Maintenance Manual STEMME S10
Date of Issue Oct. 1, 1990 page: 14
Amendment No.: 4, 7 Date: Dec. 05, 1994
A4010021_B19.doc
Doc.No.: A40-10-021
Lateral Control (figures 3.2.d and 3.2.e)
The control sticks are cross-connected beneath the connection tube of the longitudinal control to a bell-crank
lever in the centre. From the bell-crank lever, the control input is transmitted via push-pull rods to the "mixing
shaft" in the central fuselage. Via this "mixing shaft", bell-crank levers, push-pull rods and quick-release
joints, the control rods in the wing are moved. Both sides of the central wing contain a straight-through control
rod supported by several linear motion ball bearings and equipped with a further quick-release joint at the
attachment of the central wing to the outboard wings. From the push-pull rods in the outboard wing, the
control movement is transmitted via two bell-crank levers to the drive fittings of the ailerons.
By means of the "mixing shaft", the ailerons are moved together with flap position changes and the flaps are
moved together with aileron deflections. The percentage of co-movement depends on the position of the
control surfaces. The lateral control stops (adjustment screws) are located in the cockpit beneath the covers
of the control system well, on the elevator connection tube at the left and right side .
Operation of Air Brakes (figures 3.2.f and 3.2.g)
The hand-levers to operate the air brakes are coupled by means of a connection tube. Travel of the levers is
transmitted via push-pull rods and bell-crank levers to a driving lever (elbow lever) in the centre fuselage,
from which it is transmitted via push-pull rods and quick-release joints to push-pull rods in the wing, which
then move the air brakes. The push-pull rods in the wing are supported by linear motion ball bearings.
The fully retracted position of the airbrakes is barred by over-centre-locking of the elbow lever. The locked
position can be adjusted by a stop screw at the elbow lever. The fully extended position is determined by a fix
rubber stop, which one end of the driving lever butts upon when this position is reached.
Directional Control
From the left and the right rudder pedal support, the control cables are led through the central fuselage to the
tail boom entrance. At this point, the control cables of the left pedals and the right pedals meet to be directed
further to the rudder driving lever. From the rudder driving lever, the tail wheel is steered via a spring
connection. The directional control stops are mounted on the lower rudder support, the pertinent adjustment
screws are located at the rudder on the drive fitting.
3.3 Power Plant
(figure 3.3.a)
3.3.1 Engine
Type: Limbach L 2400 EB1.AD
1
Engine Description: please refer to Flight Engine Operating and Maintenance Manual "Limbach
L 2400 and Series"
Forward Engine Mount: by means of a separate steel tube beam in vibration absorbing elements in the
forward lateral framework junctions
Rear Engine Mount: at the rear engine flange on top by means of two vibration absorbing elements on
the upper transversal tube of the framework.
3.3.2 Fuel system
The powered sailplane is equipped with two independent fuel systems connected to each other only beyond
the fuel pumps and each supplying fuel to both carburettors in parallel. Each system comprises a fuel shut-off
valve, a water trap, a coarse filter and a fine filter. A backup system consists of two electrically driven fuel
pumps, each piped in parallel to the respective main pump, both backup pumps switched with one common
switch. General view: figures 3.3.2.a (piping) and 3.6.b (wiring).
1
Type designation changed: formerly L 2400 EB1.D. Ref. to Limbach Service Bulletin no. 17
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