LS10-s / LS10-st - DG Flugzeugbau

DG Flugzeugbau GmbH 

Otto-Lilienthal-Weg 2 / Am Flugplatz • D-76646 Bruchsal • Germany 

Postbox 1480, D-76604 Bruchsal • Germany 

Tel. 07251/3020-100 • Telefax 07251/3020-200 • eMail: dg@dg-flugzeugbau.de 

Spare part and material sales: Tel. 07251/3020-270 • lager@dg-flugzeugbau.de 

www.dg-flugzeugbau.de 

Type: <strong>LS10</strong> 

Variants: <strong>LS10</strong>-s 

<strong>LS10</strong>-st 

FLIGHTMANUAL 

FOR THE 

SAILPLANE / MOTORGLIDER 

<strong>LS10</strong>-s / <strong>LS10</strong>-st 

Data Sheet No.: EASA.A.157 

Factory Serial No.: __________________________ 

Registration No.: __________________________ 

Date of Issue: October 2009 

Pages as indicated by "EASA App." are approved by: 

(Signature) 

(Authority) 

(Stamp) 

Date of approval 

This glider / motorglider is to be operated in compliance with information 

and limitations contained herein.

Warnings 

Issued: Oktober 2009 

Flight manual <strong>LS10</strong>-s,-st 

All sailplanes, especially those with retractable powerplants, are very complex 

technical devices. If you don’t use yours as it is intended and within the certified 

operating limitations or if you fail to carry out proper maintenance work, it may 

harm your health or place your life in danger. 

Prior to flying the aircraft read all manuals carefully and regard especially all 

warnings, caution remarks and notes given in the manuals. 

• Never take-off without executing a serious pre-flight inspection according to 

the flight manual! 

• Always respect the relevant safety altitudes! 

• With a motorglider never rely completely on the engine extending and 

starting. Plan your flight path so that you are always able to carry out a safe 

outlanding if necessary. Be aware that with the engine extended but not 

running the rate of sink increases remarkably. This means that with a 

motorglider you have to decide earlier for an outlanding than with a pure 

sailplane. 

• Respect the stall speeds and always fly with a safety margin above the stall 

speed according to the flight conditions, especially at low altitudes and in the 

mountains. 

• Use only the types of fuel and oil for your motorglider as specified in the 

flight manual. 

• Use only the battery chargers as specified in the flight manual. 

• Don’t execute yourself any work on the control system except for greasing. 

• Repairs and maintenance work should only be accomplished by the 

manufacturer or at certified repair stations rated for this type of work. A list 

of stations which have experience with DG aircraft may be obtained from 

DG Flugzeugbau.. 

• Even if no annual inspections are required in your country, have your aircraft 

checked annually, see maintenance manual section 2. 

• Please pay attention to our web-site www.dg-flugzeugbau.de. There you 

will find the latest technical notes and service information for your glider: 

www.dg-flugzeugbau.de/tech-mitteilungen-e 

The „DG Pilot Info“ informs you immediately by e-mail about the 

publication of new technical notes and service information. 

If you don’t receive this info service, please send a mail to 

weber@dg-flugzeugbau.de with subject "DG Newsletter please" to receive 

this service free of charge. 

.

0 Revisions 


0.1 Record of revisions 

Any revision of the present manual, except actual weighing data, must be 

recorded in the following table and in case of approved sections endorsed by the 

responsible airworthiness authority. 

The new or amended text in the revised page will be indicated by a black 

vertical line in the right hand margin, and the Revision No. and the date will be 

shown on the bottom left hand of the page. 

Rev. 

No. 

1 

Affected 

Pages/ 

section 

0.1, 0.3 ÷ 

0.6, 2.4, 2.6, 

4.2, 4.3, 

6.13, 6.14, 

7.2, 

7.33 ÷ 7.35 

Description Issue 

Date 

Manual revision 

TN <strong>LS10</strong>-02 

December 

2011 

EASA 

Approval 

Date 

February 

17. 2012 

Inserted 

Date 

Signature 

Issued: December 2011 TN <strong>LS10</strong>-02 0.1

This page is intentionally left blank. 




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0.3 Table of contents 


Section 

General (a non-approved section) 1 

Limitations (an approved section) 2 

Emergency procedures (an approved section) 3 

Normal procedures (an approved section) 4 

Performance (a partly approved section) 5 

Mass (weight) and balance (a non-approved section) 6 

Sailplane and systems description (a non-approved section) 7 

Sailplane handling, care and maintenance (a non-approved section) 8 

Supplements 9 

Issued: October 2009 0.7


1 General 

Section page 

1.1 Introduction......................................................................................... 1.2 

1.2 Certification basis ............................................................................... 1.2 

1.3 Warnings, cautions and notes ............................................................. 1.3 

1.4 Descriptive data .................................................................................. 1.4 

1.5 Three view drawing (dimensions in mm)........................................... 1.6 



1.1 Introduction 

The sailplane flight manual has been prepared to provide pilots and 

instructors with information for the safe and efficient operation of the 

<strong>LS10</strong>-s glider and the <strong>LS10</strong>-st motorglider. 

This manual includes the material required to be furnished to the pilot by 

CS Part 22. It also contains supplemental data supplied by the glider 

manufacturer. 

Note: The only difference between the <strong>LS10</strong>-s glider and the <strong>LS10</strong>-st 

motorglider is the installation of the powerplant. 

Data and instructions which apply only to the <strong>LS10</strong>-st are clearly marked 

in this manual. 

1.2 Certification basis 

This type of glider / motorglider has been approved by the EASA in 

accordance with: 

Airworthiness requirements: 

CS-22 „Certification specifications for Sailplanes and powered sailplanes“ 

according Decision No. 2003/13/RM, 14 November 2003 

The Type Certificate No. EASA.A.157 for the variants LS 10-s and 

<strong>LS10</strong>-st has been issued on December 15. 2009. 

Category of Airworthiness: "Utility" 



1.3 Warnings, cautions and notes 

The following definitions apply to warnings, cautions and notes used in the 

flight manual. 

"Warning" means that the non observation of the 

corresponding procedure leads to an 

immediate or important degradation of the 

flight safety. 

"Caution" means that the non observation of the 

corresponding procedure leads to a minor or 

to a more or less long term degradation of 

the flight safety. 

"Note" draws the attention on any special item not 

directly related to safety but which is 

important or unusual. 



1.4 Descriptive data 

The <strong>LS10</strong>-s is a single-seater high performance glider for cross country and 

competition flying. 

The <strong>LS10</strong>-st is a self-sustainer single-seater high performance motorglider 

with retractable powerplant for cross country and competition flying. 

Technical details 

• 4 piece wing with parting at y = 7.00 m. and 18 m span with winglets. 

• Wing tips with Winglets for 15 m span (Option) 

• Automatic hook-ups for all controls. 

• Comfortable seating and modern cockpit design, safety cockpit. 

• Large canopy for very good inflight vision. 

• Sealed airbrake- and landing gear boxes. 

• Retractable main wheel, mounted on shock mounts 

• Preparation for integrated bug-wipers as standard equipment. 

• Adjustable direct ventilation and cockpit air suction device to improve 

the ventilation and enhance gliding performance. 

Further details: 

• The <strong>LS10</strong> features a unique waterballast system which consists of two 

watertanks in the fin and two separate integral tank-systems in each wing 

(the outboard system consists of 2 tanks per wing which must be filled 

separately but will be dumped together). 

The unique feature of the new system is that the <strong>LS10</strong> is equipped with 

two completely independent waterballast systems which can be drained 

separately. With both systems the respective fin tank compensates the 

C.G. shift due to the wing-ballast. The respective fin tank will be drained 

together with its wingtanks by operation of one handle only. 

By dumping one of the systems you can adapt the glider to changing 

weather conditions but still fly with the same C.G.. 

• System 1: The outboard and centre wingtanks are combined with the 

front fin tank (left hand outlet). 

• System 2: The inboard wingtanks are combined with the rear fintank 

(right hand outlet). 



Powerplant and powerplant controls (<strong>LS10</strong>-st only) 

Retractable powerplant with an air cooled two stroke engine and GFRP- 

Composite propeller. 

• Electrical engine extension-retraction, operated automatically with the 

ignition switch or manually as back-up, electronic safety devices to avoid 

misoperation. 

• Engine control instruments with digital LCD indication (Microprocessor 

technology) DEI-NT including outside air thermometer. 

Technical data 

Wingspan m (feet) 15 (49.2) 18 (59.1) 

Wing surface m² (ft²) 10.272 (110.6) 11,454 (123.3) 

Aspect ratio / 21.9 28,30 

Mean aerodynamic chord MAC m (ft) 0.706 (2.31) 0.674 (2.21) 

Length m (ft) 6.763 (22.19) 

Fuselage width m (ft) 0.64 (2.09) 

Fuselage height incl. tail m (ft) 1.374 (4.51) 

Horizontal tail span m (ft) 2.50 (8.20) 

Wings outboard and centre (system 1) kg (lbs) approx. 83 (183 

Wings inboard (system 2) kg (lbs) approx. 106 (234) 

Wings total kg (lbs) approx. 189 (417) 

Fin tank (system 1) kg (lbs) 3.9 (8.6) 

Fin tank (system 2) kg (lbs) 4.6 (10.1) 

Waterballast total kg (lbs) approx. 197 (434) 

<strong>LS10</strong>-s empty weight approx. *) kg (lbs.) 282 (622) 293 (646) 

<strong>LS10</strong>-s wing loading with payload 80 kg/m² 

kg (176 lbs.) approx. 

(lbs./ft²) 35.2 (7.22) 32.57 (6.67) 

<strong>LS10</strong>-st empty weight approx. *) kg (lbs.) 322 (710) 333 (734) 

<strong>LS10</strong>-st wing loading with payload 80 kg/m² 

kg (176 lbs.) approx. 

(lbs./ft²) 39.1 (8.01) 36.05 (7.38) 

Max. weight kg (lbs.) 540 (1190) 600 (1323) 

Max. wing loading 

Powerplant (only <strong>LS10</strong>-st) 

kg/m² 

(lbs./ft²) 

52,6 (10.76) 52.4 (10.73) 

engine air cooled Solo 2350 two stroke engine 

power 15,4 kW (21 hp) 

Propeller Technoflug KS-1-G-079-L-050-W GFRP-Composite 

Propeller diameter 0.79 m (2.59 ft). 

Fuel tank capacity fuselage tank 

Empty masses are with common instrumentation. 

*Options will increase the empty mass accordingly! 

12 Liter (3,2U.S.gal.) 

Note: Up to ser. no. L10-015 only approx. 3,6 kg (7.9 lbs.) can be filled into the 

fin tank of system 1. 



1.5 Three view drawing (dimensions in mm) 



2 Limitations 

Section page 

2.1 Introduction......................................................................................... 2.2 

2.2 Airspeed .............................................................................................. 2.3 

2.3 Airspeed Indicator Markings .............................................................. 2.4 

2.4 Power plant (only <strong>LS10</strong>-st)................................................................. 2.5 

2.5 Power plant instrument markings (on DEI-NT DEI=digital engine 

indicator) (only <strong>LS10</strong>-st) .................................................................... 2.5 

2.6 Fuel (only <strong>LS10</strong>-st)............................................................................. 2.6 

2.7 Mass (weight) ..................................................................................... 2.7 

2.8 Centre of gravity ................................................................................. 2.8 

2.9 Approved manoeuvres........................................................................ 2.9 

2.10 Manoeuvring load factors................................................................... 2.9 

2.11 Flight crew .......................................................................................... 2.9 

2.12 Kinds of operation ............................................................................ 2.10 

2.13 Minimum equipment ........................................................................ 2.10 

2.14 Aerotow, winch and autotow launching........................................... 2.11 

2.15 Crosswinds........................................................................................ 2.11 

2.16 Tyre Pressure .................................................................................... 2.11 

2.17 Waterballast ...................................................................................... 2.12 

2.18 Limitations placards.......................................................................... 2.13 

2.19 Other limitations (only <strong>LS10</strong>-st)....................................................... 2.14 

Issued: October 2009 EASA app. 2.1



Section 2 includes operating limitations, instrument markings and basic 

placards necessary for safe operation of the glider / motorglider, its engine, 

its standard systems and standard equipment. 

The limitations included in this section have been approved by the EASA. 



2.2 Airspeed 

Airspeed limitations and their operational significance are shown below 

Speed IAS 

km/h 

(kts.) 

Remarks 

VNE Never exceed speed 280 (151) Do not exceed this speed in any operation 

and do not use more than 1/3 of control 

deflection. 

VRA Rough air speed 200 (108) Do not exceed this speed except in smooth 

air and then only with caution. Rough air is 

in lee-wave rotors, thunderclouds, visible 

whirlwinds or over mountain crests etc. 

VA Manoeuvring speed 200 (108) Do not make full or abrupt control 

movement above this speed, because under 

certain conditions the sailplane may be 

overstressed by full control movement. 

VFE Maximum flap 

Do not exceed these speeds with the given 

extended speed 

flap setting 

L 

150 (81) 

+2, + 1 

200 (108) 

VW Maximum winch- 150 (81) Do not exceed this speed during winch- or 

launching speed 

auto-tow-launching 

VT Maximum aerotowing 

speed 

VLO Maximum landing 

gear operating 

speed 

only <strong>LS10</strong>-st 

VPE Max. speed with 

powerplant 

extended 

VPO Max. speed to 

extend and re-tract 

the power-plant 

200 (108) Do not exceed this speed during 

aerotowing. 

280 (151) Do not extend or retract the landing gear 

above this speed. 

200 (108) 

110 

(59) 

Do not exceed this speed with the 

powerplant extended 

Do not extend or retract the powerplant 

above this 

speed 

Warning: At higher altitudes the true airspeed is higher than the indicated 

airspeed, so VNE is reduced with altitude according to the table below, see 

also section 4.5.7. 

Altitude in [m] 0-4500 5000 6000 7000 8000 9000 10000 

VNE IAS km/h 280 270 256 242 228 215 202 

Altitude in [ft] 0-14800 16405 19685 22966 26247 29528 32809 

VNE IAS kts. 151 146 138 130 123 116 109 



2.3 Airspeed Indicator Markings 

Airspeed indicator markings and their colour code significance are shown below. 

Marking 

White Arc 

Green Arc 

Yellow Arc 

Red Line 

L 

Yellow 

Triangle 

only <strong>LS10</strong>-st 

Blue line 

(IAS) value or 

range 

km/h (kts) 

88 - 200 

(47,5 - 108) 

97 - 200 

(52 - 108) 

200 - 280 

(108 - 151) 

280 

(151) 

150 

( 81) 

100 

(54) 

95 

( 51) 

Significance 

Positive Flap Operating 

Range 

(lower limit is maximum weight 

1.1 VSO in landing configuration. 

Upper limit is maximum speed 

permissible with flaps extended 

positive +2, +1) 

Normal Operating Range 

(Lower limit is 1.1 VS1 at 

maximum weight and most 

forward c.g. with flaps neutral. 

Upper limit is rough air speed.) 

Manoeuvres must be conducted 

with caution and only in smooth 

air. 

Maximum speed for all 

operations. 

Max. speed for landing 

configuration L 

Approach speed at maximum 

weight without water ballast 

Speed of best climb Vy, (only for 

<strong>LS10</strong>-st) 

Issued: December 2011 TN <strong>LS10</strong>-02 EASA app. 2.4


2.4 Power plant (only <strong>LS10</strong>-st) 

2.4.1 Engine 

Manufacturer: Solo Kleinmotoren 

Sindelfingen/Maichingen 

Germany 

Engine model: SOLO 2350 

2 cylinder air cooled two stroke engine 

Maximum continuous power: : 15,4 kW (21 hp) at 5500 RPM 

Max. engine speed: 6000 RPM 

Max. continuous engine speed: 5500 RPM 

Note: The max. speed certified by the engine manufacturer of 6500 RPM is not 

applicable for the <strong>LS10</strong>-st as it is higher than the max. certified speed of the 

propeller. 

2.4.2 Propeller: 

Manufacturer: Technoflug, Schramberg, Germany 

Model: KS-1-G-079-L-050-W 

Max. Propeller speed:6000 RPM 

2.5 Power plant instrument markings (on DEI-NT DEI=digital engine 

indicator) (only <strong>LS10</strong>-st) 

Power plant instrument markings and their significance are shown below: 

Engine speed indicator: 

In the centre of the DEI-NT display, indication digital with 4 digits, 

limitation data printed above display: 

Green: 0-5500 RPM max. continuous RPM 

Yellow: 5500-6000 RPM 

Red: 6000 RPM max. permissible RPM 

Max. continuous RPM: 

When exceeding this RPM a blinking “Hi” appears at the left hand side of 

the RPM indication on the DEI-NT display 

Max. RPM: 

When exceeding this RPM a full screen warning “Engine Speed” appears, 

when this warning has been confirmed (by pushing the selector knob at the 

right hand side of the display) the engine speed display is blinking whilst 

the engine speed is above max. RPM. 



Fuel quantity indicator: 

On left hand upper side of the DEI-NT display, digital indication with 2 

digits. Limitation data for the non usable amount of fuel printed above the 

display: 

Max Fuel capacity 12l 

red 0.3 l 

When a fuel quantity of approx. 2 Litres is reached a full screen warning 

“Low Fuel” appears, when this warning has been confirmed (by pushing 

the selector knob at the right hand side of the display) the fuel display will 

keep blinking. 

When reaching the non usable amount of fuel “R” is displayed and will 

keep blinking. 

2.6 Fuel (only <strong>LS10</strong>-st) 

Fuel capacity: 

Fuselage tank: 

total: 12 l (3.20 US gal.) 

Non usable amount of fuel:0.3 l (0.08 US gal.) 

Usable amount of fuel: 11,7 l (3.09 US gal) 

Approved fuel grades: 

Automobile super gasoline min. 95 octane (ROZ) (RON) leaded or 

unleaded, max. Ethanol content 5%. 

or: AVGAS 100 LL (only if super gasoline is not available) 

or: mix 50% AVGAS 100LL with 50% car gasoline min. 92 octane 

(ROZ) (RON) and max. Ethanol content 10%. 

mixed with self-mixing Super quality two stroke oil - specification TSC 3 or 

API TC or JASO FC or higher quality. Mixing ratio 1:40 

Note: The SOLO company recommends the following oil types: CASTROL 

Actevo 2T or Castrol Super Two stroke. 

Issued: December 2011 TN <strong>LS10</strong>-02 2.6 

EASA app.


2.7 Mass (weight) 

Maximum take-off and landing mass with waterballast 

Variants <strong>LS10</strong>-s,-st 

wingspan 15 m 540 kg ( 1190 lbs.) 


Maximum take-off and landing mass without waterballast: 

Maximum take-off and landing mass = WNLP + Wwings 

WNLP = Maximum mass of the non lifting parts (see below) 

Wwings = actual mass of the wings 

Maximum mass of the non lifting parts 

Variant <strong>LS10</strong>-s <strong>LS10</strong>-st 

15 &18m wingspan 284 (626 lbs.) 324 kg (714 lbs) 

Maximum waterballast 


wingtanks approx. 189 kg (417 lbs) 

fintanks 8,5 kg (18.7 lbs). 

Caution: Ballast in the fin tanks is part of the weight of the non lifting parts. 

The max. take-off mass must not be exceeded with this ballast. 

Note: It is recommended to dump the waterballast before landing on airfields. 

Caution: Always dump the ballast before an outlanding. 

Maximum mass in baggage compartment: 5 kg (11 lbs) 

Caution: Heavy pieces of baggage must be adequately fixed in the baggage 

compartment. The max. mass secured on one half of the floor (left and right 

of fuselage centre line) should not exceed 2,5 kg (5.5 lbs.). 

Caution: Follow the loading procedures described in section 6 

Note: Further limitations for waterballast see section 2.17. 

Issued: October 2009 2.7 

EASA app.


2.8 Centre of gravity 

Centre of gravity range in flight is: 

230mm (9.06 in.) up to 378mm (14.88 in.) behind datum. 

Datum= wing leading edge at the root rib. 

Horizontal reference line= bottom side of fuselage tube in front of vertical 

fin. 

Note: C.G. diagrams and loading charts see section 6 


EASA app.


2.9 Approved manoeuvres 

This sailplane is certified for normal gliding in the "Utility" category. 

Simple aerobatics are approved but only without waterballast. 

Simple aerobatics are approved only with the powerplant retracted (<strong>LS10</strong>-st). 

The following aerobatic manoeuvres are approved see sect. 4.5.10, all 

manoeuvres should be executed with flap setting neutral= 0°: 

Manoeuvre recommended entry speed IAS 

km/h kts. 

Inside Loop 200 

Stall Turn 200 108 

Lazy Eight 200 108 

Chandelle 200 108 

Spins at C.G. positions between 350mm (13.8 in.) and 378 mm (14.9 in.) 

2.10 Manoeuvring load factors 

The following load factors must not be exceeded: 

Speed positive negative 

at manoeuvring speed VA +5,3 -2,65 

at max. speed VNE +4,0 -1,5 

with airbrakes extended VNE +3,5 0 

Wing-flaps landing setting VFE +4,0 0 

2.11 Flight crew 

max. load in the seat 110 kg (242 lbs.) 

min. load in the seat see placard in cockpit and weighing report in section 

6.3 

With these loads, the C.G. range given in section 2.8 will be kept in the limits 

if the empty weight C.G. is in its limits. See loading chart in sect.6.8. 

Caution: If your weight is less than the min. required load in the seat you must 

installed ballast: 

a) The installation of one trim ballast weight 4R8-108 2.45 kg (5.4 lbs) at the 

holder in front of the rudder pedal assy decreases the necessary pilot mass 

by approximately 5,5 kg (12 lbs). (max. 3 front trim weights can be 

installed). 

b) 1 kg ballast on the seat (lead ballast cushion) decreases the necessary pilot 

mass by only 1 kg. You must fasten such ballast securely on the safety 

belt anchor points. 

Note: For Australia the lower limit for the min. load in the cockpit should be 

less than 66 kg (146 lbs.). 


EASA app.


2.12 Kinds of operation 

A) All configurations 

Flights according to VFR (daylight) 

Aerotow 

Winch- and auto-launching 

B) In addition when flying without waterballast 

1. Cloud flying (daylight): permitted when properly instrumented (see 

section 2.13 b). 

2. Simple aerobatics see sect. 2.9 and 4.5.10. Category „Utility“ 

Note: Cloud flying is not permitted in the USA, Canada and Australia. 

2.13 Minimum equipment 

Only the instruments and equipment specified in the equipment list (see 

maintenance manual) are permitted as minimum equipment. 

Note: The actual equipment list is filed in the enclosures of the maintenance 

manual. 

a) Normal operation: 

- Airspeed indicator: Range: 0-300 km/h (0-165kts.); Speed range 

markings see sect. 2.3 

- Altimeter: Range: 0 – min. 10.000 m, 

Altimeter with fine range pointer, 1 turn max. 1000 m (3000 ft.) 

- Four piece symmetrical safety harness 

- VHF – transceiver: ready for operation (not required for Canada) 

- Outside air temperature gauge with probe in the fuselage nose, Marking 

blue for temperatures below 5°C, (41°F), (only <strong>LS10</strong>-s) 

- Parachute: automatic or manual type or a hard back cushion 

approximately 8 cm ( 3 in.) thick. 

Note: The glider manufacturer recommends an automatic parachute. 

- Placards, Check lists and the flight manual 

b) In addition only <strong>LS10</strong>-st: 

- Engine speed indicator, Fuel quantity indicator; 

Engine elapsed time indicator (counts as long as the engine is running), 

Outside air temperature gauge with probe in the fuselage nose 

These 4 indicators are incorporated in the DEI-NT. Markings and display 

of the limitations see sect.2.5. 

- Rear view mirror 

Magnetic compass (compensated in the aircraft) 

c) In addition for cloud flying (the respective operational rules must be 

complied with): 

- Variometer 

- Turn and bank indicator 

Remark: Experience has shown that the installed airspeed indicator system may 

be used for cloud flying. 


EASA app.


2.14 Aerotow, winch and autotow launching 

2.14.1 Weak links in towing cables 

A) Aerotow and autotow launching 

recommended: 6000 N + 10% (1320 lbs. + 10%) 

max.: 6600 N (1455 lbs.) 

B) Winch launching 

recommended: 7500 N + 10% (1654 lbs. + 10%) 

max.: 8250 N (1820 lbs.) 

2.14.2 Towing cables for aerotow 

Length 30-70 m (100 - 230 ft) 

Only textile ropes are to be used for aerotowing. 

2.14.3 Max. towing speeds 

maximum maximum 

Aerotow VT = 200 km/h 108 kts. 

Winch- and autotow VW = 150 km/h 81 kts. 

2.14.4 Tow Release 

The C.G. tow release (installed on the main gear) is suitable only for 

winch- and autotow. 

The nose hook is to be used only for aerotow. 

Warning: Winch launching is not permitted at the front hook. 

Don’t retract the landing gear during winch launch. 

2.15 Crosswinds 

The demonstrated crosswind velocity is 16 km/h (8.6 kts.) according to the 

airworthiness requirements. 

2.16 Tyre Pressure 

Main wheel 3,5 bar (51 psi) 

Tail wheel 2,0 bar (29 psi) 


EASA app.


2.17 Waterballast 

The flight conditions must comply with the following table to prevent 

freezing of the water especially when dumping the ballast.: 

min. ground temperature °C 13,5 17 24 31 38 

°F 56 63 75 88 100 

max. flight altitude 

m 1500 2000 3000 4000 5000 

ft 5000 6500 10000 13000 16500 

In addition the outside air temperature OAT gauge has to be monitored. 

The OAT should not be lower than 5°C (41°F)! 

Warning: With a defective OAT gauge it is prohibited to fill with waterballast. 

In case the gauge fails during flight only dump the ballast at altitudes min. 

1000 ft below the values of the table to prevent freezing when dumping the 

ballast. 

Warning: Water ballast must be filled up within limits given by the loading 

charts in section 6.8 of this manual. 

Warning: Don’t try to fill more water into the tanks than the specified values. 

Warning: The max. take-off mass and the max. mass of the non lifting parts 

must not be exceeded. 

2.17.1 Wing ballast 

Warning: Filling up the water ballast system is only allowed with a filling 

system which enables the exact determination of the water amount. (e.g. 

water gauge or calibrated canisters). Only symmetrical loadings are allowed. 

After filling, balance the aircraft by dumping enough water from the heavier 

wing. 

Flights with leaking watertanks are prohibited because this will result in a 

dangerous asymmetrical loading condition. 

Warning: Filling up the wing water ballast system is only allowed in the 

following order: outer tanks, centre tanks, inner tanks. 

Filling up the centre water ballast tanks is only allowed after the outer tanks 

are completely filled. 

Filling up the inner water ballast tanks is only allowed after the outer and 

centre tanks are completely filled. 

Otherwise overstressing of the wing structure may occur in flight. 

Warning: Dumping water is only allowed from the inner to the outer tanks. 

This sequence is provided by the arrangement of the control handles. 

It is not permitted to alter this system! 

2.17.2 Fin tanks 

Warning: As it is dangerous to fly with empty wing tanks while ballast is 

remaining in the fin tanks, it is prohibited to fill water into the fin tanks if 

there is any risk of icing. 

Warning: Follow the loading chart, see section 6.8.10. 


2.18 Limitations placards 

Preflight inspection 

1. Lead ballast (for under weight pilot)? 

2. Fin ballast tanks emptied or correct 

amount filled in? 

3. Battery in the fin? Loading chart 

regarded? 

4. Parachute worn properly? 

5. Safety harness buckled? 

6. Seat back and pedals adjusted? 

7. All controls and knobs in reach? 

8. Altimeter? 

9. Dive brakes cycled and locked? 

10. Wing flaps in initial take-off position? 

11. Positive control check? (One person at 

the control surfaces). 

12. Trim? 

13. Canopy locked? 

14. Tail dolly removed? 

Additional checks for <strong>LS10</strong>-st: 

15. Engine retracted? 

16. Fuel shut off valve in open position? 

17. Fuel Pump switch in “Auto” position? 

18. Check amount of fuel (DEI-NT 

Rated load max. 8250 N 

max. 1820 lbs. 

Tyre pressure 

3.5 bar 

(51 psi) 

Tyre pressure 

2.0 bar 

(29 psi) 

left landing gear door 

Main wheel 

Tailwheel 

Maximum baggage weight 5 kg (11 lbs) 

(soft items only) 


DG Flugzeugbau GmbH 

type: <strong>LS10</strong>-s serial no: L10- 

year of construction: 

Maximum airspeeds km/h kts. 

Winch launch 150 81 

Aero-tow 200 108 

Manoeuvering VA 200 108 

Rough air 200 108 

Max. flap extended speed +2, +1 200 108 

Landing gear operating 280 151 

Maximum speed VNE 280 151 

Max. flap extended speed L 150 81 

Powerplant extended 200 108 

Powerplant extension-retraction 110 59 

Approved aerobatic manoeuvres ( only without 

waterballast and with engine retracted) 

pos. Loop, Stall Turn, Lazy Eight, Chandelle, Spin 

Maximum mass: 

18m wingspan 600 kg ( 1223 lb.) 

15m wingspan 540 kg ( 1190 lb.) 

Loading chart 

Cockpit load ( parachute included ) 

maximum 110 kg 242 lbs 

minimum with fin battery (2,6kg) kg lbs 

minimum without fin battery kg lbs 

With lower pilot weight necessary ballast must be 

added 

Operating limitations for using waterballast 

min. ground temp °C 13,5 17 24 31 38 

°F 56 63 75 88 100 

max. flight altitude m 1500 2000 3000 4000 5000 

above GND ft 5000 6000 10000 12000 16500 

Fill up wing ballast tanks 

beginning with the outer tank. 

between waterballast dump handles 

Canopy Emergency Release: open left side normally 

pull right side with approx. 15 kg / 33 lbs force to stop 

Altitude related 

never exceed 

speed: 

m km/h 

0-4500 280 

5000 270 

6000 256 

7000 242 

8000 228 

9000 215 

10000 202 


never exceed 

speed: 

ft km/h 

0-14800 280 

16405 270 

19685 256 

22966 242 

26247 228 

29528 215 

32809 202 


never exceed 

speed: 

ft kts 

0-14800 151 

16405 146 

19685 138 

22966 130 

26247 123 

29528 116 

32809 109 


2.19 Other limitations (<strong>LS10</strong>-st only) 


2.19.1 Approach and landing 

Landing with the engine extended and/or running is prohibited, except in 

an emergency. 

Always land in the gliding configuration, engine retracted. 

2.19.2 Take-off 

Selflaunching is not permitted 



3 Emergency procedures 

Section page 

3.1 Introduction......................................................................................... 3.2 

3.2 Canopy jettison ................................................................................... 3.2 

3.3 Bailing out........................................................................................... 3.2 

3.4 Stall recovery ...................................................................................... 3.3 

3.5 Spin Recovery..................................................................................... 3.3 

3.6 Spiral dive recovery............................................................................ 3.3 

3.7 Recovery from unintentional flights into clouds................................ 3.3 

3.8 Engine failure – Loss of power during flight (only <strong>LS10</strong>-st)............. 3.4 

3.9 Fires (only <strong>LS10</strong>-st)............................................................................ 3.4 

3.10 Defective exhaust system (only <strong>LS10</strong>-st)........................................... 3.4 

3.11 Loss of electrical power in flight or defective DEI-NT (only <strong>LS10</strong>-st)3.5 

3.12 Engine extension / retraction system – Circuit breaker open............. 3.5 

3.13 Retraction or extension of the power plant with inoperative “Automatic” 

mode (only <strong>LS10</strong>-st)........................................................................... 3.6 

3.14 Landing with the engine extended (only <strong>LS10</strong>-st) ............................. 3.6 

3.15 Flight with asymmetric waterballast................................................... 3.7 

3.16 Defective waterballast control or icing of the waterballast................ 3.7 

3.17 Emergency wheel up landing.............................................................. 3.8 

3.18 Emergency ground loop...................................................................... 3.8 

3.19 Emergency landing on water .............................................................. 3.8 

3.20 Lightning strike................................................................................... 3.8 




Section 3 provides a checklist and amplification for coping with emergencies that 

may occur. Emergency situations can be minimized by proper pre-flight 

inspections and maintenance. 

Caution: Canopy jettison and bailing out should be practised several times on the 

ground before flying the aircraft. 

3.2 Canopy jettison 

Canopy locks : pull both red handles to stops 

- Right handle operates emergency canopy jettison, therefore 

longer travel than left handle. 

Pull with more than 15kg / 33lbs! 

- Hand force increases for emergency jettison travel to avoid 

unintentional jettison during normal operation. 

Canopy: Push off canopy using both red handles 

- The gas strut which lifts the instrument panel assists the 

canopy jettison. 

Röger hook: This device is installed at the upper rear end of the canopy 

and serves as hinge point for the canopy after emergency 

release.. 

3.3 Bailing out 

First, jettison the canopy, then unlock the safety harness and bail out. The 

low walls of the cockpit allow for a quick push-off exit. 

Warning (only <strong>LS10</strong>-st): If bailing out with the engine running it is necessary to 

switch off the ignition and retract the engine with the manual switch even 

with the propeller still turning. The propeller will be stopped by the engine 

doors. 

This should be done before jettisoning the canopy. 

Don't try to stop the propeller vertical and to retract the engine using the 

normal method. 

NOAH (optional) 

If the glider is equipped with a bail out aid (“NOAH”) pull the yellow/black 

handle on the right hand side cockpit wall after the canopy was removed and 

the engine stopped. 

The NOAH system opens the harness and inflates an airbag integrated in the 

seat cushion. To leave the aircraft roll out sideways. 



3.4 Stall recovery 

By easing the stick in a forward direction and picking up a dropping wing 

with sufficient opposite rudder the glider can be recovered from the stall. 

To recognize and prevent stalls, please refer to section 4.5.3. 

3.5 Spin Recovery 

Apply full opposite rudder against direction of spin. 

Then apply full stick forward. 

Centralise the controls and carefully pull out of the dive. 

The ailerons should be kept neutral during recovery. 

Caution: To prevent for unintentional spinning, stalling the glider must be 

avoided. Fly with enough speed reserve especially in gusty conditions and in 

the landing pattern. 

Warning: Intentional spins with waterballast are strictly prohibited. 

Height loss during recovery without waterballast with full waterballast 

up to 150 m, 500 ft 220 m, 720 ft 

max. speed during recovery 190km/h, 103 kts 210 km/h, 113 kts 

3.6 Spiral dive recovery 

Apply rudder and aileron in opposite direction and carefully pull out of the 

dive. 

Spiral dive occurs only when spinning more than 2 turns with forward to 

middle C.G. positions. To prevent spiral dives intentional spinning should 

only be executed at aft C.G. positions. 

Recovery from unintentional spinning should be done immediately. 

3.7 Recovery from unintentional flights into clouds 

Warning: Spins must not be used to reduce altitude. 

If the unintentional flight into a cloud results in loss of orientation and 

therefore in an emergency situation, pull out the dive brakes before 

exceeding a speed of 200 km/h and fly with max. 200 km/h (108 kts.) until 

leaving the cloud. 

At higher speeds up to VNE carefully pull out the dive brakes to prevent the 

aircraft from damage caused by high aerodynamic and g-loads. 

You may extend the landing gear to increase the sink rate. 



3.8 Engine failure – Loss of power during flight 

Push the control stick forward immediately, watch the airspeed indicator! 

Check: the following items: 

- switch fuel pump switch into “ON” position 

- position of the fuel shut off valve 

- fuel quantity 

If no change occurs stop the engine/propeller following the normal 

procedures. Retract the engine and land on the next suitable airfield if 

required. 

Note: If the fuel pump in “ON” position solves the problem, a failure of the 

mechanical fuel pump or a dirty fuel filter may be the reason. Solve the 

problem before next flight. 

3.9 Fires 

3.9.1 Engine fire on the ground 

- close fuel shut off valve immediately 

- switch off ignition if the engine is still running 

- keep engine extended 

- switch off main switch 

- leave the aircraft 

- use extinguisher, cloth or suitable external means 

3.9.2 Engine fire in flight 

- close fuel shut off valve immediately 

- wait until engine has stopped. 

- do not retract the engine while on fire 

- land as soon as possible 

- extinguish fire 

3.9.3 In the front fuselage in flight (due to short circuit) 

- switch off main switch 

- close ventilation, open side window 

- land as soon as possible if the fire is not extinguished (circuits are 

effectively protected by circuit breakers) 

3.10 Defective exhaust system 

Malfunction in flight can be detected by a sudden change of engine sound. 

The engine will produce more noise with higher frequencies. 

If such defects occur in flight, climb until a safe altitude has been reached, 

stop and retract the engine. 



3.11 Loss of electrical power in flight or defective DEI-NT (only <strong>LS10</strong>-st) 

With such a defect there will be no OAT indication. Therefore only dump 

waterballast at altitudes min. 1000 ft below the values of the flight 

conditions given in section 2.17 to prevent water freezing when dumping 

the ballast. 

3.11.1 With the engine retracted:. 

Continue flying as pure sailplane, engine extension will not be possible! 

3.11.2 With engine extended and not running 

The electrical fuel pump will not operate and therefore fuel to the engine is 

only supplied by the mechanical fuel pump. 

If the engine is fully extended, engine start is possible. However, expect 

considerably higher altitude required for starting due to poor fuel supply 

during start, especially with a cold engine. 

Therefore avoid engine re-start at low altitude when an electrical system 

failure occurs. 

Search for a suitable field and perform a precautionary landing 

For landing with an extended engine refer to section 3.14. 

3.11.3 With engine extended and running 

Do not switch off the engine and proceed to next airfield. The maximum 

powerplant extended speed must not be exceeded during descent with 

engine running. Switch off the engine before landing if possible. 

For landing with an extended engine refer to section 3.14. 

Note: Without electrical power no information regarding engine-RPM, amount of 

fuel and OAT can be provided by the DEI-NT. 

Therefore observe maximum powerplant extended speed and be prepared 

for an engine stop when fuel tank is empty. Water in the ballast tanks must 

be dumped before landing. 

3.12 Engine extension / retraction system – Circuit breaker open 

The spindle drive is protected by an automatic circuit breaker in the control 

unit, which cannot be manually switched. 

If this circuit breaker opens due to a system overload caused by spindle 

overload (e.g.aerodynamic loads) or mechanical blocking, this situation is 

indicated as shown below: 

- The DEI-NT display indicates „Failure: Spindle Fuse“. This 

indication disappears if the self set-back system of the circuit breaker 

operates. Further it can be removed by pushing the selector knob. 

- The DEI-NT display indicates “F” in the center, upper right section 

until circuit breaker has automatically been closed. The automatically 

self set back process of the circuit breaker may take up to 5 seconds. 

- At the same time the engine control changes into manual mode. 



If the open circuit results from spindle drive overload caused by 

aerodynamic loads (e.g. too high a speed or flying in rough air), it is 

recommended to switch the“Ignition” on for a short time to change back into 

automatic mode. 

Nevertheless an open spindle drive circuit breaker is always an indication 

that a malfunction or false operation occured. The engine system should not 

be used until these circumstances are declared and removed. 

The engine should always be retracted in “AUTOMATIC MODE” of DEI- 

NT. If this mode doesn’t work use the “Manual” switch. 

If retraction is not working even in both modes, perform a safety landing on 

the next suitable field. For landing with an extended engine refer to section 

3.14. 

3.13 Retraction or extension of the power plant with inoperative 

“Automatic” mode 

Extend or retract the engine by using the “Manual” switch on the DEI-NT. 

Warning: This procedure is only to be followed in an emergency as all safety 

devices (e.g. against retraction of the engine while running) are by-passed. 

3.14 Landing with the engine extended 

Wing flap setting “+2” or “L”. 

Landing with extended and stopped engine is not a potential risk. 

However due to the drag caused by the engine, the approach should be 

planned and performed with airbrakes not fully extended. 

Fully extended airbrakes may result in a heavy and uncomfortable landing. 

It is recommended to approach somewhat faster than usual. 

Caution: When planning the landing circuit regard higher sink rate and lower 

L/D. 



3.15 Flight with asymmetric waterballast 

If a unsymmetrical dumping of waterballast results in a noticeable 

unsymmetrical loading condition, the wingtank dump valves must be closed 

immediately to avoid greater asymmetry. 

Asymmetry can be verified by the necessity of aileron deflection in straight 

flight at low airspeeds. 

When flying with asymmetric waterballast you have to increase the 

airspeed, especially in turns, in order to avoid a stall at all costs. 

Fly the landing pattern and touch down approx. 10 km/h (6 kts.) faster than 

usual and after touch down control carefully the bank angle to avoid the 

heavier wing touching the ground too early. 

3.16 Defective waterballast control or icing of the waterballast 

Low force: 

If the operating force of one or both of the control handles (system 1 or 2) is 

uncommonly low (the force of the retaining springs may not be felt) one or 

more of the dump valves will not be opened. 

The handle for this ballast must be closed immediately. Dumping this ballast 

system (wing tank combined with the fin tank) is strictly prohibited to 

prevent an asymmetric loading condition. 

High force: 

If the operating force of one or both of the control handles (system 1 or 2) is 

uncommonly high a failure in the mechanical dumping system or icing of 

the valves may occur. In this situation the handle for this ballast must be 

closed immediately. Dumping of this ballast system (wing tank combined 

with the fin tank) is strictly prohibited to avoid an inadmissible aft C.G. 

position. 

Caution: In both cases a landing with full or partially depleted water ballast tanks 

must be taken into consideration. Outlandings should be avoided. 

Note: The valves of the fin ballast tanks are normally open. So with a broken 

control cable the fin ballast tank will be dumped automatically. 



3.17 Emergency wheel up landing 

It is not recommended to execute a wheel up emergency landing, as the 

energy absorption capability of the fuselage is much smaller than that of the 

landing gear. 

If the landing gear can't be extended the touch down should be performed 

with a small angle of attack and wing flap setting L preferably on a suitable 

ground (e.g.: grass instead of concrete runway). 

3.18 Emergency ground loop 

If there is the risk of overshooting the landing strip you have to decide at least 

40 m (130 ft) before the end of the field to execute a controlled ground loop: 

- If possible turn into the wind! 

- At the same time try to lift the tail by pushing the stick forward. 

3.19 Emergency landing on water 

From the experience with emergency water landing we know that it is likely 

that the sailplane will dive into the water, cockpit first. 

Therefore an emergency landing on water should be the last choice. 

In the case of a water landing, however, extend the landing gear. 

Recommended procedures : 

On downwind leg of the landing pattern: Extend the landing gear, unlock the 

parachute harness (not the seat harness) 

Touch down: With landing gear extended and airspeed as low as 

possible, wing flap setting L. 

At point of touch-down: Use your left arm to protect your face against 

possible canopy fracture. 

After touch down: Unfasten seat belt harnesses and undo parachute. 

Leaving the cockpit under water: If the canopy has not fractured, opening the 

canopy may be possible only after the forward 

fuselage is almost completely filled with water. 



3.20 Lightning strike 

A Execute an emergency bail out as fast as possible if the glider is no more 

controllable or extensively destroyed. 

B Otherwise proceed as follows: 

1. Reduce airspeed to max. 150 km/h (80 kts.), to reduce the stress on the 

structure which may be damaged. 

2. Check structure visually. 

3. Check control surface effectivity, control surface hinges may be welded 

together.? 

4. Check the electrical systems. 

5. Fly with small control surface deflections, fly turns with small bank 

angles. 

6. Land as soon as possible. 



4 Normal procedures 

Section page 

4.1 Introduction......................................................................................... 4.2 

4.2 Rigging and derigging, filling the watertanks, refuelling .................. 4.2 

4.2.1 Rigging............................................................................................... 4.2 

4.2.2 De-Rigging:........................................................................................ 4.3 

4.2.3 Filling the water ballast tanks ............................................................ 4.4 

4.2.4 Installation of a battery in the fin....................................................... 4.8 

4.2.5 Refuelling (only <strong>LS10</strong>-st) .................................................................. 4.8 

4.3 Daily Inspection.................................................................................. 4.9 

4.4 Pre-flight inspection.......................................................................... 4.14 

4.5 Normal procedures and recommended speeds ................................. 4.15 

4.5.1 Aerotow............................................................................................ 4.15 

4.5.2 Winch launch ................................................................................... 4.15 

4.5.3 Free flight, Gliding configuration.................................................... 4.16 

4.5.4 Power-on flight (only <strong>LS10</strong>-st)........................................................ 4.17 

4.5.5 Approach and landing ...................................................................... 4.19 

4.5.6 Flights with water ballast................................................................. 4.21 

4.5.7 Flight at high altitude and/or at low temperatures........................... 4.23 

4.5.8 Flights in rain and thunderstorms .................................................... 4.24 

4.5.9 Cloud flying ..................................................................................... 4.24 

4.5.10 Aerobatics ........................................................................................ 4.25 

4.6 Flight with the engine removed from the aircraft (only <strong>LS10</strong>-st) .... 4.27 




Section 4 provides checklists and amplified procedures for the conduct of normal 

operation. Normal procedures associated with optional systems can be found in 

section 9. 

4.2 Rigging and derigging, filling the watertanks, refuelling 

4.2.1 Rigging 

1. Execute the inspection prior to rigging according to section 4.3 A. 

2. Clean and grease all pins and bushes and all 4 automatic control system 

connectors. 

3. Open the canopy. 

4. Set the airbrake handle to the forward stop and control stick and wingflap 

handle to neutral. 

Always rig inner wings without 15 m or 18 m tips. 

With a helper on the wingtip, push the left wing into place, then the right 

wing. 

Check for correct dihedral. The flaperons should be held at neutral for 

rigging, airbrakes locked. All controls will hook up automatically. 

Caution: Make sure that the wing trailing edge is at the same height as its 

counterpart at the fuselage before the controls hook up. Otherwise a ball bearing 

of a control hook up bellcrank (mounted at the wing root) may knock against 

the fuselage-side control and will be damaged. 

Sight through the wing main pin bushings to determine alignment. Push the 

main pins in as far as possible. Turn one handle after the other up to the 

fuselage wall, while pulling out the white securing knob, then release the 

knob back to its locked position. Check the securing. 

5. Insert the wing tip extensions (18 m) into the wing. 

Press in the locking pin with your finger. 

Insert the wing tip until the flaperon connecting pins start to slide into the 

centre-flaperon bushes. 

Strike firmly with the palm of your hand on to the wing tip to lock the wing 

tip extension. 

The rigging of the 15 m wingtips (Option) has to be done in the same 

manner as the wing tip extensions. 

6. Check if you are safe to fly with the fin battery (see Data Placard in cockpit 

or entries in section 6). Insert the battery into place. Connect battery to the 

aircraft electric system and check operation. 



7. Rigging of the horizontal tailplane 

Check the glued joint of the spherical insert in the eye-bolt in the front 

horizontal tailplane attachment. Swivel movement is not allowed! 

Warning: If this insert is loose, flights are strictly prohibited. Contact the aircraft 

manufacturer. 

Install the horizontal tailplane and fix it by turning the slotted nut mounted 

on the rear attachment (using supplied key or suitable coin) until there is no 

more free play and the red marking on the main attachment bracket is no 

longer visible via the hole in the upper shell. 

8. Install total energy tube, secure against rotating using tape. 

9. Mount all necessary equipment in the baggage compartment. Safely secure 

all items. 

10. Connect automatic parachute ripcord at red marked position at main 

bulkhead. Wrap cord around the lift pin tube. 

11. Tape the gaps of the wing-fuselage junctions, the wing joints and the 

horizontal stabilizer. 

12. Execute a positive control check, one helper is needed to hold firmly the 

control surfaces. 

Only <strong>LS10</strong>-st 

13. Pull off the fuel vent surge bottle from the fuel vent line (bottom side of the 

fuselage). 

14. Open fuel shut off valve. 

4.2.2 De-Rigging: 

Derigging follows the reverse of rigging. 

Waterballast must be dumped first. 

Airbrakes should be locked. 

Note: It is also possible to de-rig with the airbrakes not locked. In such case you 

have to make sure that the airbrakes won’t be damaged in the trailer in case they 

extend due to vibrations. It is not necessary to lock the airbrakes for rigging 

Disassembling the wing tips: 

Use a 6 mm diameter pin for pressing in the locking pin on the wing’s upper 

surface. Pull out the wing tips. 

Only <strong>LS10</strong>-st 

Push the fuel vent surge bottle onto the fuel vent line (bottom side of the 

fuselage). 

Close fuel shut-off valve. 

Note: During road-transport with full fuel tank fuel may spill via the carburettors 

or via the ventilation line. To avoid this the fuel shut-off valve should be 

closed during de-rigging and the fuel vent surge bottle installed. 



4.2.3 Filling the water ballast tanks 

4.2.3.1 General: 

The <strong>LS10</strong> features a unique waterballast system which consists of two 

watertanks in the fin and two separate integral tank-systems in each wing (one 

outboard system consist of 2 tanks which must be filled separately but will be 

dumped together). 

The unique feature of the new system is that the <strong>LS10</strong> is equipped with two 

completely independent waterballast systems which can be drained separately. 

With both systems the respective fin tank compensates the C.G. shift due to 

the wing-ballast. The respective fin tank will be drained together with its 

wingtanks by operation of one handle only. 

By dumping one of the systems you can adopt the glider to changing weather 

conditions but still fly with the same C.G.. 

Warning: Filling up the wing water ballast system is only allowed in the 

following order: outer tanks, centre tanks, inner tanks. 

Filling up the centre water ballast tanks is only allowed after the outer tanks 

are completely filled. 

Filling up the inner water ballast tanks is only allowed after the outer and 

centre tanks are completely filled. 

Otherwise overstressing the wing structure may occur in flight. 

Warning: Dumping water is only allowed from the inner to the outer tanks. 

This order is provided by the arrangement of the control handles. 

It is not permitted to alter this system! 

Warning: Filling the water ballast is only allowed with a filling system which 

enables determination of the exact amount of ballast filled, e.g. water gauge or 

calibrated canisters. Fill with clean water. Only symmetrical loadings are 

allowed. 

After filling, balance the wings by dumping water from the heavier wing. 

A leaking water ballast systems may result in an unintentional C.G. movement 

or asymmetric flight condition which is dangerous and therefore flying with 

such a failure is strictly prohibited. 

Warning: Follow the loading chart, refer to section 6.8. 

Don’t try to fill more water into the tanks than the specified values. 

The max. take-off weight must not be exceeded. 

Warning: Never fill the wing tanks from a main pressure water supply. Filling 

the wing tanks with excessive pressure (more than 0.2 bar, 3 psi) will 

definitely burst the wing shell! 

The same applies for the fin tanks. 


fin tank 


4.2.3.2 Detailed description of the systems 

The <strong>LS10</strong>-s, -st waterballast system consists of 2 independent systems. 

System 1 consists of the outer and centre wing tanks (approx. 83 kg / 183 lbs 

total) and a fin tank (left hand dump valve) (3,9 kg / 8,6 lbs). All tanks of 

system No.1 are controlled via the forward water ballast control handle 

installed on the RH side of the cockpit. 



closed open 

outer and center wing tanks 



System 2 consists of the inner wing tank (106 kg / 234 lbs total) and a fin tank 

(right hand side outlet) (4.6 kg / 10.1 lbs). All tanks of system 2 are controlled 

via the rear water ballast control handle installed on the RH side of the 

cockpit. 

closed open 

fin tank 

innerwing tanks 

4.2.3.3 Filling procedure 

Filling up the water ballast system must be performed according to the 

following procedure, use only clean water: 

1. First determine and note the exact amount of water ballast according to the 

loading chart described in section 6.8 depending on the actual empty mass 

and C.G position. 

To compensate C.G. movements caused by the ballast in the wing tanks, 

the corresponding fin tanks should be filled up according to ballast chart in 

section 6.8.10. 

The wings must be horizontally aligned and fixed during the whole filling 

process. 

2. open both water ballast tanks by rotating both ballast handles to the 

rearward position. 



3. First fill up the fin tank of System 1 – left hand outlet) 

- Attach funnel (P/N.: Z27) on the upper part of the fin 

- Connect correct fitting to the filling hose 

- Use a calibrated container to fill in the exact amount of water 

- Check amount of water by comparing the water level in the tube with the 

markings on the fin. 

4. Rotate the front water ballast control handle (System 1) to the forward 

(valves closed) position. 

5. Connect the tank adapter to the filling hose and funnel, use it to open the 

outer dump valve, brace the taper into the opening and fix it .by turning 

the knurled ring. 

6. Fill up the outer wing tanks and after they are completely filled, start filling 

up the centre wing tanks using the same procedure. 

7. Level the aircraft by dumping water from the outer wing tanks. Open valve 

by hand. 

8. When the outer and centre tanks are full and more water ballast is required 

fill up the inner tank (System 2) analogous to step 3-5. Use the right hand 

fin tank outlet for filling. Operate the valve via the rear handle (system 2). 

9. Level the aircraft by dumping water from the inner wing tanks. Open valve 

by hand.. 

Note: If the tanks are full, water drains out of the ventilation holes which are 

located on the bottom sides of the wings near the fuselage. All wing tanks are 

ventilated by these holes. 

4.2.4 Installation of a battery in the fin 

A battery in the fin may be installed optionally. 

To accomplish the installation the locking bow (part 10L35 made from piano 

wire) must be removed. The locking bow prevents the installation of a battery and 

serves as indicator if a battery is installed, as its ends are visible from the outside. 

After removing the battery reinstall the locking bow. 

Warning: The fin battery raises the min. cockpit load see section 6.8.4. 

Only the use of the factory supplied battery 3BR-199 (mass 2.6 kg, 5.7 lbs.) is 

permitted. Don’t put any other objects in the battery box. 



4.2.5 Refuelling (only <strong>LS10</strong>-st) 

1. The built-in electric fuel pump must be used for the refuelling process. 

2. The pre-mixed two-stroke fuel mixture should be stored in transparent 

cans. This allows the proper intermixture to be checked and enables the 

detection of water in the fuel. 

Warning: Even small water accumulations in the fuel system may have an 

adverse affect or total loss of engine power. Therefore water accumulations in 

fuel system must be removed before flying (dumping fuel by using the drain 

valve on the deepest point of the fuel system ) 

Warning: Do not use other types of fuel mixtures from those specified in section 

2.6 

3. For refuelling the glider must be aligned (wings horizontal) and fixed in 

this position. 

4. Main switch “ON”. 

5. Connect pipe P/N.: Z155/1 to fuselage connector (tube with quick 

connector) in baggage compartment. 

6. Put the other end (brass tube) in the fuel can. 

7. Start refuelling pump by pressing the push button installed on the bottom 

side of the instrument panel. DEI-NT displays “??“ in available fuel 

position and ”-:--“ in available engine time position. 

8. If sucking performance of the pump is not sufficient place the fuel can in a 

higher position. 

9. Check rising filling level on the front side of the tank. 

10. The “tank-full” sensor switches off the fuel pump if the max fuel level of 

approx 12 liters (3,2U.S.gal.) is reached. DEI-NT now performs an 

automatic fuel level calibration. If a partial filling of the tank including 

accurate fuel level indication is required the filled amount can be entered 

manually (refer to section 7.4.2.4 D). 

Note: When the refuelling pump does not start operation: check DEI-NT 

indication, pump will not run with full tank. 

Caution: Avoid refuelling pump running dry- danger of undue wear! 



4.3 Daily Inspection 

Keep in mind the importance to perform a detailed daily inspection after 

rigging and respectively each day prior to the first take off. It is for your own 

safety. 

Caution: After a heavy landing or if other high loads have been imposed on your 

glider, a complete inspection according to the maintenance manual section 2.3 

must be performed prior the next take off. 

If damage has been detected, the aircraft is grounded until this damage is 

repaired. Refer to the maintenance and repair manual for further instructions. 

In case of doubt contact the manufacturer or service station. 

A Inspection prior to rigging: 

1. Wing roots and spar ends:- 

a) Check for cracks, delaminations etc.; 

b) Check the bushes and their glued connection in root ribs and the spar 

ends for wear; 

c) Check the control hook-ups at the rootrib for wear and corrosion; 

2. Fuselage at wing connection:- 

a) Check all bolts and pins for wear and corrosion; 

b) Check the control hook-ups including the water dump system for wear 

and corrosion. 

3. Top of the vertical fin:- 

a) Check the mounting points of the horizontal tailplane and the elevator 

control hook up for wear and corrosion; 

b) Check if a battery is installed in the fin and connected or if the locking 

bow (part 10L35) is installed, if no battery was fitted; 

c) Check that the spherical insert in the eye-bolt in the front horizontal 

tailplane attachment if fixed. 

Warning: If this insert is loose, flights are strictly prohibited. Contact the aircraft 

manufacturer. 

4. Horizontal tailplane:- 

Check the mounting points and the elevator control hook-up for wear and 

corrosion. 

5. Rigging points for the outboard wing panels:- 

a) Check the bushes and their glued connection at the inner wing panels 

for wear and corrosion 

b) Check the lift pins and their glued connection at the wing tips for 

wear and corrosion, and check spring force of the locking bolt 

mechanism. 



B Inspection after rigging - Walk around the aircraft 

1. All parts of the airframe:- 

(a) Check surface for bubbles, holes, bumps and cracks. 

(b) Check leading and trailing edges of the wings and control surfaces for 

cracks. 

2. Cockpit area:- 

(a) Check the canopy locking mechanism. 

(b) Check the canopy emergency release for corrct locking. 

Check the function of the canopy emergency release see section 7.16 (not 

each day, but min. every 3 months). 

(c) Check the main pin securing. 

(d) Check all controls for wear and function, incl. positive control check.. 

(e) Check the tow release system for wear and function incl. cable release 

check.. 

(f) Check for foreign objects. 

(g) Check proper function of instruments and additional electronic devices. 

(h) Switch on the main switch, check the engine controls. 

(i) Check all fuses including the battery fuses. 

(j) Check the fuel level. 

3. C.G. Tow hook: 

a) Check the ring muzzle of the C.G. hook for wear and function. 

b) Check both tow hooks for cleanliness and corrosion. 

4. Main landing gear: 

a) Check the struts, the gear box, the gear doors and the tyre for wear. Dirt 

in the struts can prevent the landing gear from locking over centre the 

next time!. 

b) Check the tyre pressure: main wheel: 3.5 bar - 51 psi. 

c) Check wheel brake and cable for wear and function. 



5. Left wing:- 

a) Check locking of the wing tip 

b) Check the flaperon for excessive free play. 

c) Check airbrake and box and control rod for wear and free play. It must 

be possible to retract the airbrake, even if it is pressed backwards 

(against direction of flight). If there is any water in the airbrake box this 

has to be removed. 

d) check drives on the flaperons for secure screwed connection. 

e) Check leading and trailing edges for damage. 

f) Check ventilation hole on the bottom side of the wing near the root for 

cleanliness (free flow must be possible). 

6. Powerplant (only <strong>LS10</strong>-st, see list on next pages. 

7. Tail wheel: 

a. Check for wear, free play and excessive dirt in the wheel box. Remove 

excessive dirt prior to flight. 

b. Check tyre pressure: 2,0 bar (29 psi) 

8. Rear end of the fuselage: 

a) Check the lower rudder hinge and the connection of the rudder cables 

for wear, free play and correct securing. 

b) Check the bulkhead and fin trailing edge shear web for cracks and 

delamination. 

c) Check the fin tanks for correct amount of water filled in (see sect.6.8.10. 

In case of doubt dump the fin tanks. Check cleanliness of both fin tank 

vent outlets. 

9. Fin - horizontal tail: 

a) Check the upper rudder hinge for wear and free play. 

b) Check the elevator for free play and correct control hook up. 

c) Check the securing of the horizontal tailplane. 

d) Check the horizontal tail for free play. 

e) Check leading and trailing edges for damage. 

f) Check the TE or Multiprobe for correct insertion and fix it with tape. 

g) Check if a fin battery is installed: If the ends of the locking bow are 

visible on both sides in the fairings at the upper end of the fin this is the 

indication that no battery is installed. 

10. Right wing. Perform your check simultaneous to step 5. 

11. Fuselage nose:- 

a) Check the ports for the static pressure and the pitot pressure for 

cleanliness. 

b) If the sailplane was parked in rain, you have to empty the static ports by 

sucking out the water at the ports. 



6. Power plant checks (only <strong>LS10</strong>-st) 

a) Extend engine completely using the manual switch. The extension time 

should not exceed 13 seconds! 

b) Check the engine extension-retraction mechanism by operating it in both 

directions. 

c) Check all screwed connections and their securing. 

d) Check ignition system incl. wires and the spark plug connectors for tight 

fit. 

e) Check engine retaining cable and its connections in the engine 

compartment and at the engine. 

f) Check fuel lines, electrical wires, and structural parts for wear and kinks. 

g) Check exhaust muffler, mechanical fuel pump and accessories for tight fit 

and any cracking. 

h) Apply strong pressure to the engine in forward, backward and sideward 

directions to check if the bolted connection between the engine block and 

the engine mount or any thing else is loose or damaged. Also check the 

rubber mounts of the engine. 

i) Visual check of the propeller and mounting bolts. Check propeller swivel 

bearing for wear of rubber elements and for free swivel travel. 

j) Check decompression system: Check condition of the decompression 

valve bowden cable at the engine mount for no kinks. Check condition of 

the cable, thimbles and additional connections. 

Move decompress lever into the “open” position. Turn propeller by hand 

and check decompression. 

k) Move decompress lever in the “closed” position. Turn the propeller 1 

revolution by hand, check for compression and listen for abnormal 

sounds which may indicate engine damage. 

l) Drain condensed water from the fuel tank. The drainer is located behind 

main landing gear box. 

m) Check the outlet of the fuel tank ventline for cleanliness, the outlet is 

located behind the landing gear box. 

n) Check fuel system see detailed list on next page. 

o) Check if the propeller-stopper will be pressed forward by its gas-strut. 

The powerplant must be in the position propeller-stopper extended for 

this check. 

p) Check engine bay fire protection paint for cracks and delaminations. 

q) Execute fuel system check, see instructions on next page. 

r) Retract engine using the manual switch on the DEI-NT. Confirm that the 

engine bay doors are closing properly. 



Fuel System Check (only <strong>LS10</strong>-st) 

1. Batteries must be connected to system, main switch “ON”, ignition 

switch “OFF”, fuel shut off valve “OPEN”. 

2. Make sure that the fuel vent surge bottle is removed from the fuel vent 

line (bottom side of the fuselage). 

3. Electric fuel pump: Fuel pump switch at DEI-NT “ON”: electric pump 

starts running audibly (Clacking noise at rear of landing gear box). 

Caution: Avoid fuel pump running dry- danger of undue wear! 

4. Ventilate fuel system for better engine starting: with fuel pump 

operating, use thin pointed device pressed into small orifices on 

carburettor covers until fuel can be heard entering carburettor (see 

Engine Manual for SOLO 2350). 

Caution: Press only with very low force, otherwise the lever operating the needle 

valve may be bent. 

5. After positive pump test and system ventilation place fuel pump switch 

back to “AUTO”, then ignition switch “ON”: electric fuel pump starts 

running audibly again. After positive test, ignition switch “OFF”. 

6. Check unobstructed movement of fuel shut off valve, rear position 

“OPEN”, forward position “CLOSED”. During normal operation the 

fuel shut off valve can always stay in “OPEN” position. 

7. Compare fuel tank volume indication of DEI-NT with fuel tank 

markings on the front side of the tank (with wings horizontal aligned). If 

an indication mismatch occurs (real fuel level compared with the 

indicated), enter correct amount of fuel into DEI-NT, refuel until the 

refuelling pump is stopped automatically so that a calibration is 

executed by the DEI-NT.. 

8. Refuel if required. 


4.4 Pre-flight inspection 


1. Lead ballast (for under weight pilot)? 

2. Fin ballast tanks emptied or correct amount filled in? 

3. Battery in the fin? Loading chart regarded? 

4. Parachute worn properly? 

5. Safety harness buckled? 

6. Seat back and pedals adjusted? 

7. All controls and knobs in reach? 

8. Altimeter? 

9. Dive brakes cycled and locked? 

10. Wing flaps in initial take-off position? 

11. Positive control check? (One person at the control surfaces). 

12. Trim? 

13. Canopy locked? 

14. Tail dolly removed? 

Additional checks for <strong>LS10</strong>-st: 

15. Engine retracted? 

16. Fuel shut off valve in open position? 

17. Fuel Pump switch in “Auto” position? 

18. Check amount of fuel (DEI-NT indication and fuel level on main tank) 

Note for item 3.: Check according to section 4.3 B item 9. g) 



4.5 Normal procedures and recommended speeds 

4.5.1 Aerotow 

Aerotow is only allowed using the front tow hook. 

Wing flap setting +1. 

Hold the stick in the forward position. 

Do not take off before an airspeed of 80 km/h (43 kts.) has been reached 

(without waterballast). 

You may retract the landing gear during tow after reaching safety altitude. 

Normal towing speed is 120-130 km/h (65-70 kts.). 

For cross country towing flights, the speed may increased up to 200km/h (108 

kts.), the flap setting should be selected according to the airspeed. 

Warning: Aerotow with high take-off weight requires a powerful tow plane. 

Many tow planes are not certified to tow gliders with high take-off weights. 

Reduce the take-off weight if necessary! 

4.5.2 Winch launch 

Winch launch is only allowed using the C.G. tow hook! 

Independent from the C.G. position and take-off mass, always set the trim 

fully nose down and the wing flaps to +1for winch launch. 

Caution: During ground roll and initial take-off especially when flying with aft 

C.G. positions push the control stick fully forward to prevent excessive noseup 

pitching rotation during initial take-off. 

Warning: Due to the low position of the C.G. hook there is a tendency for 

pitching nose up during the initial launch. This tendency is more pronounced 

with high take-off mass (e.g. full water) and rear C.G. position. An abrupt 

initial pulling of the winch increases the pitching-up tendency of the glider and 

should be avoided. 

After reaching safety altitude gradually pull back on the stick, so that the 

glider will not pick up excessive speed. Don't pull too hard. 

After reaching release altitude pull the tow release knob. 

Recommended winch launch airspeed 110-140 km/h (60-76 kts.) depending 

on the wing loading. 



Caution: Do not fly faster than 150 km/h (81 kts.). 

Don’t retract landing gear during tow, because C.G. hook is fitted to landing 

gear fork.. 

Warning: Winch launch with high take-off weight requires a powerful winch! 

4.5.3 Free flight, Gliding configuration 

Stalling characteristics (level and turning flight) 

When stalled with flap setting neutral or negative the <strong>LS10</strong>-s,-st will continue 

to fly level. If the stick is pulled further the <strong>LS10</strong>-s,-st will drop the nose or 

one wing. 

At positive flap settings the <strong>LS10</strong>-s,-st will stall over the wing. 

When reaching the minimum speed the <strong>LS10</strong>-s, -st gives a warningby a light 

buffeting. The angle of attack has to be increased remarkably before the <strong>LS10</strong>s,-st 

stalls, so that the stalled flight is easy to recognize. 

With a little stick forward and opposite rudder the <strong>LS10</strong>-s,-st can be recovered 

without much loss of height. Rain does not influence this behaviour 

noticeably. The loss of height is approx. 30m (100ft) if recovered 

immediately. 

Stall airspeeds are described in section 5.2.2. 

Wing flap settings: Optimal settings depending on the wing loading see sect. 

5.3.2. 

Caution: Flights in conditions conducive to lightning strike must be avoided. 

The <strong>LS10</strong>-s,-st is not equipped with a lightning protection system. Due to the 

composite shell a direct lightning strike may destroy the sailplane structure. 

High speed flying: Flap settings -1 

The LS 10-s,-st can be trimmed up to high speeds. 

Nevertheless don't release the stick at any time. 

Warning: Do not exceed the airspeed limits given in section 2.2 

Thermalling: Flap setting: +1, +2 for narrow thermals 



4.5.4 Power-on flight (only <strong>LS10</strong>-st) 

4.5.4.1 Extension and starting the engine in flight 

1. With the engine extended but not running the rate of sink at 90 km/h (49 

kts) increases to 1 m/sec. (200 ft/min.). 

Therefore restarting the engine should only be done over landable terrain 

and not below 400 m (1320 ft) above ground. But it is better to restart the 

engine at 200 m (660 ft) over a landable field rather than at 400 m (1320 

ft) over a forest or unlandable scrub. 

Should a flight be conducted over a wide expanse of unlandable terrain, 

the engine should then be restarted at 1000 m (3300 ft) above ground level 

so that if the engine does not start, all the emergency starting procedures 

can be followed unhurriedly including retraction of the engine if 

necessary. 

2. In a normal restarting situation the loss of altitude from starting the 

extension procedure until the engine is running is about 90 m (295 ft). 

3. Extension: 

a) Set flap to 0, fly at 90 km/h (49 kts). 

b) Check if fuel shut off valve is open and fuel pump switch is in “Auto” 

position. 

c) Switch on the ignition. The engine will extend by itself. 

d) Await DEI-NT indication for engine fully extended. 

e) Pull the decompression handle on the LH side of the cockpit. 

f) Accelerate airspeed up to min. 155 km/h (94 kts.). 

g) Check windmilling prop by using the mirror. 

h) Move decompression handle into forward position (valve closed). 

i) Check engine running (significant sound). 

j) Reduce airspeed to 95-100km/h (51 – 54 kts.) (best speed of climb), 

set flaps to +1. 

4.5.4.2 Stopping and retracting the engine 

1. Flap setting +1, fly at 85-90 km/h (46-49 kts). 

2. Switch off the ignition. 

3. The powerplant will be automatically retracted a certain distance to 

reduce the rotational forces on the propeller. The propeller will slow 

down by itself. 

4. The powerplant will be automatically retracted another 5° and the 

propellerstopper moves forward into the propeller circle. If the propeller 

is already in the position for retraction (close to the stopper) the 

powerplant will retract by itself. 

If the propeller is not in the correct position pull the decompression 

handle until the propeller blade touches the propeller stopper. 

As soon as the propeller is in the position for retraction (close to the 

stopper) the powerplant will retract by itself. 



5. If the automatic retraction doesn’t work, the powerplant may be retracted 

via the manual extension-retraction switch. 

6. The DEI-NT flight screen changes into gliding mode. 

4.5.4.3 Cruise engine on 

The engine of the <strong>LS10</strong>-st is not designed for continuous cruise with the 

engine. Due to the drag of the extended powerplant and as the propeller is 

designed for optimum climb performance, cruise with higher speed is not 

efficient. 

The optimum cruise is with the so called saw-tooth technique. After climb 

with Vy retract the engine and glide with airspeed according to the Mc 

Cready theory, flying slowly in lift and faster in sinking air. 

The medium cruise speed achieved by saw-tooth technique is less than for 

level engine on cruise, but the range will be about 1.5 times longer. 

For horizontal cruise set flaps to 0. 

Performance data see sect. 5.3.5. 



4.5.5 Approach and landing 

Approaches and landings must be performed in the following configuration: 

- Flap setting (+2 or L) 

- Engine retracted 

- Landing gear extended and locked 

Caution: If engine retraction or landing gear extension is not possible, an 

emergency landing must be performed according to the procedures described 

in sect. 3.14 and 3.17. 

4.5.5.1 Normal landing 

It is recommended to dump the total waterballast before landing on airfields. 

Warning: Before performing an outlanding the waterballast must be dumped in 

any case. 

Abeam the landing point extend and lock the landing gear, set the wing flaps 

to +2 or L. 

Under calm weather conditions approach with approx. 100 km/h (54 kts.) 

(ballast dumped!),. with strong wind, fly faster! 

The very effective Schempp-Hirth dive brakes make short landings possible. 

Slipping may be used to further increase the sink rate of the aircraft. 

The slip can be introduced at the recommended approach speed mentioned 

above. 

During the slip the airspeed indicator shows airspeed values which are too 

low, so the slip must be executed with regard to the position of the horizon. 

No influence on the slipping characteristics when slipping with partially filled 

waterballast is noticeable. 

Strong crosswind offers no problem. 



Caution: Do not approach too slowly with fully extended airbrakes otherwise the 

aircraft may drop during flare out. When flaring out keep the airbrake setting 

you were using, opening them further may drop the glider! 

You can land the <strong>LS10</strong> on soft fields with the landing gear extended, as there 

is no tendency of nosing over. During touch down pull the stick completely to 

avoid the fuselage nose touching the ground. 

During ground roll the wing flaps may be kept in the landing position. 

Note: Clean the landing gear and tow release after landing in a muddy field. Dirt 

in the front strut can prevent the landing gear from locking over centre next 

time. 

4.5.5.2 Landing with the landing gear retracted 

Wheel-up landing is not recommended (see emergency procedures section 

3.17). 

After wheel-up landing check the fuselage belly and the tow hook for damage. 

4.5.5.3 Landing with asymmetric waterballast 

See emergency procedures section 3.15. 

4.5.5.4 Landing with the engine extended and stopped (only <strong>LS10</strong>-st) 

See emergency procedures sect. 3.14. 

Land with the engine extended only if the engine can't be retracted. 

Caution: When planning the landing circuit regard higher sink rate and lower 

L/D. 



4.5.6 Flights with water ballast 

Warning: Flights with filled ballast tank in icing conditions should be avoided. If 

there is the risk of freezing, dump all water before you reach freezing altitude 

or descend to lower altitudes (see flight conditions in section 2.17). 

It is dangerous to dump the waterballast in freezing conditions as the water 

will freeze behind the dump valves and the ballast will be only partially 

dumped which may result in unacceptable loading conditions. If you fly 

inadvertently below 0°C with waterballast don’t dump the ballast but descend 

to lower altitudes with temperatures above 5°C (41°F). 

Note (only <strong>LS10</strong>-st): If OAT decreases +5°C (41°F) the warning message 

“WATER FREEZE” will appear on the DEI-NT screen., 

4.5.6.1 Wing tanks 

Recommended ballast for smooth thermals: 

rate of climb ballast 

m/s fpm litres U.S. gallons 

below 1 200 none 

1 – 2,5 200 - 500 100 26 

more than 2,5 500 max. ballast 

Warning: If you suspect a tank is leaking, dump all water immediately. 

Caution: Do not exceed the maximum gross weight when loading the water 

ballast. The maximum allowed quantities of water are dependent on the empty 

weight and the cockpit loads (see section 6). 

4.5.6.2 Fin water ballast tanks 

For optimal thermalling performance and handling water ballast in the fin 

tanks should be used to compensate the forward movement of C.G. due to the 

mass of the wing water ballast. Please refer to section 6.8.6. 

Warning: It is prohibited to use the fin tank in icing conditions see sect. 2.17.2. 

4.5.6.3 Landing with waterballast 

Water ballast raises the approach speed and the stress on the landing gear, so it 

is recommended to dump the waterballast before landing. 

Dump the ballast before an outlanding in any case. 



4.5.6.4 Filling the waterballast 

Follow the procedures see section 4.2.3. After filling level the wings and 

check if the dump valves are tight. It is not allowed to fly with leaking water 

tanks as this may result in an asymmetric loading condition. 

4.5.6.5 Dumping the waterballast 

The waterballast must be dumped starting with the inner wing tank to the outer 

tank. Therefore use the following procedure: 

1. Check outside air temperature 

2. First open the rear handle installed on the RH side of the cabin (inner wing 

tanks, system 2). 

3. While dumping check flight characteristics and attitude. 

Caution: A significant change in flight characteristics and/or attitude may 

indicate a failure of a water ballast valve (not opening). Close water ballast 

immediately and refer to procedures described in section 3. 

4. After the inner tanks are totally depleted, open the front handle if you want 

to dump the outer and centre wing tanks system 1). 

5. While dumping check again flight characteristics and attitude. 

6. Keep ballast dump handles in open position. 

In flight the water drains at approx. 0.7 lt./sec. (1.5 lbs./sec). 

Warning: The partial depletion of a water ballast system with defective valves 

(not opening) may result in asymmetric flight conditions or significant C.G. 

movements. Both situations are dangerous and therefore dumping water 

ballast must be stopped immediately when such a failure has been detected. 

Further procedures are described in section. 3 

4.5.6.6 Valves leaking, servicing 

Please refer to the maintenance manual. 



4.5.7 Flight at high altitude and/or at low temperatures 

If OAT’s below 0°C (32°F) occur E.g.: wave flying or flying in winter, it is 

possible that the control circuits become stiffer. 

Special attention should be paid to the cleanliness of the aircraft to minimize 

the possibility of freezing damages. Further it will be helpful to apply vaseline 

along the airbrake edges to prevent against freezing . 

Operate the controls regularly to prevent icing. 

Warning: It is not allowed to carry waterballast. 

Caution: 

1. At temperatures below -20°C (-4°F) cracks in the gelcoat surface might be 

possible. 

2. Attention must be paid to the fact that at higher altitudes the true airspeed is 

greater than the indicated airspeed. 

The max. speed VNE is reduced. See the following table: 

Altitude in [m] 0-4500 5000 6000 7000 8000 9000 10000 

VNE IAS km/h 280 270 256 242 228 215 202 

Altitude in [ft] 0-14800 16405 19685 22966 26247 29528 32809 

VNE IAS kts. 151 146 138 130 123 116 109 

3. Dump the total water ballast before reaching freezing altitudes or descend 

to lower altitudes. 

4. Do not fly below 0°C (32°F) when your glider is wet (e.g. after rain). 



4.5.8 Flights in rain and thunderstorms 

Flying in light rain the stall speed rises and the sink rate increases slightly. 

Therefore the approach speed must be increased. 

Warning: Flights and especially winch launches in the vicinity of thunder storms 

must be avoided. In case of a lightning strike the primary structure (built of 

carbon fabric) will be destroyed. The sailplane is not equipped with a lightning 

protection system. 

Only <strong>LS10</strong>-st: With the engine running 

In normal rain, the rate of climb will be reduced by 1/3. The cross country 

cruising speed with engine running will also be reduced by approx. 10 km/h (5 

kts). 

4.5.9 Cloud flying 

Cloud flying is only permitted without waterballast. Take care to fly smoothly 

and coordinated. It is prohibited to use a spin as a method for reducing altitude 

in cloud. In case of emergency, pull out the dive brakes fully before exceeding 

a speed of 200 km/h and dive with max. 200 km/h (108 kts.) to leave the 

cloud. 

At higher speeds up to VNE carefully pull out the dive brakes to prevent the 

aircraft from damage caused by high aerodynamic and g-loads. 

You may extend the landing gear to increase the sink rate. 

Warning: Flying in or near thunderstorm-clouds is prohibited. 

Note: Cloud flying is not permitted in Canada and Australia. 



4.5.10 Aerobatics 

Permissible only without water ballast and with the powerplant retracted 

Execute only the approved manoeuvres. At the recommended entry airspeeds 

there is no need to pull up abruptly, unnecessarily stressing the aircraft. The 

following manoeuvres are easy to execute. Wing flap setting for all 

manoeuvres neutral= 0. 

Approved manoeuvres recommended entry speed IAS 

km/h kts. 

Inside Loop 200 108 

Stall Turn 200 108 

Lazy Eight 200 108 

Chandelle 200 108 

Spins at C.G. positions between 350 and 378 mm (13.8 and 14.9 in.) 

Spins: 

Warning: Spinning is only approved at aft C.G. positions 350-378 mm (13.8 – 

14.9 in) behind datum. 

Execute a C.G. calculation according to section 6.9 and adjust the C.G. 

accordingly using ballast prior to spinning. 

It is not necessary to extend the dive brakes during spin recovery. The <strong>LS10</strong> 

shows a large nose down pitch after leaving spin if you are spinning more than 

2 turns. So you have to flare out correspondingly. 

Note: With forward C.G. position the <strong>LS10</strong> will not remain in a spin. 

At medium C.G. position there is a tendency that the spin will turn into a 

spiral dive after 3 turns. 

So intentional spinning at such C.G. positions is not approved. 

Inducing the spin: (Normal procedure) 

Gradually bring the sailplane into a stall. When it starts to burble, pull the stick 

back completely and kick in full rudder in the required direction of spin. 

Recovering from the spin: 

Check ailerons neutral. 

Apply full rudder opposite to direction of the spin. 

Then apply full stick forward 

Centralize the controls and carefully pull out of the dive. 

Height loss during recovery is up to 150 m (490 ft), the max. speed is 

190 km /h (103 kts.). 



Stall-turn 

To fly a stall-turn safely, please proceed as follows: 

After reaching the entry speed pull back the stick quickly, but not abruptly. 

During the pull out, shortly before reaching the vertical flight path initiate 

rotation with the rudder. Push the rudder quickly, but not abruptly. Also, at the 

highest point of the turn, the glider should still have a positive airspeed above 

stalling speed. 

Be careful not to exceed the airspeed for max. control surface deflection as 

indicated in section 2.2. 

When reaching the vertical dive, flare out immediately to minimize speed 

increase and g-load. 

Caution: 

A classical stall-turn with almost no airspeed at the highest point of the turn is 

very difficult to fly with a glider with larger wingspan, due to the high moment 

of inertia. 

This effect is taken into account when using the above mentioned procedure. 

Warning: 

If the rudder is pushed too late and the rotation is insufficient, it is possible 

that the glider tailslides (falls tailwards). 

If this happens, it is important to hold all controls firmly, preferably at one of 

the stops, until the nose swings down. Then flare out immediately. 



4.6 Flight with the engine removed from the aircraft (only <strong>LS10</strong>-st) 

The LS 10-st can be flown without engine installed in the sailplane. 

The following steps are required to be carried out in conjunction with the 

maintenance manual section 4-15 and check-list engine removal and 

installation (attached to MM). 

1. Empty fuel tanks. Remove the engine assembly including spindle drive 

and gas strut from engine bay. Disconnect fuel lines from the engine. 

Close fuel lines. 

Fix electrical cables and engine retaining cable in the engine bay using 

tape. Close engine bay doors, seal and secure them by using tape. 

Remove the main tank from baggage compartment. 

2. To compensate C.G. travel due to engine and main tank removal, install 

a heavy tail wheel (part S27) see section 7.17.6 and one weight (part 

4R8-109) at the trim weight holder (part 4R8-107b) at the vertical fin 

shear web. 

If no holder is installed it must be installed according to the instructions 

in the MM section 4.11. 

Note: If the <strong>LS10</strong>-st is usually flown without a fin battery, a fin battery (part 

3BR-199, Standard-weight 2.6 kg (5,7 lbs)) see section 7.17.5 may be 

installed in the fin battery box instead of one of the measures described above. 

Item mass C.G. behind moment 

datum 

kg lbs m ft kg×m ft×lbs 

Engine with propeller, -26,5 -58,4 1,05 3,44 -27,83 -201,3 

spindle drive and gas strut 

Empty main tank in baggage 

compartment 

-1,5 -3,3 0,38 1,25 -0,57 -4,1 

Heavy tail wheel 3,0 6,6 4,314 14,15 12,94 93,6 

Trim weight rear fuselage 2,5 5,5 4,383 14,38 10,96 79,3 

4R8-109 

Difference -22,5 -49,6 -4,50 -32,5 

3. Secure the limit switch engine extended in the switched position with a 

Ty-rap, otherwise the DEI-NT will remain in the powered flight mode. 

Note: After switching on the main switch some engine failure messages will 

appear on the DEI-NT. Press the selector switch to suppress these messages. 

4. Tape the engine bay doors with textile tape. 

5. Perform a C.G. calculation according to section 6.9 of this manual. 

Enter difference mass and difference moment see above into the 

calculation. The in-flight C.G. will be moved forward a few mm. 

6. Inspection of engine removal and installation according to the valid 

airworthiness regulations. 



5 Performance 

Section page 

5.1 Introduction......................................................................................... 5.2 

5.2 EASA-approved Data ......................................................................... 5.3 

5.2.1 Airspeed Indicator System Calibration.............................................. 5.3 

5.2.2 Stall Speeds........................................................................................ 5.4 

5.2.3 Altitude loss for stall recovery........................................................... 5.5 

5.3 Additional Information ....................................................................... 5.6 

5.3.1 Demonstrated Crosswind Performance ............................................. 5.6 

5.3.2 Gliding performance .......................................................................... 5.6 

5.3.3 Speed Polars....................................................................................... 5.7 

5.3.4 Operating the wing flaps.................................................................... 5.9 

5.3.5 Performance under power (only <strong>LS10</strong>-st) ....................................... 5.10 

5.3.6 Noise level (only <strong>LS10</strong>-st)............................................................... 5.12 


EASA app.



Section 5 provides approved data for airspeed calibration, stall speeds and nonapproved 

additional information. 

The data in the charts has been computed from actual flight tests with the 

sailplane in good and clean condition and using average piloting techniques. 


EASA app.

280 

260 

240 

220 

200 

180 

160 

140 

120 

100 

80 

60 


5.2 EASA-approved Data 

5.2.1 Airspeed Indicator System Calibration 

IAS = indicated airspeed 

CAS = calibrated airspeed 

CAS [km/h] 

max. upper tolerance 

max. lower tolerance 

measurement 

IAS=CAS 

60 80 100 120 140 160 180 200 220 240 260 280 

IAS [km/h] 

1 kts= 1 km/h / 1.852 

Caution: The airspeed indicator is to be connected to the static ports and pitot 

probe in the fuselage nose 


EASA app.


5.2.2 Stall Speeds 

Stall speeds (CAS) for straight and level flight with engine retracted: 

Note: Engine extended and not running yields no difference in stalling speeds. 

Note: Due to the design of the <strong>LS10</strong> pitot and static system the ASI will display 

airspeeds much lower than real during stall. So it makes no sense to give IAS 

values in the tables below. Instead all speeds given are CAS (calibrated 

airspeeds) which are the real stall speeds. 

Note: Wing flap settings: +2 = 8°, -1 = -4° 

wing span 15 m 

Airbrakes retracted 

mass 

Flap 

340 370 400 440 480 525 540 kg 

setting 750 816 882 970 1058 1157 1190 lbs. 

L 64 67 69 73 76 80 81 km/h 

L 35 36 37 39 41 43 44 kts. 

+2 67 70 73 76 80 83 84 km/h 

+2 36 38 39 41 43 45 46 kts. 

0 71 74 77 81 84 88 89 km/h 

0 38 40 41 43 45 48 48 kts. 

-1 73 76 79 83 86 90 92 km/h 

-1 39 41 43 45 47 49 50 kts. 

Airbrakes extended 

mass 

Flap 340 370 400 440 480 525 540 kg 

setting 750 816 882 970 1058 1157 1190 lbs. 

L 72 75 78 82 85 89 90 km/h 

L 39 40 42 44 46 48 49 kts. 

+2 73 76 79 83 86 90 92 km/h 

+2 39 41 43 45 47 49 50 kts. 

0 75 78 81 85 89 93 94 km/h 

0 40 42 44 46 48 50 51 kts. 

-1 77 80 83 87 91 95 97 km/h 

-1 41 43 45 47 49 51 52 kts. 


EASA app.


Airbrakes retracted 

mass 

Flap 


340 370 400 440 480 525 560 600 kg 

setting 750 816 882 970 1058 1157 1235 1323 lbs. 

L 61 63 66 69 72 75 78 81 km/h 

L 33 34 36 37 39 41 42 43 kts. 

+2 65 68 70 74 77 80 83 86 km/h 

+2 35 36 38 40 42 43 45 46 kts. 

0 67 70 73 76 80 83 86 89 km/h 

0 36 38 39 41 43 45 46 48 kts. 

-1 69 72 75 78 82 86 88 92 km/h 

-1 37 39 40 42 44 46 48 49 kts. 

Airbrakes extended 

mass 

Flap 340 370 400 440 480 525 560 600 kg 

setting 750 816 882 970 1058 1157 1235 1323 lbs. 

L 68 71 74 77 81 84 87 90 km/h 

L 37 38 40 42 44 46 47 49 kts. 

+2 69 72 75 78 82 86 88 92 km/h 

+2 37 39 40 42 44 46 48 49 kts. 

0 71 74 77 80 84 88 91 94 km/h 

0 38 40 41 43 45 47 49 51 kts. 

-1 73 76 79 83 86 90 93 96 km/h 

-1 39 41 42 45 47 49 50 52 kts. 

5.2.3 Altitude loss for stall recovery 

Altitude loss for stall recovery is approx. 30 m if corrective action is taken 

immediately. For procedure see section 3.4. 


EASA app.


5.3 Additional Information 

5.3.1 Demonstrated Crosswind Performance 

The demonstrated crosswind velocity is 16 km/h (8.6 kts) according to the 

airworthiness requirements. 

5.3.2 Gliding performance 

All values in the following tables forAltitude: 0 m (0 ft) MSL 

Mass: 400 kg (881 lbs) 

wing span 15 m 18 m 

Engine Minimum appr. 0,59 m/s at 90 km/h appr. 0,51 m/s at 85 km/h 

retracted sink rate 1.1 Kts. at 49 kts. 1.0 Kts. at 46 kts. 

or not 

116 ft/min at 49 kks. 100 ft/min at 46 Kts. 

installed Best Glide appr. 43 at 110 km/h appr. 48 at 100 km/h 

ratio 

at 59 kts. 

at 54 kts. 

Engine 

extended, 

Propeller 

Minimum 

sink rate 

fixed Best Glide 

ratio 

appr. 1,1 m/s at 85 km/h appr. 1,0 m/s at 85 km/h 

217 ft/min at 46 kts. 197 ft/min at 46 kts. 

2.1 Kts. at 46 kts. 1.9 Kts. at 46 kts. 

appr. 20 at 95 km/h appr. 25 at 95 km/h 

at 51 kts. 

at 51 kts. 

Values for max. mass 

wing span 15 m 18 m 

mass 540 kg / 1190 lbs 600 kg / 1323 lbs 

Engine Minimum appr. 0,72 m/s at 110 km/h appr. 0,62 m/s at 104 km/h 

retracted sink rate 1.4 Kts. at 59 kts. 1.2 Kts. at 56 kts. 

or not 

144 ft/min at 59 kts. 124 ft/min at 56 kts. 

installed Best Glide appr. 44 at 135km/h appr. 49 at 122 km/h 

ratio 

at 73 kts. 

at 66 kts. 

For gliding speed polars see following page. 

The polars apply to a "clean" aircraft, all gaps taped. 

With dirty wings or flight in rain, the performance drops accordingly. 


5.3.3 Speed Polars 




Conversion table for Airspeed and Sink Rate: 

km/h 60 80 100 120 140 160 180 200 220 240 

kts 32 43 54 65 76 86 97 108 119 129 

m/s 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 

kts 1 2 3 4 5 6 7 8 

ft/min 98 197 295 394 492 591 689 787 



5.3.4 Operating the wing flaps 

The following flap settings should be used to achieve optimum performance 


mass 370 kg 400 kg 440 kg 480 kg 525 kg 540 kg 

speeds in km/h: 

L (+12°) up to 84 - 87 - 92 - 96 - 100 - 101 

+2 (+8°) 84- 90 87- 93 92- 98 96- 102 100- 106 101- 107 

+1 (+5°) 90- 99 93-103 98- 108 102- 113 106- 118 107- 120 

0 ( 0°) 99- 152 103- 158 108-165 113-173 118-181 120-183 

-1 (-4°) 152-VNE 158-VNE 165-VNE 173-VNE 181-VNE 183-VNE 

mass 816 lbs 882 lbs 970 lbs 1058 lbs 1157 lbs 1190 lbs 

speeds in kts: 

L (+12°) up to 45 - 47 - 49 - 52 - 54 - 55 

+2 (+8°) 45- 48 47- 50 49- 53 52-55 54- 57 55- 58 

+1 (+5°) 48- 54 50- 56 53- 58 55- 61 57- 64 58- 65 

0 ( 0°) 54- 82 56- 85 58-89 61-93 64-98 65-99 

-1 (-4°) 82-VNE 85-VNE 89-VNE 93-VNE 98-VNE 99-VNE 


mass 370 kg 400 kg 440 kg 480 kg 525 kg 600 kg 

speeds in km/h: 

L (+12°) up to 79 - 83 - 87 - 91 - 95 - 101 

+2 (+8°) 79- 86 83- 90 87- 94 91- 98 95- 102 101 -108 

+1 (+5°) 86- 94 90- 98 94- 102 98- 107 102- 112 108 - 119 

0 ( 0°) 94- 144 98- 149 102-157 107-164 112-171 119 - 183 

-1 (-4°) 144-VNE 149-VNE 157-VNE 164-VNE 171-VNE 183 - VNE 

mass 816 lbs 882 lbs 970 lbs 1058 lbs 1157 lbs 1323 lbs 

speeds in kts: 

L (+12°) up to 43 - 45 - 47 - 49 - 51 - 55 

+2 (+8°) 43- 46 45- 49 47- 51 49- 53 51- 55 55- 58 

+1 (+5°) 46- 51 49- 53 51- 55 53- 58 55- 60 58- 65 

0 ( 0°) 51- 78 53- 81 55-85 58-88 60-92 65- 99 

-1 (-4°) 78-VNE 81-VNE 85-VNE 88-VNE 92-VNE 99 - VNE 

To accelerate or slow down, always use flaps and elevator simultaneously. 



5.3.5 Performance under power (only <strong>LS10</strong>-st) 

5.3.5.1 Rate of climb 

Note: Climbing should always be performed with landing gear retracted and 

speed between 90 –100 km/h (49-54 kts.) 

1,30 

1,20 

1,10 

1,00 

0,90 

0,80 

0,70 

0,60 

0,50 

0,40 

0,30 

0,20 

0,10 

0,00 

Measured rates of climb for 15°C (59°F) at MSL. 

15°C increase in temperature reduces the rate of climb by ca. 0.2 m/s (40 

ft/min.). 

R/C = climb rate at Vy = 95 km/h (51 kts.) and with flap setting +2 

H = altitude above sea level 

1 m/s= 197 ft/min. .= 1.94 kts,, 1 m= 3.2809 ft, 1 kg= 2.2046 lbs 

R/C m/S 

430 kg 18 m 

500 kg 18 m 

600 kg, 18 m 

420 kg, 15 m 

500 kg, 15 m 

540 kg 15m 

H m MSL 

0 500 1000 1500 2000 2500 3000 



5.3.5.2 Cruising flight 

Cruise speed for constant altitude is about 140 km/h (76 Kts., 87 MPH), flap 

setting 0. During cruise, maximum continuous engine RPM of 5500 RPM 

should not be exceeded for longer periods. 

5.3.5.3 Range (without reserve) 

All calculations below are made with fuel consumption 10 l/h (2,64 US 

gallons/h). 

MC means Mc Cready setting of the speed command or variometer ring. 

usable fuel capacity [L] 11,7 

usable fuel capacity [US gal] 3,09 

max. endurance tank full [min] 70 

at speed VY [km/h] 

max. ranges 

95 VY [kts] 51 

wing span [m] 18 

TOW [kg] 430 TOW [lbs.] 948 

flight technique horizontal saw tooth 

MC 0 MC 1 

range full tank [km] 164 289 261 

range full tank [nm] 88 156 141 

specific range [km/L] 14,0 24,7 22,3 

specific range [nm/US gal] 28,6 50,6 45,7 

wing span [m] 15 

TOW [kg] 420 TOW [lbs.] 926 

flight technique horizontal saw tooth 

MC 0 MC 1 

range full tank [km] 164 255 232 

range full tank [nm] 88 138 125 

specific range [km/L] 14,0 21,8 19,8 

specific range [nm/US gal] 28,6 44,6 40,5 

These values shown above can only be achieved with still air and exact speed 

control. 

The values for saw-tooth technique are for beginning the climb at 500 m 

(1640 ft) MSL and a climb of 1000 m (3280 ft). 

Caution: Following factors may have an adverse effect on range: 

• sailplane not clean 

• head wind 

• crossing larger areas with descending air 

• higher TOW 



5.3.5.4 Maximum altitude which can be sustained 

The max. altitude which can be sustained is above 3000 m (9840 ft) MSL 

5.3.6 Noise level (only <strong>LS10</strong>-st) 

For self-sustaining powered sailplanes no noise limitations exist under EASA 

regulations. 

However a noise measurement was executed for the LS8-t which has the 

same engine installation. The noise level of the LS8-t is therefore applicable 

for the <strong>LS10</strong>-st. 

Measured noise level: 62.6 dB(A) cruise 300 m above measuring point. 



6 Mass (weight) and balance 

Section page 

6.1 Introduction......................................................................................... 6.2 

6.2 Weighing procedures.......................................................................... 6.2 

6.3 Weighing record ................................................................................. 6.2 

6.4 Basic empty mass and C.G. ................................................................ 6.2 

6.5 Mass of all non-lifting parts (WNLP)................................................. 6.3 

6.6 Max. mass (weight) ............................................................................ 6.3 

6.7 Useful loads ........................................................................................ 6.3 

6.8 Loading chart ...................................................................................... 6.4 

6.8.1 Cockpit load ....................................................................................... 6.4 

6.8.2 Removable ballast for underweight pilots (Option) .......................... 6.4 

6.8.3 Baggage.............................................................................................. 6.4 

6.8.4 Battery in the fin ................................................................................ 6.4 

6.8.5 Waterballast in the wing tanks........................................................... 6.5 

6.8.6 Fin ballast tanks ................................................................................. 6.5 

6.8.7 Weighing report (for section 6.3)....................................................... 6.6 

6.8.8 Empty weight C.G. limits (for 6.4).................................................... 6.7 

6.8.9 Ballast chart (total ballast) ................................................................. 6.8 

6.8.10 Ballast chart for the fin ballast tank ................................................. 6.10 

6.9 C.G. calculation ................................................................................ 6.11 




Section 6 contains the payload range within which the glider may be safely 

operated. 

A procedure for calculating the in-flight C.G. is also provided. 

A comprehensive list of all equipment available for this sailplane is contained 

in the maintenance manual. 

6.2 Weighing procedures 

Refer to the maintenance manual of the <strong>LS10</strong>-s,-st section 5. 

Datum = wing leading edge at the root rib. 

Horizontal reference line = straight part of fuselage tube bottom side in 

front of vertical tail. 

Execute the weighing with all tanks empty, all removable ballast removed. 

Remove battery 3BR-199 from the fin battery box. Only the safety bow (part 

10L35) should remain in the battery box. 

In addition <strong>LS10</strong>-st: weighing with the powerplant retracted and fuel tanks 

empty. 

6.3 Weighing record 

The result of each C.G. weighing must be entered in the table on page 6.6 

If the min. cockpit load has changed this data is to be entered in the cockpit 

placard as well. 

When altering the equipment, the new data can be gathered by a C.G. 

calculation (see section 6.9). 

The actual equipment list is filed in the maintenance manual. 

6.4 Basic empty mass and C.G. 

Actual data see page 6.6. With the empty weight C.G. and the cockpit loads in 

the limits of the diagram on page 6.7, the in-flight C.G. limits will not be 

exceeded. 



6.5 Mass of all non-lifting parts (WNLP) 

Maximum mass of the non lifting parts 

Variant <strong>LS10</strong>-s <strong>LS10</strong>-st 

15 &18m wingspan 284 (626 lbs.) 324 kg (714 lbs) 

WNLP is to be determined as follows: 

WNLP = WNLP empty + payload (pilots, parachute, baggage, trim ballast, 

batteries, waterballast in the fin, removable items of equipment etc.). 

WNLP empty = Total empty weight incl. permanently installed equipment 

minus weight of the wings. 

Note: The waterballast in the fin tank is part of the fuselage payload. 

6.6 Max. mass (weight) 

Maximum take-off and landing mass with waterballast 




Maximum take-off and landing mass without waterballast: 

Maximum take-off and landing mass = WNLP + Wwings 

WNLP = Maximum mass of the non lifting parts (see below) 

Wwings = actual mass of the wings 

6.7 Useful loads 

Max. load without waterballast 

= max. weight without waterballast - empty weight 

Max. load with waterballast 

= max. weight with waterballast - empty weight 

The data is recorded on page 6.6. 



6.8 Loading chart 

6.8.1 Cockpit load 

Cockpit load see weighing report section 6.8.6. 

With lower pilot weight necessary ballast must be fixed in the front support 

see section 6.8.2 or in the seat. Ballast put on the seat (lead ballast cushion) 

must be fastened at the connections of the safety belts. 

6.8.2 Removable ballast for underweight pilots (Option) 

The installation of one trim ballast weight 4R8-108 2.45 kg (5.4 lbs) at the 

holder in front of the rudder pedal assy decreases the necessary pilot mass by 

approximately 5,5 kg (12 lbs). (max. 3 front trim weights can be installed). 

See also section 7.17.1. 

6.8.3 Baggage 

max. 5 kg (11lbs) 

Heavy pieces of baggage must be fixed to the baggage compartment floor. 

The max. mass secured on one half of the floor (left and right of fuselage 

centre line) should not exceed 2,5 kg (5.5 lbs.). 

With the added load in the fuselage the max. load without waterballast (W.B.) 

see weighing report see table on page 6.6 must not be exceeded. 

6.8.4 Battery in the fin 

Only the use of the factory supplied battery 3BR-199 (mass 2.6 kg, 5.7 lbs.) is 

permitted. 

If the pilot mass in the cockpit is less than the min. cockpit load, the battery 

may be removed. 

This lowers the min. cockpit load by 11,2 kg (24.6 lbs.). 

Section 4.2.4 must be regarded. 



6.8.5 Waterballast in the wing tanks 

The <strong>LS10</strong>-s,-st is equipped with 2 completely independent waterballast 

systems which can be drained separately.. Further details see section4.2.3. 

Maximum waterballast 

<strong>LS10</strong>-s,-st, 15m & 18m kg (lbs) 

Wings inboard (system 2) 106 (234) 

Wings centre & outboard (system 1) 83 (183) 

Wings total 189 (418) 

Fin tank coupled with inboard wing tank (system 2) 4,6 (10,1) 

Fin tank coupled with centre & outboard wing tanks 3,9 (8,6) 

(system 1) 

Waterballast total 197 (434) 



Warning: Filling the water ballast is only allowed with a filling system which 

enables exact determination of the amount of ballast filled, e.g. water gauge or 

calibrated canisters. 

Warning: Don’t try to fill more water into the tanks than the specified values. 

It is only allowed to fly with symmetric wing ballast! 

Warning: Filling up the wing water ballast system is only allowed from the outer 

ballast tanks to the inner tanks. Filling up the centre and inner water ballast 

tanks is only allowed after the outer tank is completely filled. 

Otherwise overstressing the wing structure may occur in flight. 

6.8.6 Fin ballast tanks 

The water ballast in the fin tank should be used to compensate the forward 

shift of C.G due to the water ballast in the wings.. The amount of ballast in 

these tanks is dependent on the amount of water in the corresponding wing 

tanks and to be determined from the tables in section 6.8.9. 

Warning: Don’t mix up the fin tanks when filling the waterballast. 

The fin tank with the outlet at the left hand side belongs to the outer and centre 

wing tanks, system 1.. 

The fin tank with the outlet at the right hand side belongs to the inner wing 

tanks, system 2.. 

Filling procedures are described in section 4.2.2 of this manual. 

The total amount of ballast (wing and fin tanks) is dependent on the empty 

mass and the fuselage load and can be determined from the tables in section 

6.8.10. 



6.8.7 Weighing report (for section 6.3) 

Distances in mm, masses in kg, 25.4 mm = 1 inch, 1 kg = 2.2046 lbs. 

Date of weighing: wing 

span m 

Executed by: 

Date of equipment 

list: 

LH front Batt. inst.? 

RH front Batt. inst.? 

Batt. in Baggage 

compartment inst? 

Fin battery see below / 

Heavy tail wheel 

installed? 

Trim weight in rear 

fuselage installed? 

Empty mass 

Empty mass C.G. 

Max. mass without 

W.B. 

Max. load without 

W.B. 

Max. mass with W.B. 

Max. useful load 

with W.B. 

15 

18 

15 

18 

15 

18 

15 

18 

15 

18 

15 

18 

Min. cockpit load X 

with battery in fin 

Min. cockpit load Y 

without battery in fin 

Max. cockpit load 110 

Inspector, signature, 

stamp 

Caution: For weighing the battery 3BR-199 must be removed from the fin. 

X=Y + 11 kg (24 lbs.) 



6.8.8 Empty weight C.G. limits (for 6.4) 

(Variant <strong>LS10</strong>-st: Engine installed, retracted) 

empty weight C.G. mm, 1 mm=1 in./25.4, 1 kg= 2.2046 lbs 

rear C.G limit 

empty weight 

C.G. limit 

cockpit 

load 

kg 

forward C.G. 

limit 

empty weight kg 


Flight Manual <strong>LS10</strong>-s,-st 

6.8.9 Ballast chart (total ballast) 

To determine the max. allowable total waterballast ( wing tanks + fin tanks). 

Fuselage load = pilot + baggage etc. but without waterballast. 

All values in kg ( l ) 1 kg = 2.2046 lbs. 3.785 kg (l) = 1 US gal. 

This table is for the max. TOW of 540 kg (15m wingspan) 

empty 

mass 280 285 290 295 300 305 310 315 320 

payload 

fuselage 

70 190 185 180 175 170 165 160 155 150 

75 185 180 175 170 165 160 155 150 145 

80 180 175 170 165 160 155 150 145 140 

85 175 170 165 160 155 150 145 140 135 

90 170 165 160 155 150 145 140 135 130 

95 165 160 155 150 145 140 135 130 125 

100 160 155 150 145 140 135 130 125 120 

105 155 150 145 140 135 130 125 120 115 

110 150 145 140 135 130 125 120 115 110 

115 145 140 135 130 125 120 115 110 105 

120 140 135 130 125 120 115 110 105 100 

125 135 130 125 120 115 110 105 100 95 

130 130 125 120 115 110 105 100 95 90 

empty 

mass 325 330 335 340 345 350 355 360 

payload 

fuselage 

70 145 140 135 130 125 120 115 110 

75 140 135 130 125 120 115 110 105 

80 135 130 125 120 115 110 105 100 

85 130 125 120 115 110 105 100 95 

90 125 120 115 110 105 100 95 90 

95 120 115 110 105 100 95 90 85 

100 115 110 105 100 95 90 85 80 

105 110 105 100 95 90 85 80 75 

110 105 100 95 90 85 80 75 70 

115 100 95 90 85 80 75 70 65 

120 95 90 85 80 75 70 65 60 

125 90 85 80 75 70 65 60 55 

130 85 80 75 70 65 60 55 50 



This table is for the max. TOW of 600 kg (18m wingspan) 

empty 

mass 280 285 290 295 300 305 310 315 320 

payload 

fuselage 

70 max. max. max. max. max. max. max. max. max. 



85 max. max. max. max. max. max. max. max. 195 

90 max. max. max. max. max. max. max. 195 190 

95 max. max. max. max. max. max. 195 190 185 

100 max. max. max. max. max. 195 190 185 180 

105 max. max. max. max. 195 190 185 180 175 

110 max. max. max. 195 190 185 180 175 170 

115 max. max. 195 190 185 180 175 170 165 

120 max. 195 190 185 180 175 170 165 160 

125 195 190 185 180 175 170 165 160 155 

130 190 185 180 175 170 165 160 155 150 

empty 

mass 325 330 335 340 345 350 355 360 

payload 

fuselage 

70 max. max. 195 190 185 180 175 170 

75 max. 195 190 185 180 175 170 165 

80 195 190 185 180 175 170 165 160 

85 190 185 180 175 170 165 160 155 

90 185 180 175 170 165 160 155 150 

95 180 175 170 165 160 155 150 145 

100 175 170 165 160 155 150 145 140 

105 170 165 160 155 150 145 140 135 

110 165 160 155 150 145 140 135 130 

115 160 155 150 145 140 135 130 125 

120 155 150 145 140 135 130 125 120 

125 150 145 140 135 130 125 120 115 

130 145 140 135 130 125 120 115 110 



6.8.10 Ballast chart for the fin ballast tank 

To determine the max. allowable waterballast in the fin tanks. 

All values in kg ( l ) 

1 kg = 2.2046 lbs. 

3.785 kg (l) = 1 US gal. 

System 1 System 2 

outer 

wingtanks 

centre 

wingtanks 

fin tank 

(LH) 

inner 

wingtanks 

fin tank (RH) total 

ballast 

20 0,9 21 

30 1,4 31 

32 1,5 34 

8 1,9 42 

18 2,3 52 

28 2,8 63 

38 3,3 73 

48 3,8 84 

51 3,9 87 

20 0,9 107 

30 1,3 118 

40 1,7 128 

50 2,2 139 

60 2,6 149 

70 3,0 160 

80 3,5 170 

90 3,9 180 

100 4,3 191 

106 4,6 197 

Note: Max. ballast masses are standard values. The maximum tank capacities of 

the actual gliders may differ slightly from the values mentioned in the table 

above. 



Caution: The values for “total ballast“ must not exceed the total ballast 

determined from section 2. 

Note: The fin waterballast determined from these charts compensates approx. 90 

% of the C.G. shift due to the wing ballast, which will insure that in case of 

leaking wing tanks the rear gliding C.G. is kept in the limits. 



6.9 C.G. calculation 

The actual C.G. can be determined as follows: 

For each item, the moment mass x C.G. has to be determined and to be added 

up and divided by the total mass. See the following example: 

1 kg = 2.2046 lbs. = .264 US gal. water 0.305 m = 1 ft 

Item mass C.G. 

behind 

datum 

moment 

kg lbs m ft kg×m ft×lbs 

Aircraft empty 345 760,6 0,560 1,84 193,20 1397,4 

Pilot 78 172,0 - - -43,68 -315,9 

Waterballast in the outer 

and centre wing tanks 

(System No. 1) 

Waterballast in the inner 

wing tanks (System No. 2) 

Water in the LH fin tank 


Water in the RH fin tank 


0,560 1,84 

80 176,4 0,189 0,62 15,12 109,4 

50 110,2 0,196 0,64 9,80 70,9 

3,9 8,6 4,000 13,1 

2 

2,4 5,3 4,160 13,6 

5 

15,60 112,8 

9,98 72,2 

Total 559,3 1233,0 0,358 1,17 200,02 1446,8 

Warning: The limits of the in-flight C.G 0,231m (9.09 in.) – 0,379m (14.92 in.) 

must not be exceeded! 

The most important C.G. positions (behind datum): 

Pilot C.G.: The C.G. position is dependent on the pilots shape, mass and 

thickness of the parachute. The pilot C.G. position can be determined by 

executing a weight and balance measurement with glider empty and equipped 

with the pilot etc. see maintenance manual. Please note, that the distance “a” 

(between datum and main wheel axis) has to be measured with both 

configurations, as it may change due to deflection of the landing gear. 

The pilot C.G. can be determined by the following equation: 

XP = (XSF * MF - XSE * ME)/MP 

MF = flight mass XSF = flight C.G MP = pilot mass 

ME = empty mass XSE = empty C.G. 


1 kg = 2.2046 lbs., 

0.305 m = 1 ft 


If the actual pilot C.G. is not known, you have to take the values from the 

following table: 

Pilot mass Pilot C.G. 

flight near the forward flight near the aft 

C.G. limit 

C.G.limit 

[kg] [lbs] [m] [ft] [m] [ft] 

120 54 -0,618 -2,028 -0,515 -1,690 

115 52 -0,620 -2,034 -0,517 -1,696 

110 50 -0,622 -2,039 -0,519 -1,703 

105 48 -0,623 -2,045 -0,521 -1,709 

100 45 -0,625 -2,051 -0,523 -1,716 

95 43 -0,627 -2,057 -0,525 -1,722 

90 41 -0,629 -2,063 -0,527 -1,729 

85 39 -0,631 -2,069 -0,529 -1,736 

80 36 -0,632 -2,074 -0,531 -1,742 

75 34 -0,634 -2,080 -0,533 -1,749 

70 32 -0,636 -2,086 -0,535 -1,755 

65 29 -0,638 -2,092 -0,537 -1,762 

60 27 -0,639 -2,098 -0,539 -1,768 

55 25 -0,641 -2,103 -0,541 -1,775 



Table of C.G. positions for various items of equipment: 

Item mass C.G. behind 

datum 

kg lbs m ft 

1 Battery in front of control stick 2,5 

*) 

5,5 -1,05 -3,44 

Battery in baggage compartment 

4BR-255/2 

2,5 5,5 0,185 0,61 

Battery in the fin 3BR-199 2,6 5,7 4,308 14,13 

Water in LH (System No.1)- 

(forward) fin tank - up to 

3,9 8,6 4 13,12 

Water in RH (System No. 2)- 

(rear) fin tank - up to 

Water in outer wing tank 

(System No.1) - up to 

Water in the centre wing tank 

(System No. 1)- up to 

Water in the inner wing tank 

(System No. 2) - up to 

4,6 10,1 4,16 13,65 

30,0 66,1 0,189 0,62 

50,0 110,2 0,189 0,62 

110,0 242,5 0,196 0,64 

Powerplant 26,5 58,4 1,05 3,44 

Empty fuel tank 1,5 3,3 0,38 1,25 

Fuel in main tank max. 7,0 15,4 0,38 1,25 

Trim weight rear fuselage 4R8- 2,5 

109 

5,5 4,383 14,38 

Trim weight in front support 

4R8-108 

2,45 5,4 -1,69 -5,54 

Heavy tail wheel (P/N.: S27) **) 3,4 

*) usually 2 batteries are installed 

6,6 4,314 14,15 

**) 3.0kg (6.6 lbs) more than standard tail wheel with plastic hub S23 

(mass of plastic hub S23 with tyre= 0,9 kg (1.98 lbs.)) 


Rule of thumb: 


Installation of 1 trim ballast weight (2.45 kg, 5.4 lbs) in front support............. 

...................................... reduces Minimum Cockpit Load by 5,5 kg / 12 lbs 

Installation of 1 Battery (2.5 kg, 5.5 lbs) in front of the control stick....... 

..................................... reduces Minimum Cockpit Load by 3,9 kg / 8.6 lbs 

Installation of battery in the fin (2.6 kg, 5.7 lbs) ....................................... 

...............................increases Minimum Cockpit Load by 11,2 kg / 24.6 lbs 

Installation of heavy tailwheel (mass difference to standard tail wheel 3 kg 

6.6 lbs.)..................increases Minimum Cockpit Load by 12,9 kg / 28.5 lbs 

Installation of trim weight rear fuselage (2,5 kg, 5.5 lbs.) 

......................................increases Minimum Cockpit Load by 11kg / 24 lbs 

Warning: In case of doubt: Mass and Balance must be determined by 

reweighing the sailplane 

C.G. Shift due to extension of the engine 

XS2 = XS1 – 2,3/W W = total mass (kg) 

XS2 = C.G. position with 

engine extended (m) 

XS1 = C.G. position with 

engine retracted (m) 



7 Sailplane and systems description 

Section page 

7.1 Introduction......................................................................................... 7.2 

7.2 Airframe.............................................................................................. 7.2 

7.3 Cockpit, cockpit controls and placards............................................... 7.3 

7.4 DEI-NT Operation (<strong>LS10</strong>-st only) ..................................................... 7.7 

7.5 Flight controls................................................................................... 7.23 

7.6 Airbrakes........................................................................................... 7.23 

7.7 Landing gear ..................................................................................... 7.24 

7.8 Tow hooks......................................................................................... 7.24 

7.9 Seat and safety harness ..................................................................... 7.24 

7.9.1 Seat................................................................................................... 7.24 

7.11 Water ballast system......................................................................... 7.25 

7.12 Powerplant (<strong>LS10</strong>-st only)................................................................ 7.26 

7.13 Fuel System (<strong>LS10</strong>-st only).............................................................. 7.27 

7.14 Electrical System .............................................................................. 7.31 

7.15 Pitot-/Static pressure system............................................................. 7.33 

7.16 Canopy ............................................................................................. 7.34 

7.17 Miscellaneous equipment (Options)................................................. 7.35 

7.17.1 Removable Ballast .......................................................................... 7.35 

7.17.2 Oxygen system ................................................................................ 7.35 

7.17.3 Emergency Locator Transmitter (ELT) .......................................... 7.35 

7.17.4 Additional Battery............................................................................ 7.36 

7.17.5 Battery in the fin .............................................................................. 7.36 

7.17.6 Heavy tailwheel................................................................................ 7.36 

7.17.7 Removable headrest ......................................................................... 7.36 

7.17.8 Transponder ..................................................................................... 7.36 




Section 7 describes the operation of the sailplane including its systems. 

M.M. = Maintenance manual 

Refer to section 9 "Supplements" for details of optional systems and 

equipment. 

7.2 Airframe 

The <strong>LS10</strong>-s is a single-seater high performance glider. 

The <strong>LS10</strong>-st is a self-sustainer single-seater high performance motorglider 

with retractable powerplant. 

18 m wingspan with wing parting at y=7 m, wingtips for 15m span optional. 

Construction 

Wings CFRP-foam-sandwich-shell with 

CFRP-roving spar caps 

Flaperons CFRP-foam-sandwich-shell 

Rudder GFRP-foam sandwich-shell 

Horizontal stabilizer GFRP/ AFRP-foam sandwich-shell 

Elevator AFRP -skin 

Fuselage CFRP-GFRP-shell 

Canopy 

Large single piece canopy, hinged at the front (nose) and supported by a gas 

strut. Canopy is made of Plexiglas GS clear “GS 241“ or optionally green “GS 

green 2942” or optionally blue “GS blue 2928“. 

Canopy glass glued onto a GFRP frame 

Tailplane 

T-Tail with conventional stabilizer-elevator and spring trim. 

Colours 

Airframe: white 

registration numbers: grey RAL 7001 or red RAL 3020 

blue RAL 5012 or green RAL 6001 

Anti collision paint 

Approved colours: red, fluorescent red or orange 

Approved areas: 

1. Rudder: may be painted completely 

2. Horizontal tail: paint only the stabilizer and only up to 200 mm from the 

tips 

3. Wing Sections: the inner wing shall not be painted 

4. 15 m tips: can be painted entirely 

5. 18 m wing tips: paint only the wing and not the ailerons, no more than 400 

mm from the tips 

Note: 3M mirror foil may be applied to all parts of the airframe 



7.3 Cockpit, cockpit controls and placards 



1., 2. Canopy locking handles / Emergency jettison handle (2) -red 

both handles in forward position = closed 

both handles in center position = open 

RH handle in backward position = jettison 

Detailed description see section 7.16. 

3. Main air vent operating knob - black 

pushed to front = closed 

pulled = open 

4. Tow release knob - yellow 

pulled = open 

5. Release lever for the trim mechanism - green 

pulled = trim released for adjustment 

not pulled = trim set 

6. Trim position indicator and trim preselection lever - green 

Forward position = trim nose down 

Backward position = trim tail down 

7. Air brake handle - blue 

Pull backward = airbrakes extended and wheel brake operated, 

the wing flaps will be moved from negative to neutral. 

move forward = airbrakes retracted and locked over centre 

Parking brake combined with an airbrake securing device (Piggott-hook): 

Pull the airbrake handle back to actuate the wheelbrake and rotate the handle 

to the cockpit wall. The handle will engage in a notch to hold the system in 

this position. 

In case the airbrakes mistakenly haven’t been locked, the handle will engage 

in a notch to avoid inadvertent deployment of the airbrakes. To open and to 

close the airbrakes the operating handle must be rotated into the cockpit until 

the handle passes the notches. 



8. Pedal adjustment knob - black 

By pulling on the knob, the locking pin will be disengaged 

and the rudder pedals can be pulled back towards the pilot 

or pushed forward away from the pilot. 

9. Rudder pedals 

10. Landing gear handle - grey 

Front = gear up 

Back = gear down 

11. Wing flap handle 

Unlock handle by rotating it into the cockpit 

Front = flap negative 

Back = flap positive 

L +2 +1 0 -1 

12. Water ballast handles – black 

front handle “System No. 1= outer and centre wing tanks, fin tank with right 

ha nd outlet 

rear lever “System No. 2= inner wing tanks, fin tank with left hand outlet 

forward= valves closed 

into the cockpit= valves open. 

13. Head rest and backrest. 

The head rest is integrated in the back rest to take up the rebound forces of 

the pilots head in the case of a crash landing. 

Warning: If the <strong>LS10</strong> shall be flown without back rest, a separate headrest 

(Option) must be installed. 

14. Back rest adjustment 

Pull out the securing knob (located in the baggage compartment) to adjust the 

backrest support.. 

15 12 V socket at the main bulkhead for charging the batteries. 

Alive with main switch on or off. May deactivated via the circuit breaker 

“Socket” in the lower part of the instrument panel. 

16. Circuit breakers: Vario 2A, Radio 3A, Socket 4A, free for XPDR or other 

equipment, installed in the lower part of the instrument panel at suitable 

places. 

16a Main switch (only <strong>LS10</strong>-s), (for <strong>LS10</strong>-st refer to section 7.4 integrated in the 

DEI-NT). 


Further items <strong>LS10</strong>-st only 


17. Fuel shut off valve knob – red 

Forward position = closed 

Backward position = open 

Note: Close the fuel shut off valve only in an emergency see chapter 3. 

Stopping the engine via the shut off valve is not recommended as engine 

lubrication ceases after fuel cut-off. 

18. Mirror for engine observation 

Adjustable by hand 

CLOSED◄ Fuel shut off ►OPEN 

19. Change-over switch static pressure to TE pressure for 

variometers (optional) 

up T E = Variometers operating on total energy probe 

= soaring flight 

down stat = Variometers operating on static pressure = 

for powered flight 

20. Push button for refuelling pump 

Refueling pump 

Press the push button to start the pumping (ignition 

switched off). 

As soon as the fuselage tank is full a built in device automatically switches off 

the pump. If you want to interrupt or to stop the filling procedure before the 

tank is full press again the push button. 

This push button has in addition the following function: With the ignition 

switched ”ON” pressing the button stops the electrical fuel pump (which 

delivers fuel to the engine) as long as the button is pressed. This function is 

built-in for checking the function of the mechanical fuel pump (engine 

running). 

21. Filler hose for the fuel tank with hose coupling. Refuelling see sect. 4.2.4. 

OPEN ◄ Decompress ► CLOSED 

22. Decompression handle 

The decompression handle is mounted on the upper LH side of the cockpit. 

The decompression valves will be opened for starting the engine and for a 

more rapid turning of the propeller into the vertical position. 

Handle forward (Normal Position) = Decompression valves closed 

Handle pulled backwards = Decompression valves open. 

23 DEI-NT and power plant operating switches 

A detailed description of the DEI-NT and of the switches is given in section 

7.4 


TE 

▲ 

▼ 

statisch 

Vario


7.4 DEI-NT Operation (<strong>LS10</strong>-st only) 

The engine control unit DEI-NT is installed in the seat shell in front of the 

control stick. 

Elements of the DEI-NT (digital engine indicator) 

2 

1 

on 

off 

Ignition 

1 Ignition switch 

2 Manual Extension-Retraction switch 

3 Main switch 

4 Fuel pump switch 

5 DEI-NT selector knob 

3 4 


5


7.4.1 Powerplant operating switches in the DEI-NT 

7.4.1.1 Ignition Switch (1) 

on up = ON 

ignition off down = OFF 

The ignition switch is a self locking toggle switch. Apart from the ignition 

system, the following functions described below are controlled by this 

switch: 

a) Ignition "ON": 

1. Automatic engine extension. 

2. Electrical fuel pump "ON". 

3. As soon as engine extension is completed, gliding display of the 

DEI-NT changes over to powered flight mode. 

b) Ignition "OFF": 

1. The powerplant will be automatically retracted a certain distance to 

reduce the rotational forces on the propeller. The propeller will slow 

down by itself. 

The powerplant will be automatically retracted another 5° and the 

propellerstopper moves forward into the propeller circle. If the 

propeller is already in the position for retraction (close to the 


If the propeller is not in the correct position pull the decompression 

handle until the propeller blade touches the propeller stopper. 

As soon as the propeller is in the position for retraction (close to the 


2. Electrical fuel pump "OFF" 

3. As soon as engine retraction is completed, powered flight display of 

the DEI-NT changes over to gliding mode. 

Note: Extend the engine on the ground for pre-flight check and maintenance 

work via the manual switch. 

. 

Note: To prevent hazards, the engine will not be extended if the main switch is 

switched with the ignition switch already in “ON” position. In that case only 

the fuel pump starts working. 

If the extension of the power plant is intended in that case, the ignition must be 

switched OFF and ON again. 

Therefore it is recommended not to switch the ignition “ON” before the main 

switch is “ON”. 



7.4.1.2 Manual Extension-Retraction Switch (2) 

Any operation of this switch de-activates the automatic extension-retraction 

system. Operation of the ignition switch reactivates the automatic system. 

up = extension down = retraction. 

Hold the switch until the extension or retraction procedure stops. 

Note: Extend the engine manually on the ground for pre-flight inspection or for 

maintenance work. 

Manual retraction only to be used in the air if the automatics doesn't work. 

Make sure that the propeller is vertical. 

The central DEI-NT display indicates this mode by showing a ”HAND“ 

symbol. 

Warning: In manual mode all safety functions are disabled. Therefore it is 

possible with the manual switch to retract the engine with the propeller 

turning or in a position other than the vertical position. 

7.4.1.3 Main Switch (3) 

With the main switch the complete electrical power supply will be cut off. 

7.4.1.4 Fuel Pump Switch (4) 

Up= ON 

Down= “AUTO“ (Automatic Operation, Normal Procedure) 

With the fuel pump switch in “AUTO“ position the electrical fuel pump is 

switched off automatically after exceeding an engine speed of 4900RPM 

for 10 seconds). Then the fuel distribution to the engine is performed only 

by the mechanical fuel pump. If the engine RPM drops below 4900 RPM 

the electrical fuel pump restarts operation automatically. 

Caution: In case of a malfunction of the mechanical fuel pump (significant drop 

in RPM) switch from “AUTO” to “ON” position. 

This mode must not be permanently selected because the electrical fuel 

pump requires 2.5 Amps which may result in a depletion of the batteries 

during engine run. 

7.4.1.5 Selector Knob for DEI-NT -modes (5) 

The selector switch allows changing into other display levels of the DEI- 

NT and entry of variable values, see section 7.4.2. 



7.4.2 DEI-NT screens 

7.4.2.1 General 

After switching on the main switch the DEI-NT shows a screen with 

operating times. Then the screen changes to the gliding screen (powerplant 

retracted) or to the powered flight screen (powerplant not retracted). 

You may change to other screens by pushing the selector knob (right hand 

side) until the DEI_NT beeps twice. 

The following screens may be selected: 

1. Flight screen gliding or powered flight or powerplant extensionretraction 

(according to powerplant position), 

2. Set up, 

3. Operating times (same as screen which appears after switching on). 

Caution: In case of powerplant failures and if warnings are necessary, full screen 

messages are displayed. All messages may be verified by a short push to the 

selector knob, the DEI-NT changes back to the normal screen. 

The DEI-NT provides engine and flight control data to the pilot besides 

direct engine and flight control functions: 

• RPM indication. 

• Indication of available fuel. 

• Control and indication of engine extension-retraction mechanism. 

• OAT indication. 

• Battery voltage 

• Available engine time indication (Engine operation time remaining 

according to available fuel). 

• Day trip counter on flight screen (indicates effective engine time since 

last operation of main switch). 

Further the following data is supplied to the pilot: 

• Operation time counter (Total engine time and a short time counter). 

• Remaining operation time counter until next maintenance is due. 

• Clock indication. 

• Date indication. 

Additional display indications are „Warning messages“ and „Failure 

messages“, which inform the pilot when exceeding the normal operating 

ranges and malfunctions and failures of engine control system components. 

Amount of fuel, assumed fuel consumption, short time and remaining 

engine operation time counters, clock and date indication can be adjusted in 

the SETUP-Menu. 



7.4.2.2 Operating time screen 

After switching the main switch on, the DEI-NT screen indicates the 

following information (example): 

After about 5 seconds the DEI-NT automatically changes to the flight 

screen. 

This screen can be selected with the selector knob after selecting the set up 

screen at any time. 

Displayed items 

Engine trip counter (ENGINE TRIP): 

Reset of engine trip counter is possible manually via SETUP-Menu (see 

section 7.4.2.3). 

Total Engine Hours Counter (ENGINE TOTAL): 

The re-setting of the total engine hours is only possible by the 

manufacturer. 

Next maintenance (NEXT MAINTEN) 

Engine hours until next engine maintenance 

DEI-NT software version (DEI SOFTWARE) 



7.4.2.3 Set up screen (menu) 

Only in the SETUP-Menu can values be entered. 

By persistently pressing the selector switch (for about 1 second, 

acknowledged by double audible signal), the display changes over from the 

flight screen to the SETUP screen. 

The same method can be used to change to the operating time screen and 

back to the flight screen. 

On the screen are 4 lines, one of which is selected (dark background). By 

turning the selector switch the operator can choose the line, where the 

individual values may be changed. The reversed line indicates possible 

modifications of values or other possible procedures, mentioned below. 

Adjusting values: Pressing the selector switch for a short time results in a 

single tone, the first adjustable value of the line appears positive (light 

background) and can be modified by turning the selector switch. Pressing 

again quits with a single tone, acknowledging the entered value and the 

adjustment function jumps to the next place in the line. 

When the end of the reversed line is reached using the selector switch, a short 

press (quitted with a short tone again) on it ceases adjustment mode for this 

line, by turning the selector switch you can proceed with another line. 

After finishing adjustments, a persistent press on the selector switch (for about 

1 second, acknowledged by double audible signal) shifts back to the flight 

display. 

The following lines appear in the SETUP- Menu: 

SET FUEL CONTENT: This mode is used for entering amount of fuel in 

litres. 

After pressing the selector switch, the decimal place flashes and can be 

adjusted by turning. Press again to complete entry or turn to the next digit and 

modify as described. Maximum amount of fuel, which can be selected is 12 

Litres, whole litres possible only. 

Note: Automatic fuel switch off indicates usable fuel amount of 12 Litres. 

RES(ET). TRIP COUNTER: This mode is used to reset the “engine trip” 

operating hours counter. 

Press selector switch, N (=No) appears, turning selector switch produces Y 

(=Yes). Short press on the switch results in command performed. I.e. with Y 

chosen, trip counter is reset. 



RES(ET). MAINT(ENANCE) TIMER: This mode is used to reset the 

remaining hours until next engine maintenance is due. 

Press selector switch, N (=No) appears, turning selector switch produces Y 

(=Yes). Short press on the switch results in command performed, i.e. with Y 

chosen, maintenance timer counter is reset to 25 hours of service interval time. 

SET TIME: Clock adjustment 

Entry and storage analogous to procedure described before. 

SET DATE: Date adjustment 


CALIBRATE FLOW: For entry of corrective factor for fuel consumption. 

The method to calculate the corrective factor is provided in section 7.4.2.4 D). 

(Default-value = 100%, i.e. no correction). The adjustable range is between 

50% and 149%. 


TANK VOLUME: The tank-volume may be adjusted between 10 and 19 liters 

For the <strong>LS10</strong>-st it must be adjusted to 12 liters. 

SYSTEM SETUP ****: Only for service by the manufacturer. 

Exit SETUP-Menu by a persistent press on the selector switch (for about 1 

second, acknowledged by double audible signal). 



7.4.2.4 DEI-NT Flight screen 

A) DEI-NT Flight screen in gliding mode (Engine retracted) 



B) DEI-NT Flight display in powered flight mode (Engine extended) 



C) DEI-NT Flight screen during engine travelling 

a) Automatic-Mode 

b) Manual Mode 

Normal operation: In automatic mode 

arrow-symbol during engine travelling. 

(Arrow direction reversed during 

retraction) 

When propeller is stationary but engine not completely 

retracted, here the following symbols can be shown: 

In manual mode: Hand-symbol 

Spindle drive fuse blown: flashing “F” 

Switch error occurred: flashing “S” 

Hand symbol: Operating the manual Extension/Retraction switch, the DEI- 

NT changes from automatic mode (normal operation) over to manual mode 

which is indicated by the hand symbol. An automatic engine movement in this 

mode is not possible. Further all safety precautions which interrupt engine 

retraction with a windmilling propeller are switched off. The automatic mode 

can be activated by operating the ignition switch. 



Symbols for positions of the powerplant 

The centre display shows engine positions during extension/retraction as well 

as positions of propeller and propeller stopper. The DEI-NT uses signals from 

various position switches at the engine mount and from the proximity switch 

used for RPM measurement. 

During retraction the following symbols are displayed in the central DEI-NT 

position: 

• Engine completely extended, 

Propeller not vertically aligned 

Propeller stopper retracted 

• Engine retracted to first intermediate switch, 

Propeller not yet vertical, 

Propeller stopper retracted 

• Engine retracted to second intermediate switch, 

Propeller stopper extended 

• As soon as propeller touches propeller stopper 

(i.e. vertical position), the engine will be retracted 

automatically 

During extension of the engine, symbols are displayed vice versa. 



D) Display of further items on the flight screen 

Fuel Gauge (upper left) 

These digits indicate the amount of the remaining fuel in litres. When refuelling 

is stopped by the tank-full sensor the display indicates maximum 

possible amount of fuel (12 Litres). For calculation of remaining engine time 

until tank is empty, the full 12 Litres are being used. 

When re-fuelling is not stopped by the tank full sensor, but stopped manually, 

the display provides ”?“. This requires entering the true content via the 

SETUP-Menu (see section 7.4.2.3, SET FUEL CONTENT). The fuel indicator 

does not provide fractions of a litre, i.e. only whole litres can be entered and 

are displayed. 

The LS 10-st engine only runs in full throttle mode, therefore the fuel 

consumption is more or less constant. With the entered fuel value the DEI-NT 

calculates the momentary amount of fuel using engine operation time and 

DEI-NT programmed fuel consumption. (Programmed fuel consumption is 10 

Litres per hour). A corrective factor for this value can be entered via SETUP- 

Menu (see section 7.4.2.3 CALIBRATE FLOW). 

When reaching reserve fuel level an optical reserve fuel sensor (in the feeder 

tank) provides the exact fuel level to the DEI-NT. The remaining engine time 

will be re-calculated with this value. 

When the fuel consumption value is correct the fuel tank indication jumps to 

reserve mode after showing 3 litres indication: The warning ”LOW FUEL“ is 

displayed instead of fuel amount indication. A flashing ”R“ comes up. Usable 

reserve fuel is 2 Litres, yielding with the fuel consumption used at least 10 

minutes of engine running time 

When the adjusted fuel consumption is lower than the real value, the display 

jumps from a higher fuel tank value than 3 litres to reserve indication “R“ 

When the adjusted fuel consumption is higher than the real value, the display 

may go down to 0 Litres indication and remain there until the reserve fuel 

sensor activates reserve display “R“. 



Caution: When the calculated fuel differs considerably from the really available 

fuel, a correction of the DEI-NT programmed fuel consumption is 

recommended. 

Proceed as follows: 

- Refuel until the automatic tank-full switch switches off the refuelling. 

- Determine fuel consumption in a typical mission (speed of flight and 

RPM). Note engine run time from the trip meter (ENGINE TRIP, see 

section 7.4.2.2.). 

Note: Knowledge gained with <strong>LS10</strong>-st yields little difference in fuel consumption 

between climb and horizontal flight. 

- Refuel after flight under identical conditions (longitudinal angle!) with 

same type of fuel until the automatic tank-full switch switches off the 

refuelling and determine amount used by volume as exactly as possible. 

- Calculate fuel really used: 

Amount _ of _ fuel[ 

Litres] 

Fuel _ really _ used = 

Trip _ Meter _ Time[ 

h] 

- The calculation of fuel consumption in DEI-NT is based on a value of 10 

Litres per hour (Corrective factor default 100%). 

The corrective factor for entering into DEI-NT SETUP-Menu 

(CALIBRATE FLOW) can be adapted as follows: 

Fuel _ really _ used [ Litres / h] 

Corrective factor = 

× 100% 

10[ 

Liter / h] 

For Example: 

Fuel really used during operation: 10,5 Litres/h 

10, 

5[ 

Liter / h] 

Adapted corrective factor: × 100% 

= 105% 

10[ 

Liter / h] 

Outside Air temperature (OAT) (lower left) 

OAT display indicates outside air temperature in °C. 

With OAT of 5°C (41°F) or less, a warning ”WATER FREEZE“ appears and 

OAT indication starts flashing. 

The OAT sensor is in the nose hook compartment. 

If this sensor fails, the failure report “OAT SENSOR“ is indicated and OAT 

indication starts flashing. 



Battery voltage (lower right) 

displays system voltage in V. 

When Battery voltage is lower than about 11,0V for a period more than 30 

seconds, the warning message ”LOW BATTERY“ comes up and voltage 

indication starts flashing. 

When battery voltage of 14,7V is exceeded, the warning message “BATTERY 

OVERCH.“ comes up and voltage indication starts flashing. 

Day trip counter (Clock symbol and „ “ ) upper right 

The day trip counter displays the engine time since the last main switch “ON“. 

It is reset to zero when switching the main switch off. 

Remaining engine time (Clock symbol and „ → •“ ) lower centre 

The remaining engine time counter calculates time until available fuel is used 

up under consideration of fuel consumption and amount of fuel at start of 

engine operation. 

When reaching reserve fuel level an optical reserve fuel sensor (in the feeder 

tank) provides the exact fuel level to the DEI-NT. The remaining engine time 

will be re-calculated with this value. 

RPM Indicator (upper centre) 

Digital RPM indication signal is provided by a proximity switch mounted on 

the crankcase behind the propeller flange. 

When exceeding maximum permitted continuous RPM (5500 RPM), below 

the RPM symbol ”HI“ appears. When exceeding maximum RPM (6000 RPM), 

the warning message ”ENGINE SPEED“ appears and additionally the 

indicated RPM value starts blinking. 

Caution: When the proximity switch fails, the message ”RPM Pickup“ is 

displayed and the RPM field shows ”????“. In this case the DEI-NT 

automatically changes over to manual mode (hand symbol is indicated on the 

display). 

Ignition switch operation resets the DEI-NT. After a reset, the error message is 

being suppressed until the system registers the same error condition again. 

Warning: When the error condition ”RPM Pickup“ appeared, automatic engine 

retraction can not longer be guaranteed. Therefore propeller position must 

definitely be checked during retraction, this applies to both modes (automatic 

and manual mode)! 

A proximity switch defect must be repaired before next use of the engine. 



7.4.2.5 Warning and Failure Messages 

With the following messages the DEI-NT indicates exceeding of limits during 

operation, defects and engine system component failures to the pilot (full 

screen messages). 

Once pressing the selector switch, these messages can be suppressed, even if 

the error condition persists. A message disappears automatically when the 

error condition expires. 

Failure Messages 

The upper message line indicates "Failure", the second line shows: 

Display Failure Condition Remarks 

Spindle Fuse Extension/ retraction electric 

circuit opens caused by the 

fuse of the spindle motor. 

RPM Pickup Malfunction of the proximity 

switch 

Fuel Sensor Malfunction of at least one or 

both fuel level sensors 

OAT Sensor Malfunction of the outside air 

temperature sensor 

Wait until fuse has 

cooled down again 

Automatic retraction is 

switched off, no RPM 

indication 

Determination of fuel 

amount unreliable 

Flight with 

waterballast not 

permitted. 

Warning Messages 

The upper message line indicates "Warning", the second line shows: 

Display Meaning Remarks 

Low battery Battery voltage for more than 

30 seconds below 11 V 

Battery overch. Battery voltage above 14,7V Regulator Solarpanel 

(Option) defective. 

Switch on all 

Switch error Wrong or incomplete switch 

operating sequence during 

extension or at least one of the 

switches faulty 

electrical consumers 

Automatic retraction 

is switched off 

Water freeze Outside air temperature ≤+5 

°C 

Low fuel Amount of fuel in reserve 

range 

Engine Speed Engine RPM above 6000 RPM Reduce airspeed 



Note regarding switch error: 

When a switch malfunction occurs during engine extension, the automatic 

control system looses engine position information which results in the initial 

warning message: ”SWITCH ERROR“. 

During engine extension this error does not stop engine movement. 

A switch error during engine retraction interrupts the retraction process; after 

suppressing the error message a ”?“ is shown on the central display position 

beside the engine position symbol. 

If a malfunction of the intermediate position switches occurs, the DEI-NT 

automatically switches over to manual mode (the hand symbol will be 

displayed). 

Ignition switch operation resets the DEI-NT. After a reset, the error message 

appears again if the system registers the same error condition again. 

Warning: If a malfunction of a limit switch occurs (retract /extend – limit 

switches) the system may only allow a system operation in a direction to the 

non defective limit switch. If both limit switches fail, engine movement is not 

possible even in the “manual” operating mode. 

Warning: If the message “Switch error” appears, automatic engine movement 

can not longer be guaranteed. Therefore the propeller position must definitely 

be checked during retraction. This applies to both- automatic and manual - 

modes! 

A “Switch error” defect must be repaired before next use of the engine. 

Note regarding spindle fuse failure 

If the circuit breaker for the spindle drive interrupts its electric circuit, initially 

the warning message ”SPINDLE FUSE“ is indicated on the display. The “F” 

is visible as long as the interrupt occurs. In that case the DEI-NT automatically 

switches into the manual mode which is indicated by the hand symbol. No 

spindle drive operation is possible as long the “F” is displayed. The fuse “self 

re set” process may take several seconds. 

Warning and failure symbols 

In addition to the failure messages and if the propeller is not turning the 

following symbols might be displayed in the upper RH corner of the centre 

DEI-NT display. 

Flashing “S”: Switch error 

Flashing “F”: Spindle fuse failure 



7.5 Flight controls 

Rudder Control: 

See diagram 2 M.M 

The rudder is controlled via cables from the rudder pedals. The rudder pedals 

are mounted on an adjustable slide. 

Elevator Control: 

See diagram 1 M.M 

All pushrods slide in maintenance free Nylon ball guides. 

Automatic control hook up system. 

Trim: 

Spring trimmer with release lever at the control stick and position indicator at 

the left cockpit wall. 

To trim, you have to operate the release lever and bring the control stick and 

the wing flap handle to the appropriate position for the desired trim speed. 

If this is not enough, you can in addition push forward the trim indicator 

(release lever operated). 

Aileron and wingflap control: 

See diagram 3 and 4 M.M. 

Flaperons (“flaperon” = aileron-wing flap combination) are installed in the 

wings, they are driven at 2 places each. 

The mixing of aileron and wing flap deflections takes place in the fuselage. 

The flaperons are activated via pushrods which slide in maintenance free 

Nylon ball guides. 

7.6 Airbrakes 

See diagram 3 and 4 M.M. 

Double storey Schempp-Hirth type airbrakes on the upper wing surface. 

When operating the airbrakes the wingflaps will be moved from negative to 

neutral position. 

The wheel brake is operated by the airbrake system. 

Pushrods in the wings slide in maintenance free nylon ball guides. Automatic 

control hook up system. 


7.7 Landing gear 

See diagram 7 MM. 


7.7.1 Main wheel: 

Retractable landing gear, installed in a GFRP Box. The box is totally closed 

with landing gear up. Drum brake 

Tyre 5.00-5 4 or 6 PR Diameter 362 mm (14.25 in.) 

Tyre pressure 3,5 bar (51 psi) 

7.7.2 Tail wheel: 

Tyre 200 x 50 2 PR, diameter 200 mm (7.874 in), 

Tyre pressure 2,0 bar (29 psi) 

7.8 Tow hooks 

See diagram 5 M.M. 

Safety release "Europa G 88" for winch launch or autotow launch installed at 

the landing gear near the C.G. 

"nose release E 85" installed in the fuselage nose for aerotow. 

Both hooks are operated by the same handle. 

7.9 Seat and safety harness 

7.9.1 Seat 

The <strong>LS10</strong>-s,-st seat shell is totally constructed from GFRP. 

The backrest with integrated headrest can be adjusted in two ways: 

- The position of the backrest can be set by removing the screw on the 

bottom hinge of the backrest and sliding it into the correct position 

according to the thickness of the parachute. Thereafter the screw must be 

installed again. 

- The declination of the backrest can be adjusted by unlatching the locking 

mechanism of the backrest holder and moving it into the correct position. 

The backrest can only be adjusted on the ground. 

Warning: If the glider is flown without back rest a separate headrest (Option) 

must be installed, see section 7.17. 

7.9.2 Safety harness 

The <strong>LS10</strong> must be equipped with a 4 point safety harness fixed at the given 

fixing points. First the lap straps must be secured and tightened. Thereafter the 

shoulder harness must be secured. The safety harness can be opened by 

turning the front plate of the seat harness buckle. 

The safety harness must not be opened in flight except for emergency bail-out. 

If the optional emergency bail-out aid (NOAH) is installed the seat harness 

buckle will be opened automatically via the NOAH handle. 



7.10 Baggage compartment 

The baggage compartment is accessible after tilting the backrest forward. The 

baggage compartment is only accessible on the ground. Each item loaded into 

the baggage compartment must be adequately secured. 

Maximum load 5 kg (11 lbs). 

The max. mass secured on one half of the floor (left and right of fuselage 

centre line) should not exceed 2,5 kg (5.5 lbs.). 

In the baggage compartment you will find the re-fuelling hose with quick 

connector. 

7.11 Water ballast system 

See diagram 6 M.M. 

The LS 10-s,-st is equipped with 2 water ballast systems: 

System 1 consists of the outer and centre wing tank (approx. 83 kg / 183 lbs 

total) and a fin tank (left hand dump valve) (3,9 kg / 8,6 lbs). All tanks of 

system No.1 are controlled via the forward water ballast control handle 

installed on the RH side of the cockpit. 

System 2 consists of the inner wing tank (approx. 106 kg / 234 lbs total) and a 

fin tank (right hand side outlet) (4.6 kg / 10.1 lbs). All tanks of system are 

controlled via the rear water ballast control handle installed on the RH side of 

the cockpit. 

By dumping one of the systems the glider can be adapted to changing weather 

conditions but still fly with the same C.G.. 

An overview and a detailed operation description of the water ballast system is 

described in section 4.2.2 of this manual. 

Each system is controlled by a separate handle installed on the RH side of the 

cockpit. The arrangement of the handles is so that system 2 must be dumped 

before system 1. This order is important to reduce the stress on the wings. 

Warning: It is prohibited to alter this arrangement. 

Each valve is controlled by spring loaded cables. 


7.12 Powerplant (<strong>LS10</strong>-st only) 

See diagram 8 MM 

7.12.1 Engine and propeller 

Types see section 2.4. 


7.12.2 Extension-Retraction System 


Electric spindle drive assisted by a gas-strut. 

The opening and closing of the engine bay doors is automatic. 


7.13 Fuel System (<strong>LS10</strong>-st only) 



7.13.1 Main components of the fuel system: 

Up to ser. no. L10-014 

No. Description 

1 Main tank 

2 Feeder tank 

3 Fuel shut off valve operated from cockpit 

4 Fuel filter 

5 Electrical fuel pump 

6 “Bing“ membrane pump 

7 Carburretor 

8 Impulse hose for membrane pump (to crankcase) 

9 T-fitting with nozzle in return pipe 

10 Electrical refuelling pump 

11 Fuel filter 

12 Quick connector for refuelling 

13 Drain valve 

14 Ventilation (Opening is on the bottom side of the fuselage 

behind the landing gear) 

15 Optical fuel level sensor for “tank full” indication 

16 Optical fuel sensor for “reserve fuel” indication 

17 Check valve in fuel return line 

18 Fuel vent surge bottle Z192 (remove before flight) 


From ser. no. L10-015 on 


No. Description 

1 Main tank 

2 Feeder tank 

3 Fuel shut off valve operated from cockpit 

4 Fuel filter 

5 Electrical fuel pump 

6 “Bing“ membrane pump 

7 Carburettor 

8 Impulse hose for membrane pump (to crankcase) 

9 T-fitting with nozzle in return pipe 

10 Electrical refuelling pump 

11 Fuel filter 

12 Quick connector for refuelling 

13 Drain valve 

14 Ventilation (Opening is on the bottom side of the fuselage 

behind the landing gear) 

15 Optical fuel level sensor for “tank full” indication 

16 Optical fuel sensor for “reserve fuel” indication 

17 not existing 

18 Fuel vent surge bottle Z192 (remove before flight) 

For further information of the fuel system operation refer to sections 2.4 and 

4.5 and the Maintenance manual. 



7.13.2 Fuel Tanks 

Main tank: The main tank is installed in the baggage compartment above 

wing spar stubs. The total volume of the main tank is 10 Litres (2,64 

U.S.gal.). An optical sensor, installed on the top side of the main tank is used 

to indicate the ”Main tank full” message. 

In case of “Main tank full” the re-fuelling pump is switched off and the DEI- 

NT uses that information to calibrate the fuel level indication. 

Feeder-Tank: The feeder tank behind the landing gear box contains about 2 

Litres (0,528 US gallons, 0,44 Imp gallons) and is connected to the bottom 

side of the main tank. An optical sensor installed on the top side of feeder tank 

is used to supply the information for the “Reserve fuel” indication. If the main 

tank is empty, the feeder tank serves as the reserve fuel tank. 

The fuel supply is via a strainer at the bottom of the feeder Tank. 

Both tanks: Main and feeder tank together form the fuel tank with a volume 

of 12 Litres (3,12 U.S.gal). Fuel drainage is possible via the fuel drain valve 

installed on the bottom side of the fuselage. 

7.13.3 Fuel Pumps 

Electrical Fuel Pump: The electrical fuel pump on the rear side of the feeder 

tank is DEI-NT controlled and supplies fuel as long as the mechanical pump 

may not able be to do that due to too low engine RPM. 

With the fuel pump switch in “AUTO“ position the electrical fuel pump is 

switched off automatically after exceeding an engine speed of 4900RPM for 

10 seconds). Then the fuel distribution to the engine is performed only by the 

mechanical fuel pump. If the engine RPM drops below 4900 RPM the 

electrical fuel pump restarts operation automatically. 

With the DEI-NT fuel pump switch in “ON“ position, the electrical pump 

operates as soon as the main switch is “ON“ (Continuous Operation). 



Membrane Pump: The mechanical membrane pump is placed on the LH side 

of the engine mount below the engine. 

It is a mechanical pump driven by impulses from the crankcase. That means 

that the pump only operates when the engine is running. 

Re-fuelling Pump: The electric powered re-fuelling pump installed on the 

rear side of the feeder tank is the only means to fill the fuek tanks. 

The refuelling pump push button is installed on the bottom side of the 

instrument panel. A filling hose including quick connector is in the baggage 

compartment. The pump works only with ignition switch in “OFF” position. 

To start the refuelling press the pushbutton once and to stop that process push 

it once again. The refuelling pump stops automatically as soon as the tanks are 

full. 

7.13.4 Fuel shut off valve 

The fuel shut off valve opens/closes the fuel supply to the engine. It is 

installed in the fuselage on the RH side below the wing root rib. The valve can 

be operated by sliding the red knob installed on the RH side of the cockpit. 

7.13.5 Fuel Filters 

Two fuel filters are installed next to the landing gear box, one in the fuel 

supply line (right hand side) and one for the refuelling pump (left hand side). 

7.13.6 Drain Valve 

The drain valve in the feeder tank is accessible through an opening in the 

bottom side of the fuselage. To avoid damages to the drain valve, it is 

countersunk into the fuselage surface. The drain valve allows checking fuel for 

deposits and contamination as well as a complete depletion of the tank. 



7.14 Electrical System 

Up to 4 separate batteries are installed. 2 in front of the control stick below 

the battery cover. One in the tail fin, and one (optional) on a bracket below 

the baggage compartment (only if no ELT is installed there). The electrical 

system of the <strong>LS10</strong>-s,-st operates with 12V. 

The DEI-NT (digital engine indicator) and its control unit control all 

automatic and safety functions and displays the engine indications on a digital 

display. The control unit incorporates the extension- retraction relays, and 

fuses. 

All current - carrying wiring conforms to aeronautical specifications. 

The figure above shows in a simple schematic the electrical system of the 

<strong>LS10</strong>-s,-st. Electrical schematics of the whole system are attached to the MM: 

drawing no. 9E2: <strong>LS10</strong>-st, drawing no. 9E4 <strong>LS10</strong>-s. 

Warning: Use only automatic chargers designed to charge sealed lead acid 

batteries. To charge the battery to its full capacity a charger with 14.4 V max. 

charging voltage is necessary (normal automatic chargers charge only up to 

13.8V). Such a charger is available from DG Flugzeugbau code no. Z 08. 



- Positioning of fuses: 

• Main fuses at batteries. 

• Self resetting fuses for spindle drive, fuel pump (active only with fuel 

pump switch “ON”) and DEI-NT in control unit. 

• Self resetting fuses for fuel pump (active only with fuel pump switch 

“AUTO”) and refuelling pump in DEI-NT. 

• Circuit breaker for 12V-socket at lower part of instrument panel. 

• Circuit breakers for other items of equipment installed at lower part of 

instrument panel. 


7.15 Pitot-/Static pressure system 


1 Multi Probe : Pitot-/Static-/TE pressure port 

2 Pitot pressure port at fuselage nose. 

3 Static pressure port for airspeed indicator and altimeter – forward fuselage 

sides. 

4, Vacuum Bottles. 

A ASI E Capacity bottles for variometers 

B Altimeter G Variometer switch (Option): 

C Variometer TE (Soaring) / static ( Engine operstion) 

D Electrical Variometer (switch shown in „SOARING“ position 

Colours of instrument lines: 

1 Multi Probe: 

Pitot clear 

Static red 

TE green 

2 Front total pressure yellow 

3 Static pressure front blue (for ASI and altimeter only!) 

4 Variometer capacity bottles clear Ø8 mm (0,315 in) 

Note: To preserve the sealing-rings inside the holder for the Multi Probe, the end 

of the probe should be greased with e.g. Vaseline from time to time. 



7.16 Canopy 

Canopy emergency release 

Canopy locks : pull both red handles to stops 

- Right handle operates emergency canopy jettison, therefore 

it has longer travel than left handle. 

Pull with more than 15kg / 33lbs! 

- Hand force increases for emergency jettison travel to avoid 

unintentional jettison during normal operation. 

Canopy: Push off canopy using both red handles 

- The gas strut which lifts the instrument panel assists the 

canopy jettison. 

LS-latch (Röger hook): This device is installed at the upper rear end of the 

canopy and serves as hinge point for the canopy after 

emergency release.. 

Checking the emergency release on the ground and removal of canopy: 

One person must sit in the cockpit and one person must hold the canopy at the 

front end. 

1. With canopy closed pull on both red handles to bring them to the open 

position. Thereafter pull strongly on the right hand handle to jettison the 

canopy. 

2. As soon as the canopy is lifted by the instrument panel support the person 

at the front end must hold the canopy so that it will not be lifted more than 

approx. 3 cm ( 1 in.). 

3. The person in the cockpit must then lift the canopy at the rear end to 

disengage the LS-latch (Röger hook). 

4. Open the canopy simultaneously with the movement of the instrument 

panel. 

5. If you want to remove the canopy from the glider disconnect cables, if 

equipment like a GPS antenna is installed on the glare shield. 

Reinstalling the canopy: 

Two people are required to operate and hold the canopy 

1. Connect all cables, if equipment like a GPS antenna is installed on the 

glareshield 

2. Bring the locking lever at the canopy into the open position (rotate 

clockwise) 

3. Place the canopy on the instrument panel support. Move the locking pin 

with the knurled knob (at the instrument panel support) upwards and move 

the locking pin through the release cut-out in the canopy. Rotate the 

locking lever at the canopy counter-clockwise until the canopy is locked. 

Both elements are accessible from the fuselage nose with an open canopy. 



Caution: If you pulled the emergency release inadvertently while opening the 

canopy you should hold down the canopy at the emergency release handle. 

Then lift the canopy at the rear end with your left hand to disengage the Röger 

hook. Then open the canopy simultaneously with the movement of the 

instrument panel and take off the canopy. If you don’t follow this procedure 

the canopy might be damaged by the instrument panel. 

7.17 Miscellaneous equipment (Options) 

7.17.1 Removable Ballast 

The installation of one trim ballast weight 4R8-108 2.45 kg (5.4 lbs) at the 

holder in front of the rudder pedal assy decreases the necessary pilot mass by 

approximately 5,5 kg (12 lbs). (max. 3 front trim weights can be 

installed).Further data regarding Cockpit Load see section 6. 

7.17.2 Oxygen system 

A fiberglas receptacle is installed in the left hand side of the main bulkhead for 

3 or 4 Litre oxygen bottles of 100 mm (3.94 in) in diameter. Bottles must be 

fixed with the designated clamp (P/N.: 4R8-41c) 

After permanent installation of an oxygen system according to its 

manufacturer instructions by an adequately licensed maintenance/ repair shop, 

the sailplane including oxygen system must be inspected (Weight and Balance, 

Loading Instructions). 

When using a removable oxygen unit, its weight must be counted as cockpit 

load. 

7.17.3 Emergency Locator Transmitter (ELT) 

ELT: The ELT may be installed on the holder 9R96 according to installation 

plan 9EP24 attached to the Maintenance Manual and according to the ELT 

manufacturer’s instructions. 

The designated place is the moulding on the RH side of the landing gear box 

below the baggage compartment. As the ELT is not accessible in flight an 

ELT remote control must be installed. 

The gain access to the on-off switch of the ELT e.g. for switching off the 

ELT for ground transport, the radio speaker plate must be mounted on an 

access door according to drawing 4R07-091. 

Caution: Antenna installation is only certified according to installation plan 

9EP22 attached to the MM. 

After installation, a functional test and inspection must be performed by a 

licensed inspector. 

The ELT must be switched off during road transport. 

With ELT installed onto holder 9R96, the installation of an additional battery see 

AFM sect. 7.17.4 is not possible. 



7.17.4 Additional Battery 

If no ELT is installed, an additional 12V, 7Ah (4BR-255/2) battery with 

holder 9R56 may be installed on the holder 9R96 according to installation plan 

9EP24 attached to the Maintenance Manual. 

The designated place is the moulding on the RH side of the landing gear box 

below the baggage compartment. 

The battery must be connected to the corresponding cable and can be charged 

via the socket at the right hand side of the main bulkhead. The battery must be 

equipped with a 10 Amps Fuse (Flachstecksicherung FLSTESI-ROT-10A). 

7.17.5 Battery in the fin 

Only the factory supplied battery 12V, 7Ah (3BR-199) mass 2.6 kg may be 

installed in the fin. 

The battery must be equipped with a 10 Amps Fuse (Flachstecksicherung 

FLSTESI-ROT-10A). 

Section 4.2.4 and the loading chart see section 6.8.4 must be regarded. 

The wiring for this battery is in parallel to the battery in the baggage 

compartment 

7.17.6 Heavy tailwheel 

Instead of the standard tailwheel with plastic hub S23 a tailwheel with brass 

hub S27/1 may be installed. For installation a washer 8,4 DIN125 St zn must 

be placed at each side of the hub. Parts are available at DG Flugzeugbau. 

The difference in mass between both hubs is 3,0 kg (6.6 lbs.). With the brass 

hub the min. cockpit load is increased by 12,9 kg (28.5 lbs.). This higher value 

must be entered in the cockpit data placards and on page 6.6. Even if the heavy 

tailwheel is only installed occasuionally, the higher min. cockpit load must be 

entered. 

7.17.7 Removable headrest 

If the glider is flown without a back rest a separate headrest according to 

drawing 9R79 must be installed. 

For installation the back rest support must be removed and the lower end of 

the headrest will be fixed in the holder for the backrest support. 

The upper fixing point must be retrofitted to the glider. 

7.17.8 Transponder 

Installation of Transponder and Transponder antenna must be accomplished 

according to technical note DG-G-03. 



8 Sailplane handling, care and maintenance 

Section page 

8.1 Introduction......................................................................................... 8.2 

8.2 Inspection period, maintenance .......................................................... 8.2 

8.3 Alterations or repairs .......................................................................... 8.2 

8.4 Tie Down, Parking.............................................................................. 8.3 

8.5 Transport............................................................................................. 8.3 

8.6 Towing on the ground......................................................................... 8.4 

8.7 Cleaning and Care............................................................................... 8.4 




Section 8 contains manufacturer's recommended procedures for proper ground 

handling and servicing of the sailplane. It also identifies certain inspection and 

maintenance requirements which must be followed if the sailplane is to retain 

that new-plane performance and dependability. It is wise to follow a planned 

schedule of lubrication and preventive maintenance based on climatic and 

flying conditions encountered. 

8.2 Inspection period, maintenance 

The "Instructions for continued airworthiness” (maintenance manual) for the 

<strong>LS10</strong>-s, -st have to be followed. 

Before each rigging all the connecting pins and bushes should be cleaned and 

greased. This includes the control connectors. 

Once a year all the bearings and hinges should be cleaned and greased. See the 

greasing programme of the maintenance manual section 3.. 

Each year the control surface displacements, adjustments and general 

condition must be checked. (See the maintenance manual section 2). 

8.3 Alterations or repairs 

It is essential that the responsible airworthiness authority be contacted prior to 

any alterations on the aeroplane, to ensure that the airworthiness of the 

sailplane is not impaired. 

It is prohibited to execute the alteration without the approval of the 

airworthiness authority. 

The manufacturer will not be liable for the alteration or for damages resulting 

from changes in the characteristics of the aircraft due to alteration. 

So it is strongly recommended to execute no alternatives which are not 

approved by the aircraft manufacturer. 

External loads such as external camera installations are to be regarded as 

alterations! 

Repair instructions can be found in the <strong>LS10</strong>-s, -st repair manual. 

No repairs should be carried out without referring to the manual. 



8.4 Tie Down, Parking 

Use textile ropes or straps to tie down the wing tips. The fuselage should be 

tied down just ahead of the fin. 

Water ballast can be left in the wings for a few days only, but not when there 

is the possibility of freezing! On sunny days the cockpit should be closed and 

covered. 

Note: Longer parking with exposure to sun and humidity will cause premature 

ageing of the external surfaces of your sailplane. 

8.5 Transport 

It is recommended to carry this valuable sailplane in a factory recommended 

closed trailer. 

Approved fitting points: 

Inner wing panels: 

1. Wing spar as close to wing rootrib as possible or a rootrib wing cradle. 

2. A wing cradle at the taper change. 

Horizontal tailplane and outboard wing panel: 

Cradles as desired 

Fuselage: 

1. A felt lined fibreglass nose cap which does not extend over the canopy, 

secured to floor. 

2. Fuselage dolly in front of the undercarriage 

3. Tail wheel-well in trailer floor. Secure fuselage with a belt in front of the fin 

or hold it down with the trailer top (soft foam in top). 

All parts: 

All aircraft structures should not be subject to any unusual loads. With high 

temperatures that can occur inside trailers, these loads in time can warp any 

fibre reinforced plastic sailplane. 

The trailer should be well ventilated so as to prevent moisture build up which 

could result in bubbles forming in the gelcoat. A solar powered ventilator is 

recommended. 



8.6 Towing on the ground 

a) by towing from the tow hook using a rope with the standard double ring 

approved for the release 

b) by using a tow bar which is fixed at the tail dolly and a wing tip wheel. 

The tow bar and wing tip wheel may be ordered through the DG-Flugzeugbau 

factory. 

8.7 Cleaning and Care 

Exterior surfaces of the fibre-reinforced plastic parts 

The surfaces are coated by a UP-gelcoat or Polyurethane paint (Option). This 

surface is protected by a hard wax coating which has been applied during 

production with a rotating disc ("Schwabbel" procedure). Do not remove the 

wax, because this would lead to shading, swelling and cracking of the surface. 

In general, the wax coat is very resistant. As soon as the wax coat is damaged 

or worn, a new coat has to be applied (see maintenance manual sect. 3.1). If 

you store your aircraft often outside, this may be necessary every half year! 

Hints for care 

- Wash the surface only with clean water using a sponge and chamois. 

- The adhesive remains of tape may be removed with petroleum ether (pure 

petroleum spirit) which should be applied and removed immediately, 

otherwise this may lead to swelling of the gelcoat. 

- More stubborn dirt which cannot be removed by washing may be cleaned 

off with silicone-free, wax containing car polishes (e.g. 1Z Extra, Meguiars 

in USA). 

- Long-term dirt and shading can be removed by applying a new hard wax 

coat (see maintenance manual sect. 3.1). 

- Never use alcohol, acetone, thinner etc.. Do not use detergents for washing! 

- Protect the surface from intense sunlight. 

- Protect the aircraft from water and moisture. See sections 8.4 and 8.5. 

- Remove water that has entered and allow the aircraft to dry out. 

- Never store your wet aircraft in a trailer. 



Plexiglas canopy 

- Use clean water and a chamois for cleaning. 

- Stubborn dirt and small scratches can be removed by use of the "Schwabbel 

procedure" (see maintenance manual sect. 3.1). 

Metal parts 

- The pins and bushes for rigging the aircraft are not surface protected and 

must be covered with grease at all times. 

- The other metal parts, especially the control stick and all handles should 

occasionally be preserved with metal polishes. 


9 Supplements 


Section page 

9.1 Introduction......................................................................................... 9.2 

9.2 List of inserted supplements ............................................................... 9.2 

9.3 Emergency bail-out aid NOAH .......................................................... 9.3 




Section 9 contains the appropriate supplements necessary to safely and efficiently 

operate the sailplane when equipped with various optional systems and equipment 

not provided with the standard sailplane. 

9.2 List of inserted supplements 

Date of Document No. Title of the inserted supplement 

insertion 

October 2009 9.3, 9.4, 9.5 Emergency bail-out aid NOAH (Option) 



9.3 Emergency bail-out aid NOAH 

Section 1 

Introduction 

In the following text the changes to those sections of the flight manual which 

are effected by the NOAH bail-out aid will be given 

Brief description 

NOAH is a system to facilitate the bail-out of the cockpit in an emergency. 

NOAH is a supplementation to the parachute. 

NOAH features an airbag similar to a car airbag. The gas which is necessary to 

inflate the bag is stored in a pressurised gas cylinder. The actuation is by 

mechanical means via a handle at the right hand side cockpit wall. 

To actuate NOAH the canopy must be opened or jettisoned first. The system is 

secured by a metal plate at the actuation unit which is blocked by a GFRP 

block at the canopy frame. 

When the NOAH system is activated the seat harness buckle will be opened 

prior to the opening of the pressurised gas cylinder. The pilot will be lifted by 

the airbag so that he can roll himself out of the cockpit. 

If NOAH is used together with an automatic parachute, the emergency bail out 

procedure will be more or less automatic after operation of the NOAH handle. 

Note: The NOAH airbag is constructed with a designed porosity so that after 

filling the gas will stream out slowly. This is to prevent injuries to the pilot if 

the seat harness buckle is not opened. 

Technical data: 

Mass of all parts: approx. 4,5 kg 

Generation of pressure: nitrogen approx. 200 bar 

Filling time: approx. 2 seconds 

Design range: pilot mass 110 kg up to 4 g 



Section 3 

Use of NOAH in case of an emergency bail out: 

Note: We recommend strongly the use of an automatic parachute. Only with an 

automatic parachute will the bail out procedure be nearly automatic and 

precious time and altitude can be saved. 

For the bail out jettison the canopy first. 

To do so firmly pull both red handles to their stops. The right handle operates 

the emergency canopy jettison. Lift canopy upwards at both red handles. 

Then pull the NOAH handle (at the right hand side cockpit wall, marked black 

and yellow) strongly and quickly up to its stop. 

Note: Don’t operate the NOAH handle on the ground with open canopy as you 

may release NOAH and the pressurised gas cylinder must be filled again. 

Section 4 

a) Pre-flight inspection 

Check the airbag, the high pressure hose and the operating cables for 

correct positioning and for any wear. 

Check especially if the nipple of the cable which opens the seat harness 

buckle is positioned in front of the cam of the actuation unit see sketch: 

towards seat 

harness buckle 

direction of flight 

cam detail of the actuation 

nipple 

unit 

b) For normal opening of the seat harness buckle rotate the buckle only in 

anti-clockwise direction. 



Section 7 

The NOAH actuation handle is located at the right hand side 

cockpit wall, it is marked black and yellow. 

A sticker is wrapped around the actuation handle and the 

guiding tube for the actuation cable. The sticker serves as an 

additional means to guard against inadvertent operation. 

Section 8 

For inspections and maintenance please refer to the “manual for the 

emergency bail out-aid NOAH“. 

NOAH 

airbag

LS10-s / LS10-st - DG Flugzeugbau

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