, m 2	0,71	0,71
Shoulder of the horizontal tail, m	1,82	1,82
Vertical tail height, m	2,13	2,13
Vertical tail area, m 2	1,43	1,43
Rudder area, m 2	0,71	0,71
Shoulder of vertical tail, m	2,14	2,14

WEIGHT DATA

FLIGHT DATA



Rice. 1. General layout of the airframe Bro-11-M "Zile" and details: A - towing hook and front rubber stop; fastened to the fuselage truss with Ø8 bolts; B - the design of the upper attachment point of the strut to the wing and the lugs for attaching the braces; B - fastening of the wing spars to the vertical strut of the truss (bolts Ø8 mm), duralumin lining 4 mm thick; G - the design of the suspension of the ailerons and rollers for the cables of the elevators to the fuselage truss; D - fastening of the lower lug of the stabilizer strut and the hinge of the elevator; E - changeover roller of the elevator control cable and the elevator hitch; Zh - safety stop on the wing console (duplicated rubber 15 mm thick); And - the design of the control mechanism for the ailerons (vertical tubular rods) and elevators (two-arm rocking chairs, cables).
..

Part two

Covering the wing frame and ailerons with fabric is a very responsible operation, the quality of which is highly dependent on the aerodynamics of the airframe as a whole. Preparation for tight-fitting consists in a thorough cleaning with files and sandpaper of the surface of all frame parts on which the tight-fitting will lie. The best material is aviation percale. If it cannot be purchased, you can use satin or chintz. It is advisable to cover with one piece of fabric or make a blank with a minimum number of seams. The fabric is superimposed on the frame, previously smeared with glue. For this purpose, a special aviation glue AK-20 or a dope of the first coating is used - according to the technology appropriate for each of them. It is necessary to ensure that the fabric is well pressed against all elements of the frame and evenly stretched. It is especially important to achieve an even fit of the fabric on the plywood nose of the wing.

After the glue dries, the skin is stitched through the ribs, as shown in Figure 1, with “mokey” threads with a special long needle; the seams are sealed with strips of fabric on enamel. This is necessary in order to prevent possible detachment of the fabric from the frame during the operation of the airframe.

The next treatment of the upholstery is to coat it with a dope, known as "First Coat Enamel", to evenly and strongly stretch the fabric and make it waterproof. The wing is covered with enamel 2-3 times, with interlayer drying and processing with fine sandpaper to remove various irregularities and specks that fall on the surface during operation. It is best to apply enamel with a spray gun and only as a last resort with a wide soft brush without pressure on the fabric. The final painting of the wing should be carried out with nitro paints of light grades with high hiding power (red, yellow, orange), also in two or three layers. The last coating - a colorless nitro or oil-resin varnish - is applied in a thin layer, followed by polishing with a fine-grained wax automotive paste.

WING BRUTTS are made of pine. To avoid warping, they are glued together with epoxy or casein glue from two strips with a section of 85X20 mm each. Planks should be straight, free of knots, rot and wormholes. It is advisable to pick them up from well-dried, small-layer boards (northern pine). Having glued the workpiece, it is processed in accordance with the section shown in Figure 2 (using counter-templates), the end parts of the struts are planed along four inclined planes until a section G - G is obtained at the upper end and A-A - at the bottom. Having pasted over these sections with linen tape (or fiberglass) on epoxy resin, they are put on the upper and lower tips, after which they are fixed with M6 bolts. The upper tip of the strut is welded from two cheeks, a mortgage fork and a plate with ears. The lower, wider tip consists of two cheeks and an insert. The upper tip of the strut is attached to the lug mounted on the wing spar near rib No. 10, the lower one - to the node of the forward strut of the fuselage truss with 8-mm bolts with castellated nuts, which, after assembly, must be cottered. Cable braces are stretched from the upper tip of the strut to the front of the fuselage truss and the tail unit. The ends of the cables are braided onto thimbles or sealed with a copper tube. The necessary tension of the braces is carried out by turnbuckles 100-150 mm long, with a thread diameter of at least 5 mm. Thunderbolts are secured with soft wire Ø1 mm.

TAIL consists of fixed parts (keel and stabilizer) and movable parts (rudder, elevators). The keel is connected to the stabilizer by two tubular struts, the ends of which are sealed with U-shaped brackets. The stabilizer has a triangular shape in plan. Its frame is assembled from a spar, seven ribs, a front rib, four bosses and 32 knees. The spar is made of pine lath with a section of 5X35 mm, with a plywood sticker in the middle part for reinforcement. Four rails with a section of 7X10 mm are glued to the rear wall of the spar. By increasing the strength of the spar, they also serve to reduce the width of the gap between the stabilizer and the elevator. Ribs No. 1 (middle) and oblique (No. 5) are made of solid section rails. The metal assembly, which simultaneously serves to fasten the strut and hang the plane of the elevator, is made of D16T duralumin 2 mm thick.

The rudder, as well as the plane of the elevator, has a wooden frame with a linen covering. The assembly technology of these parts is similar to the assembly of the wing and ailerons. When covering them with dope, in order to avoid warping, fix the parts, for example, with clamps on a thick board.

CONTROL SYSTEM consists of manual and foot control. Manual (handle) is connected with the ailerons and the elevator, foot - with the rudder. A feature of the system is the exceptional simplicity of design, assembly, disassembly and adjustment. All elements of the system are grouped on the fuselage truss, which is very convenient in operation, during routine inspections and repairs.

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Rice. 4. Wing aileron (right), structures and details. The left aileron is made mirror. The aileron spar is made from a whole, well-dried pine plank with a size of 3650X55X6 im, which has straight-grained wood without knots, wormholes and blue. Gluing the ribs into place should be done by installing the spar on a thick flat board or table of appropriate length. The nose of the aileron, as well as the nose of the wing, is sheathed with plywood 1 mm thick, a whole piece from the root rib to the outer end. In the presence of air plywood of a standard size (1525X1525 mm), in order to obtain such a piece, it will be necessary to join it “by the mustache” from three sections. The direction of the outer layer is shown in the drawing. When gluing, the aileron is given a twist of about 2°, as shown in Figure 3. It must remain in this position until complete polymerization (at a temperature of 20°C - 24 hours). The width of the plywood blank is determined by a preliminary measurement on the spot. During pasting, plywood is temporarily pressed with “flies” of nails 25 mm long, which are removed after the glue has polymerized. For gluing It is best to use epoxy resin or VIAM glue, in extreme cases, good casein.

The finished aileron is covered (in one layer) with aviation percale or chintz.

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PART THREE

FUSELAGE. In relation to the Zile glider, the name is purely conditional. There is no fuselage as such. Instead, the glider has (Fig. 1) a flat power farm made of pine bars, to which a gondola is attached from below, carrying landing gear (a 250x125 wheel and shock-absorbing skis), a pilot's seat with a semi-fairing and controls, on the right and left - wing consoles with ailerons, rear - tail. The docking of all these elements is well thought out and allows you to quickly assemble and disassemble the airframe. The gondola is a streamlined box with a frame of pine logs with a working plywood sheathing of variable thickness. In the middle part of the gondola - a niche for the wheel. In the front part there is a towing hook and a shock-absorbing device in the form of a metal ski, sprung with a dense rubber ring. The same ski is installed in the aft part of the gondola.

FUSELAGE CENTRAL PILLAR(Fig. 1, pos. E) - welded from steel pipes (St. 20) Ø25 mm. The upper jumper is made of sheet steel 5 mm thick and is welded with a continuous tight seam to the pipes of the rack and the truss attachment shoe.

The TAIL FARM is assembled from pine slats with a section of 15X30 and 20X30 mm, glued on epoxy resin or VIAM B-3 glue. The rear part of the truss, which has the shape of a triangle, is sheathed on both sides with plywood 1 mm thick, forming a large keel surface. This made it possible to significantly reduce the size of the traditional tail fin, which on the Zila practically serves only to attach the rudder. In the lower and upper intermediate corners of the truss, reinforcing bosses are installed, glued on both sides with kerchiefs made of plywood 5 mm thick. The front truss assembly is connected to the vertical strut shoe with an M8 bolt, the lower one - with the same bolt with cheeks on the aft end of the gondola. The upper intermediate assembly carries the aileron suspension bracket and the rollers of the rudder cables. The sections of these nodes are shown in Figure 1, which also shows the metal parts and nodes mounted on the tail of the truss. The upper keel assembly (Fig. 1, pos. D) is used to fasten the upper hinge of the rudder, tail braces and forked ends of the stabilizer struts. It is bent from 114X70 sheet steel 1.5 mm thick. Bushings made of steel pipe 8X6 mm are riveted into the holes of the ears for the hinge of the steering wheel and for the struts. The lower hinge of the steering wheel (Fig. 1, pos. D) is bent from a plate 45X84 mm. A bushing from a pipe 8X6 mm is also riveted into its eye.

In front of the gondola there is a pilot's seat, closed in front by a light half-fairing made of plywood 1 - 1.5 mm thick on a frame of two arches (Fig. 1). The half-fairing is attached to the base (floor) of the gondola with glue and screws and along the rear edge with additional two corners made of steel 1.5 mm thick. The pilot's seat and backrest are made of 4 mm thick plywood as a single piece and are attached to the floor of the gondola with glue and screws.

Seat belts - lightweight type, with a conical lock, locked with a spring pin made of OBC wire Ø2 mm. The straps are attached to the middle jumper of the B-pillar. The seat and headrest are covered with foam rubber and covered with decorative leatherette.

The foot control pedals are made of ash wood according to figure 2. The control cables are attached to them with flat shackles made of steel 1.5 mm thick.

RUDDER CONTROL UNIT(shown in Fig. 2, pos. B) is a feature of the Zila airframe. The manual control of this airframe is designed in such a way that when the stick moves to failure “toward itself”, simultaneously with the elevators being raised up, the ailerons deviate downward by 10 ° due to the original kinematics of the steering device. This achieves an active exit of the airframe to the landing angles without a noticeable "scuff" of the nose. Thanks to this feature, the Zile glider is very easy to land. The possibility of soaring and "goats" is significantly reduced.

The first assembly of the finished airframe should be carried out in a spacious, bright room with an area of ​​​​10X8 m (for example, a school gym), drawing with chalk on the floor its main coordinates, the longitudinal center line, the location of the wings and tail. Strictly above the center line, from the ceiling (or a specially stretched wire) it is necessary to lower 2-3 plumb lines (small weights on a thin thread) for the correct installation of the wings and plumage (eliminate possible distortions of parts). The nacelle should be secured to the floor with temporary bosses and props, after which the installation of the tail truss and wings can begin. To do this, you need to make special lightweight trestles that will allow you to assemble quickly and accurately. The correct geometric shape of the airframe is ensured by a uniform stretch of cable braces. Therefore, when braiding cables, it is necessary to determine their length very accurately so that the threaded shanks of the turnbuckles can be started to be wrapped by hand without applying excessive force. Once the guy wires are in place and evenly tensioned by the turnbuckles, the elevator and rudder control cables can be connected and adjusted. They should not be too tight, but without sagging. Thunderbolts after tightening the cables must be countered with soft wire. When adjusting the rudder cables, the neutral position of the steering wheel should correspond to the neutral position of the pedal, and the neutral position of the elevators to the neutral position of the handle. Ailerons, with their correct and careful manufacture, practically do not need adjustment.

EDITORIAL
During the preparation for printing this description, a number of design changes and improvements were made to the design of the Zile airframe. So, the ailerons now have not two, but three suspension points each (this was not shown in our diagram); the third point is on the wing end rib (No. 16). It is possible to install two wheels instead of one according to the bicycle scheme (one behind the other), which greatly facilitates the operation of the glider during the period of jogging training; at the ends of the wing consoles, shackles made of steel tube Ø12 mm are installed, protecting them from damage during rolls; the details of fastening the cable braces to the upper tips of the struts have been reinforced. About all further modifications of the Zile airframe, the editors will inform readers in a timely manner.

(This was not noticed behind the M-K magazine)

Rice. Fig. 1. Fuselage design, its components and main details: A - pilot's seat belts: 1 - shoulder straps, 2 - waist straps, 3 - cone lock; B - longitudinal beam of the farm, gluing together from two pine bars 30X20; B - section along reinforcing plywood knees; Г - the upper hinge point of the rudder; D - lower rudder hinge assembly (steel 1.5 mm thick); E - main rack; 3 - section of the rear braces of the farm; And - section of the front brace of the farm; K - cheek connecting the gondola with the farm (steel 2 mm thick): 1 - cheek for attaching the tail farm, 2 - shock-absorbing ski; L - wheel installation: 1 - gondola deck (plywood 3 mm thick), 2 - side wall of the gondola, under the wheel brackets (plywood 20 mm thick, the wall thickness decreases to 15 mm towards the bow and stern), 3 - gondola spar (pine 20X20 mm), 4 - bracket (steel 5 mm thick), 5 - wheel 250X25; M - manual control rocker assembly: 1 - steering shaft, 2 - aileron control rocker, 3 - elevator control rocker; H - lower node of the control handle: 1 - pipe Ø20 mm, 2 - fork, 3 - insert cracker.

Rice. Fig. 2. The design and main dimensions of the fuselage gondola of the BRO-P-M "Zile" airframe: 1 - towing hook, 2 - shock-absorbing ski, 3 - gondola box, 4 - rudder control pedals, 5 - semi-fairing, 6 - aileron control knob and elevators, 7 - cockpit floor, 8 - pilot's seat, 9 - main fuselage strut, 10 - cables to the rudder, 11 - steering shaft, 12 - aileron control rocker, 13 - aileron thrust, 14 - elevator control rocker unit, 15 - turnbuckles of elevator cables, 16 - elevator cables, 17 - lower tail brace, 18 - fuselage truss outline, 19 - truss attachment cheek to gondola; B - steering wheel control pedals: 1 - pedal (ash 25 mm thick), 2 - earring (steel 1.5 mm thick), 3 - cables to the rudder, 4 - bracket for attaching the pedal to the boss; B - design of the aileron and elevator control handle assembly: 1 - handle head, 2 - pipe Ø20 mm, 3 - steering shaft fork bolt (M6), 4 - cracker bolt (M6), 5 - lower fork, 6 - steering shaft, 7 - aileron rod, 8 - aileron control rocker, 9 - threaded shank of the steering shaft connecting the shaft with the elevator control rocker unit, 10 - rocker, 11 - rocker mounting bracket, 12 - rack, 13 - brace (steel tubes Ø12 mm) .

Node P - fastening of the central post and strut to the side wall of the gondola: 1 - cracker, 2 - bracket made of steel 5 mm thick, 3 - lining and nuts installed inside the gondola box. Knot P - fastening to the gondola of the roller of the steering cable control.