I II III - Schempp-Hirth

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
0.1 Erfassung der Berichtigungen / Records of revisions
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3.3
3.5
4.5.1.3
4.5.3.1
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5.2.2
6.2.2
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Datum
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Date of
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Bezug
Reference
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 -
Datum der
Anerkunng
durch
das LBA
Date of
Approval by
LBA
Datum der
Ein-
arbeitung
Date of
Insertion
Zeichen
/Unter-
schrift
Signature
MB: Modification Bulletin – Änderungsblatt
TN : Technical Note – Technische Mitteilung
0.1.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
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Bezug
Reference
TN 349-27
TN 349-27
TN 349-27
0.2.2

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
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Ausgabe-Datum
Date of issue
August 1995
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Bezug
Reference
TN 349-27
TN 349-27
0.2.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
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LBA-anerk. 4.5.8
LBA-anerk. 4.5.9
Ausgabe-Datum
Date of issue
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Bezug
Reference
TN 349-27
TN 349-27
TN 349-23
TN 349-27
TN 349-27
TN 349-23, TN 349-27
TN 349-27
0.2.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
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LBA-anerk. 4.5.7.1
LBA-anerk. 4.6.7.2
LBA-anerk. 4.5.8
LBA-anerk. 4.5.9
Ausgabe-Datum
Date of issue
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Juni 2000
August 1995
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Bezug
Reference
TN 349-27
TN 349-27
TN 349-27
TN 349-23
TN 349-27
TN 349-27
TN 349-23, TN 349-27
MB 349-37
MB 349-37
TN 349-27
0.2.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
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Ausgabe-Datum
Date of issue
August 1995
August 1995
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August 1995
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Reference
TN 349-27
0.2.6

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
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Ausgabe-Datum
Date of issue
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August 1995
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Januar 2003
Januar 2003
Bezug
Reference
TN 349-27
TN 349-27
TN 349-27
TN 349-27
0.2.7

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLUGHANDBUCH / FLIGHT MANUAL
Ventus-2b
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7.10
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Ausgabe-Datum
Date of issue
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Reference
TN 349-27
TN 349-27
0.2.8

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
1.4 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 FLIGHT MANUAL
Ventus-2b
TECHNICAL DATA
Wing Span 15.00 m 49.21 ft
Area 9.67 m² 104.09 ft²
Aspect ratio 23.3
MAC 0.673 m 2.21 ft
Fuselage Model „Ventus-2a“
Length 6.41 m 21.03 ft
Width 0.54 m 1.77 ft
Height 0.75 m 2.46 ft
Mass Model „Ventus-2a“
Empty mass approx. 238 kg 525 lb
Maximum all-up mass 525 kg 1157 lb
Wing loading 32.4 – 54.0 kg/m²
6.6 – 11.1 lb/ft²
January 2003
Revision 7 TN-No. 349-27 1.4.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
1.5 Three-side view
15.0 m [ 49.21 ft ]
2.3 m [ 7.55 ft ]
Ventus-2a - 6.41 m [ 21.03 ft ]
January 2003
Revision 7 TN-No. 349-27 1.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
3.3 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 LBA-app.
Revision 7 TN-No. 349-27 3.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
3.5 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 ¼ to ¾ 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 LBA-app.
Revision 7 TN-No. 349-27 3.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
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: Lever fully forward of its travel
Intermediate c/g positions: Lever fully forward of its travel
Forward c/g positions: 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 LBA-app.
Revision 7 TN-No. 349-27 4.5.1.3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
4.5.3 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 525 kg
730 lb 1157 lb
Flap setting + 2 + 2
Speed 89 km/h 120 km/h
48 kt 65 kt
55 mph 75 mph
Reversal time 3,1 sec. 3,0 sec.
Note:
Flights in conditions conducive to lightning strikes must be avoided.
January 2003 LBA-app.
Revision 7 TN-No. 349-27 4.5.3.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
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 sail-
plane 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 LBA-app.
Revision 7 TN-No. 349-27 4.5.3.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
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 LBA-app.
Revision 7 TN-No. 349-27 4.5.3.5

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
4.5.4 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 TN-No. 349-23 LBA-app.
Revision 7 TN-No. 349-27 4.5.4

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
4.5.9 Aerobatics
(only permissible without water ballast)
The following aerobatics manoeuvres are permitted:
Inside loop
(a) Inside loops
(b) Stalled turn
(c) Lazy Eight
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 LBA-app.
Revision 7 TN-No. 349-27 4.5.9

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
5.2.2 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
km/h
flaps at “L” kt
mph
km/h
flaps at “-1” kt
mph
km/h
flaps at “S1” kt
mph
airbrakes extended
km/h
flaps at “L” kt
mph
* indication of airspeed oscillating
334 kg
736 lb
220 mm
8.66 in.
63
34
39
72
39
45
78
42
48
72
39
45
369 kg
814 lb
360 mm
14.17 in.
50–55*
27-30*
31-34*
55-58*
30-31*
34-36*
60-62*
32-34*
37-39*
52-55*
28-30*
32-34*
525 kg
1157 lb
350 mm
13.78 in.
55
30
34
65
35
40
65-68
35-37
40-43
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 LBA-app.
Revision 7 TN-No. 349-27 5.2.2
55
30
34

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
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:
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:
Number of lead
plates required:
Ventus-2a: 1635 mm (64.37 in.) ahead of datum
January 2003
Revision 7 TN-No. 349-27 6.2.2
1
2
3

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
Maximum water ballast load
Maximum all-up mass 525 kg
including water ballast: 1156 lb
C/G position of water ballast 179 mm
in wing tanks (aft of datum): 7.05 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
L O A D O N T H E S E A T ( k g / l b )
kg lb
kg lb
70 154
kg lb
80 176
kg lb
90 198
kg lb
100 220
kg lb
110 242
230 507 200 52.8 44.0 200 52.8 44.0 200 52.8 44.0 195 51.5 42.9 185 48.9 40.7
240 529 200 52.8 44.0 200 52.8 44.0 195 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
Liter
US Gal
IMP Gal
Liter
US Gal
IMP Gal
Liter
US Gal
IMP Gal
Liter
US Gal
IMP Gal
W A T E R B A L L A S T I N W I N G T A N K S
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
Liter
US Gal
IMP Gal

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
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:
Example:
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)
Assumed ballast load in wing tanks: 100.0 kg / Liter
Permissible ballast load (fill only
full Liters) in fin tank according
to diagram on page 6.2.7: 3.0 kg / Liter
January 2003
Revision 7 TN-No. 349-27 6.2.6

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
m WT total ballast in wing tanks
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.
44.0 52.8 200
41.6 49.9 189
35.6 42.8 162
29.7 35.7 135
23.8 28.5 108
17.8 21.4 81
11.9 14.3 54
5.9 7.1 27
IMP US Lit.
Gal. Gal.
maximum wing water ballast
1
0.26
0.22
2 3
0.79
0.66
4 5
1.32
1.10
January 2003
Revision 7 TN-No. 349-27 6.2.7
max. permitted ballast in fin tank
6 6.5
1.72
1.43
m FT water ballast in fin tank
max. fin tank capacity
7.8
2.06
1.72
NOTE: Always full Liters are to be filled.
Where value jumps, either the higher or
the lower amount of ballast may be used.
Liter
US Gal.
IMP Gal.

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
7.3 Instrument panel
I
II
For a description of items No. I - III refer to page 7.3.2.
A description of the instrumentation is not deemed necessary.
III
January 2003
Revision 7 TN-No. 349-27 7.3.1

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK
Ventus-2a FLIGHT MANUAL
Ventus-2b
5.
2.
1.
7.
8.
WATER BALLAST SYSTEMS
1. Torque drive for wing tank dump valves
2. Connection of fin tank dump valve actuating cable
3. Fin tank dump valve
4. Vent holes
5. Filler tube opening
6. Water ballast dump hole
7. Drain hole
8. Spill holes
4.
6.
3.
January 2003
Revision 7 TN-No. 349-27 7.9.3