7. CERTIFICATION TESTING
All S10 certification flight testing was completed in 1989, except for confirmatory test of the 3-piece wing (which was already certified for structural load by ground test to over 9 g without failure). Also during 1990, to satisfy a new LBA requirement a Stall Warning device for powered flight had to be developed and certified. Flight testing included spinning behind the rearmost CG, with one wing heavy (full fuel) and the other light.
In flutter trials the S10 has been flown at true airspeeds up to 365 kph - 197 knots !!
Failure of the driveshaft under full power was a structural test required by the certification authorities to prove that there would be no danger to the pilots or to the primary structure. The propshaft was artificially fractured and the engine run at wide- open throttle (4500rpm!!). The broken shaft continued to rotate in the tunnel as if on bearings. Even the small "jumps" of the propshaft did not do the slightest damage to the kevlar tunnel.
S10 certification by the LBA German Authorities was completed in December 1990. The first British Registered S10, No 15: G-BSVU, achieved CAA Approval in May 1991.
The S10-V with VP Prop was LBA approved in September 1994. CAA approval of No 64, G-BVYZ, the first British S10-V, followed in June 1995.
The S10-VT with Rotax 914 Turbo engine was approved by the LBA, FAA and then, with the first British S10-VT, by the CAA in May 1998. Flown dual at maximum weight in certification flight testing, a climb rate of 800 feet / minute was measured for three successive minutes. Powered climb has since been tested to 30,000 feet.
8. PRODUCTION.
The change to the 3-piece wing necessitated 6 all-new new moulds - believed to be the most technologically advanced in Germany, even the world. The opportunity was taken to incorporate a number of other changes, improving the production processes and efficiency.
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Computer-aided manufacturing techniques (CAD/CAM) achieved ultimate profile accuracy. |
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Moulds are of carbon-fibre to avoid differential expansion between mould and wing. |
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Computer-controlled warm-air ducting is built into the moulds to ensure consistent curing. |
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Result:- high quality, stable wings, without needing excessive,
time-consuming finishing work. |
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The 200th S10 has been built and delivered by December 2006. |
9. MAINTENANCE.
The S10 is maintained through the BGA Inspection system as a motor-glider using the CAA LAMS schedule. At least three professional maintenance organisations now have S10 experience:
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10. COST AND DELIVERY TIMING.
A separate, up to date listing of specifications, optional equipment and prices is available. We will be pleased to make recommendations, based on current owners’ experience and your proposed use of the machine.
Delivery timing is generally around nine months from order, although earlier opportunities are sometimes available taking spare slots in the production schedule.
For further information and assistance, and for advice on optional equipment, please contact:-
Mike Jefferyes, "Tanglewood", Fingrith Hall Rd., Blackmore, Ingatestone, Essex CM4 0RU. UK.
Phone/AutoFax (+44) 01277 823066 E-mail: MikeJefferyes@STEMME.co.uk