ZAKŁADY LOTNICZE Margański & Mysłowski Bielsko-Biała, Poland

FLIGHT MANUAL

for a glider

Type/ variants MDM-1 “Fox” MDM-1P “Fox-P”

Factory Nº

Registration Nº

This glider is to be operated in compliance with information and limitations contained herein. This document should be always carried onboard.

ISSUE V / 29 April 2016 for FAA Type Validation

FLIGHT MANUAL Issue: V Revision: 03 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 2925 April November 2016 2020 Margański & Mysłowski MDM-1P “Fox-P” Page: 2 Pages: 60

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 pages 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 left hand margin, and the Revision Number and the date will be shown in appropriate cells in the heading.

Revision Affecte Affected Date of Approval Date of Date of Signature Number d Pages Issue Approval Insertion Section 1 0 2, 3 30 Nov MDM-1 FOX/ 30 Nov 2016 1/2016 FM, under 2016 2 14 authority of DOA ref EASA.21J.117 valid for S/N up to 247 inclusive 2 0 2, 3, 4 08 Dec MDM-1 FOX/ 08 Dec 2016 2/2016 FM, under 2016 9 57 authority of DOA INDEX 60 ref EASA.21J.117 3 0 2, 3, 3A, 25 Nov MDM-1 FOX/ 25 Nov where used, 2020 17/2020 FM, under 2020 indexed page 2 14, 14i, authority of DOA No identifies: ref EASA.21J.117 i,ii, -added new 7 19A, 20A, Manual page, not present in 46, 46A, orig. issue 47, 47A, A,B -alternat. INDEX 48, 50, 52 variant of page, appropriate for 60 equipment installed

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0.2. LIST OF EFFECTIVE PAGES

Section Page Date of Issue Section Page Date of Issue 0 1 29 April 2016 5 36 29 April 2016 2 25 November 2020 Appr. 37 29 April 2016 3 25 November 2020 Appr. 38 29 April 2016 4 08 December 2016 39 29 April 2016 1 5 29 April 2016 40 29 April 2016 6 29 April 2016 6 41 29 April 2016 7 29 April 2016 42 29 April 2016 8 29 April 2016 43 29 April 2016 9 29 April 2016 7 44 29 April 2016 10 29 April 2016 45 29 April 2016 11 29 April 2016 46 25 November 2020 2 12 29 April 2016 47 25 November 2020 Appr. 13 29 April 2016 48 25 November 2020 Appr. 14 25 November 2020 49 29 April 2016 Appr. 14i 25 November 2020 50 25 November 2020 Appr. 15 29 April 2016 51 29 April 2016 Appr. 16 29 April 2016 52 25 November 2020 Appr. 17 29 April 2016 53 29 April 2016 Appr. 18 29 April 2016 8 54 29 April 2016 Appr. 19 29 April 2016 55 29 April 2016 Appr. 20 29 April 2016 56 29 April 2016 3 21 29 April 2016 9 57 08 December 2016 Appr. 22 29 April 2016 58 29 April 2016 Appr. 23 29 April 2016 59 29 April 2016 4 24 29 April 2016 INDEX 60 25 November 2020 Appr. 25 29 April 2016 Appr. 26 29 April 2016 Appr. 27 29 April 2016 Appr. 28 29 April 2016 Appr. 29 29 April 2016 Appr. 30 29 April 2016 Appr. 31 29 April 2016 Appr. 32 29 April 2016 Appr. 33 29 April 2016 Appr. 34 29 April 2016 Appr. 35 29 April 2016

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0.2. LIST OF EFFECTIVE PAGES

Section Page Date of Issue Section Page Date of Issue 0 1 29 April 2016 5 36 29 April 2016 2 25 November 2020 Appr. 37 29 April 2016 3A 25 November 2020 Appr. 38 29 April 2016 4 08 December 2016 39 29 April 2016 1 5 29 April 2016 40 29 April 2016 6 29 April 2016 6 41 29 April 2016 7 29 April 2016 42 29 April 2016 8 29 April 2016 43 29 April 2016 9 29 April 2016 7 44 29 April 2016 10 29 April 2016 45 29 April 2016 11 29 April 2016 46A 25 November 2020 2 12 29 April 2016 47A 25 November 2020 Appr. 13 29 April 2016 48 25 November 2020 Appr. 14 25 November 2020 49 29 April 2016 Appr. 14i 25 November 2020 50 25 November 2020 Appr. 15 29 April 2016 51 29 April 2016 Appr. 16 29 April 2016 52 25 November 2020 Appr. 17 29 April 2016 53 29 April 2016 Appr. 18 29 April 2016 8 54 29 April 2016 Appr. 19A 25 November 2020 55 29 April 2016 Appr. 20A 25 November 2020 56 29 April 2016 3 21 29 April 2016 9 57 08 December 2016 Appr. 22 29 April 2016 58 29 April 2016 Appr. 23 29 April 2016 59 29 April 2016 4 24 29 April 2016 INDEX 60 25 November 2020 Appr. 25 29 April 2016 Appr. 26 29 April 2016 Appr. 27 29 April 2016 Appr. 28 29 April 2016 Appr. 29 29 April 2016 Appr. 30 29 April 2016 Appr. 31 29 April 2016 Appr. 32 29 April 2016 Appr. 33 29 April 2016 Appr. 34 29 April 2016 Appr. 35 29 April 2016

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0.3. TABLE OF CONTENTS

1. GENERAL (a non-approved section)

2. LIMITATIONS (an approved section)

3. EMERGENCY PROCEDURES (an approved section)

4. NORMAL PROCEDURES (an approved section)

5. PERFORMANCE (a partly approved section)

6. WEIGHT AND BALANCE (a non-approved section)

7. GLIDER AND ITS SYSTEMS DESCRIPTION (a non-approved section)

8. GLIDER HANDLING AND MAINTENANCE (a non-approved section)

2 9. SUPPLEMENTS (a non-approved section)

0.4. EDITORIAL This Manual lists numbers with decimals using a comma instead of a period. For example, the value of two and three quarters is represented as “2,75” versus the U.S. format “2.75”. FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 5 Pages: 60

1. GENERAL

1.1. Introduction

1.2. Certification basis

1.3. Warnings, Cautions and Notes

1.4. Glider description and technical data

1.5. Three-view drawing

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1.1. Introduction

The glider Flight Manual has been prepared to provide pilots and instructors with information for the safe and efficient operation of the glider in both approved variants: MDM-1 “Fox” and MDM-1P “Fox-P”. This Manual includes the material required to be furnished to the pilot by JAR-22. It also contains supplemental data supplied by the glider manufacturer. Pages identified with the “Approved” label have been approved by CAA Poland in the original certification process. This Flight Manual is FAA approved for U.S. registered aircraft in accordance with the provisions of 14 CFR Section 21.29, and is required by FAA Type Certificate Data Sheet No G00069CE.

Originally designed for aerobatics, the MDM-1 “Fox” is successfully used for both competition flying, as well as for initial and advanced training in aerobatics, to include unlimited aerobatics with a 2-person crew. This glider facilitates the safe and effective instruction of student pilots to introduce them to every aerobatic maneuver and unusual attitude encountered in flying. Over the project run, the original variant (MDM-1 “Fox”) has been modified to accommodate detachable wing-tips, permitting an extension of the wing span for non- aerobatic soaring flight. This new variant with interchangeable wing-tips (MDM-1P “Fox-P”), permits easy, in-field conversion between the Aerobatic and Utility versions by the simple exchange of short/long wing-tips, expanding the range of possible applications. The aforementioned glider variants, differing in details explained below, have been defined and used in the formal process of design approval:

glider variant MDM-1 “Fox” MDM-1P “Fox-P” project area Short wing-tip permanently Short or long wing-tips, interchangeably Design/ bonded to wing in the original attached to the wing in a socket added to construction: manufacture. the original wing design. Operational Aerobatic Category (short wing-tips); limitations: Aerobatic Category; aerotow/winch-launch takeoffs. aerotow/winch-launch takeoffs. Utility Category (long wing-tips); aerotow takeoffs only. For operation practice however, important is to distinguish between the listed below glider versions (configurations): AEROBATIC (short wing-tips/basic wing span), and UTILITY (long wing-tips/extended wing span). FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 7 Pages: 60

1.2. Certification basis

This type of glider has been originally approved by the Polish Civil Aircraft Inspection Board, in accordance with JAR-22, Change 4 dated 7 May 1987, and with exemptions contained in Technical Data Sheet, Issue IV dated January 1999. Type Certificate No BG-197 has been issued on 27 July 1994. This glider has been certified in the following Categories: AEROBATIC: glider with basic wing span of 14,00 m {45,9 ft} intended for unlimited aerobatic maneuvers. UTILITY: glider with wing span extended to 16,15 m {53,0 ft} intended for normal soaring flight and limited aerobatic maneuvers.

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 operation item, not directly related to flight safety but which is important or unusual. FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 8 Pages: 60

1.4. Glider description and technical data

MDM-1 “Fox” is a two-seat, mid-wing aerobatic glider with conventional cruciform tail arrangement. The structure is glass-epoxy and carbon-epoxy composite.

Glider can be used in two versions:

AEROBATIC: with short wing-tips, basic wing span of 14,00 m {45,9 ft}, suitable for unlimited aerobatic maneuvers.

UTILITY: with long wing-tips extending span to 16,15 m {53,0 ft}, suitable for limited aerobatic maneuvers and soaring flight. Wings: Two-panel planform of considerable taper. Monospar structure with an auxiliary spar and sandwich type skin. Double C shaped spar. Monoplate air brakes extend on wing upper surface only. Straight wings are mid-mounted through the fuselage with no dihedral. Large-span constant-chord Friese-type ailerons, split in two panels, mass-balanced and suspended on 7 hinges. Overlapping-type spar connection, connecting the wings together and to the fuselage with two horizontal bolts extending to the rear drag spar fittings. Fuselage: Monocoque sandwich structure with integral fin and permanently bonded seat pans. Two-piece, side-hinged canopy opening out to the right. Total pressure probe located within the fresh air vent in the fuselage nose, with static pressure posts located further aft on either side of the fuselage nose. Transceiver antenna installed in the vertical fin. Aerotow hook is installed under the fuselage nose and winch-launch hook (later on referred to as C.G. hook) installed in front of the main landing gear fairing. Removable balancing weights may be installed, on both sides of cockpit floor at front seat. Handgrip-adjustable front cockpit rudder pedals. Ground-adjustable front seat backrest pan by changing the position of the sliding back rest support. Tail unit: conventional cruciform layout comprised of fixed horizontal stabilizer and elevator, vertical fin and rudder, with aerodynamically/mass-balanced control surfaces. Control system: Elevator and aileron control system — pushrod type. Rudder control system — cable type. Air brake control system — combined type (in fuselage) & pushrod type (in wings). The elevator control system is equipped with a spring-type trimming device located at a base of the front cockpit control stick, operated with a lever in selectable detents.

Landing gear: Faired fixed landing gear (with main and tail wheels). Hydraulic disc brake on the main wheel, with actuation coupled to the aft-end stroke of the air brake lever. FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 9 Pages: 60

Main technical data:

Version

AEROBATIC UTILITY1

Wing span 14,00 m 45,9 ft 16,15 m 53,0 ft Length (measured to 7,38 m 24,2 ft = rudder top edge) Height 2,25 m 7,4 ft = (measured in flight attitude) Wing dihedral 0 deg = Wing leading edge sweep 0 deg = Wing area 12,34 sqm 132,8 sqft 13,09 sqm 141,0 sqft Aspect ratio 15,88 19,92 Root chord 1,308 m 4,29 ft = Mean Standard Chord 2 0,971 m 38,2 in 0,938 m 36,9 in

Wing profile NACA 641 412 = Tailplane span 3,16 m 10,40 ft = Tailplane area 1,873 sqm 20,2 sqft =

Tailplane profile NACA 631012 – 63006mod = Fin and rudder area 1,123 sqm 12,0 sqft =

Fin and rudder profile NACA 632015 – 631012 = Nominal empty weight (without balancing weights- 350,0 kg 772,0 lb 355,0 kg 783,0 lb for information only) Empty glider C.G. range 620 - 645 mm 24,4 - 25,4 in = (aft of Datum Plane3)

1 Values for the UTILITY version are only specified in the table when different from those of the AEROBATIC version 2 Mean Standard Chord (MSC) – chord of aerodynamically equivalent rectangular wing, 2,1 mm (0,1 in) aft of Datum 3 Datum Plane vertical plane passing through the wing leading edge, see also Technical Service Manual FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 10 Pages: 60

Version

AEROBATIC UTILITY

Max in-flight weight 530,0 kg 1168,0 lb 535,0 kg 1179,0 lb In-flight C.G. range (aft of Datum Plane 213 – 379 mm 8,4 – 14,9 in = -for information only) In-flight C.G. range 22 – 39 %MSC 23 – 40 %MSC (for information only) Max wing loading 42,95 kg/sqm 8,80 lb/sqft 40,87 kg/sqm 8,37 lb/sqft Max L/D 1 : 32 1 : 35

Position/arm of load components - front instrument panel = 1580 mm 62,2 in (fore of DP) - balancing weights = 1520 mm 59,8 in (fore of DP) - pilot on front seat = 950 mm 37,4 in (fore of DP) - rear instrument panel = 440 mm 17,3 in (fore of DP) - pilot on rear seat 60 mm 2,4 in = (aft of DP) - luggage not allowed =

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1.5. Three view drawing

(5,5 ft)

(24,2 ft)

ft)

10,4 (

53,0 53,0 ft) (

(49,3 ft)(49,3

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2. LIMITATIONS

2.1. Introduction

2.2. Airspeed

2.3. Airspeed indicator markings

2.4. Accelerometer markings

2.5. Power plant, fuel and oil — NOT APPLICABLE

2.6. Power plant instrument markings — NOT APPLICABLE

2.7. Weight

2.8. Center of Gravity

2.9. Approved maneuvers

2.10. Maneuvering load factors

2.11. Flight crew

2.12. Kinds of operation

2.13. Minimum equipment

2.14. Aerotow and winch launching

2.15. Other limitations

2.16. Limitation placards

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2.1. Introduction

Section 2 contains operating limitations, instrument markings and basic placards, necessary for safe operation of the glider, its systems and standard equipment. The limitations in this Section have been approved by the Polish Civil Aircraft Inspection Board.

2.2. Airspeed

Airspeed limitations and their operational significance are shown below:

Symbol Speed IAS Remarks km/h kts

VNE Never Exceed speed 282 152 Do not exceed this speed in any operation 1 and do not use more than /3 of control deflection.

VRA Rough Air speed 225 122 Do not exceed this speed except in smooth air, and then only with caution. Examples of rough air are: lee-wave rotor, thunder-clouds, etc.

VA Maneuvering speed 214 116 Do not make full or abrupt control movement above this speed, because under certain conditions the glider may be overstressed by full control movement. 1 VW Max Winch-launch 150 81 Do not exceed this speed during winch- speed launching.

VT Max Aerotow speed 150 81 Do not exceed this speed during aerotowing.

WARNING: In high altitude flight, the true airspeed is higher than value indicated by airspeed indicator. To maintain the safe margin against the flutter limit related to true airspeed value, VNE must be reduced with altitude to values specified in the following table.

Flight Altitude [m] 0 – 3000 4000 5000 5500 VNE IAS [km/h] 282 267 253 246 Flight Altitude [ft] 0 – 10000 13000 16000 18000 VNE IAS [kts] 152 145 138 133

1 Winch-launching is only permitted for the AEROBATIC version (it is prohibited for the UTILITY version)

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2.3. Airspeed indicator markings

Airspeed indicator markings and their color-code significance are shown below.

Marking IAS (value or range) Significance km/h kts

Green arc 92 – 225 50 – 122 Normal operating range Lower limit is 1,1 VS1 at maximum 1 weight and most forward C.G. 1 Upper limit is Rough Air Speed (VRA) .

Yellow arc 225 – 282 122 – 152 Caution operating range Maneuvers must be conducted with caution and in smooth air only. Upper limit is Never Exceed speed (VNE).

Red radial line 282 152 Maximum speed for all operations (VNE).

Yellow triangle2 115 62 Approach speed at maximum in-flight weight.

2.4. Accelerometer markings 3 item 2.4 moved to next page

1 1 Leaving markings for the upper airspeed limit of the Normal Operating Range at VA =116 kts, in accordance with item 4.B. of Service Bulletin No BO-22/2015 i.e. at a value lower than allowed for the design (VRA =122 kts), is considered conservative and accepted on this particular S/N, lying in the range up to 247 inclusive. 2 Approach speed is 110 km/h for the UTILITY version and 115 km/h for the AEROBATIC version (59 and 62 kts, respectively); however, in order to declutter the instrument face, only the higher of these two values are marked.

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2.4. Accelerometer markings

3 Marking Value Significance Red diode on front instrument panel Maximum allowed +7/-5 g and (positive/negative) (TL-3424) maneuvering load factor “WARNING MAX” or “WARNING MIN” with a two person (dual) crew. message on upper part of instrument display. (MGL INFO-1) Pointer on yellow field and acceleration value highlighted by a yellow flashing background Red diode on front instrument panel +9/-6 g Maximum allowed and (positive/negative) maneuvering load factor (TL-3424) with a one person (solo) crew. “ALARM MAX” or “ALARM MIN” message on upper part of instrument display. (pilot weight 100 kg {220 lb})

(MGL INFO-1) Pointer on red field and acceleration value highlighted by a red flashing background

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2.5. Power plant, fuel and oil — NOT APPLICABLE

2.6. Power plant instrument markings — NOT APPLICABLE

2.7. Weight

Version AEROBATIC UTILITY kg lb kg lb Max takeoff & landing weight 530,0 1168,0 535,0 1179,0 Max takeoff & landing weight 450,0 992,0 N/A for extended maneuvering load factor range of +9/-6 g in solo flight Max weight of non-lifting structural 165,0 364,0 165,0 364,0 parts (empty glider without wings) Max weight in luggage compartment 0 0 0 0

2.8. Center of Gravity

Version AEROBATIC UTILITY mm in mm in C.G. range (in-flight) 213 – 379 8,4 – 14,9 213 – 379 8,4 – 14,9 aft of Datum Plane C.G. range (empty glider) 620 – 645 24,4 – 25,4 620 – 645 24,4 – 25,4 aft of Datum Plane Datum Plane is a vertical plane passing through the wing leading edge

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2.9. Approved maneuvers

This glider is certified in both AEROBATIC and UTILITY categories. Approved maneuvers for each glider Category are listed below, whereas the recommended entry airspeeds and average load factors for particular maneuvers are given in FM Section 4:

Version AEROBATIC UTILITY /configuration Maneuvers • Upright loop • Upright spin • Inverted loop upwards • Upright loop (from inverted flight) • Stall turn • Inverted loop downwards • Lazy eight • Stall turn • Chandelle • Inverted stall turn • Steep turn • Aileron roll • Upright snap roll • Inverted snap roll • Snap roll in downward angle • Inverted snap roll in downward angle • Upright snap roll downwards • Inverted snap roll downwards • Upright spin • Inverted spins • Tail-slides (2 sec)

WARNING: Aerobatics in rough air is PROHIBITED

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2.10. Maneuvering load factors

Version AEROBATIC UTILITY Maximum allowed load factor range +7,0/-5,0 g +5,3/-2,65 g

Extended load factor range for solo flight +9,0/-6,0 g N/A (pilot weight 100 kg {220 lb}

2.11. Flight crew

The crew consists of one-person (solo) or two-persons (dual). Solo flight is permitted from the front seat only. The weight of crew in either seat (front/rear) is limited to the range of 55–110 kg {121–242 lb}, and in both seats together – to 180 kg {397 lb), however:  for pilot(s) weight at the lower end of this range, installation of balancing weights (see FM item 7.13 Other Equipment) may be necessary to maintain the glider C.G. within allowed limits  for the extended load factor range of +9/-6 g in solo flight, pilot weight shall not exceed 100 kg{220 lb} For max and min limits of cockpit loads specific to a particular S/N glider, refer to the cockpit placard and weighing record in FM Section 6.

2.12. Kinds of operation

Flying in anticipated icing conditions and night flying — PROHIBITED Cloud flying — ALLOWED provided pilot and glider meet National Regulations.

NOTE: For U.S. Operators Cloud Flying is considered flying in Instrument Meteorological Conditions (IMC) and requires an Instrument Flight Rules (IFR) clearance in the U.S.. This is permissible in the U.S. provided the pilot has the appropriate rating per 14 CFR 61.3, the glider contains the necessary equipment specified under 14 CFR 91.205, and the pilot complies with IFR requirements.

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2.13. Minimum equipment

For normal (soaring) flight:  altimeter,  airspeed indicator, range up to 300 km/h {160 kts}  5-point safety harness in each seat,  parachute or back cushion for each crew member, (cushion thickness: 8 cm {3 in} for the front seat, and 2 cm {1 in} for the rear seat) For aerobatic flight (in addition to the above):  accelerometer, (range +9/-6 g – at minimum) (for dual aerobatics instruction, an accelerometer must be in both instrument panels) In addition to the normal equipment, the following optional items are included among the standard equipment of the glider:  variometers (with compensator or total energy probe),  pressure compensation bottle,  bank indicator,  compass,  seat cushions.

2.14. Aerotow and winch launching

Aerotowing is allowed from the nose hook only. Winch-launching is allowed from the C.G. hook only, and then only in the AEROBATIC version (PROHIBITED in the UTILITY version). For aerotowing and winch-launching, a cable with a weak link or breaking strength of 677 daN {1525 lb} ± 10 per cent shall be used. Conduct aerotows with a nylon cable of length 25–60m/ {80–195ft}. Max speed for aerotowing and winch-launching is 150 km/h {81 kts}. Autotow-launching — PROHIBITED.

2.15. Other limitations

Cross-country flying, both free and aerotowed, in the AEROBATIC version — solo crew only (permissible with dual crew provided the glider remains within final glide of an unobstructed smooth landing surface). NOTE: The stall speed with the basic wing span of the AEROBATIC version at max all-up weight exceeds the 80 km/h limit recommended by airworthiness requirements. To reduce the risk of off-field landing with a high approach and landing speed, flight beyond reach of an airfield should only be undertaken with a solo crew.

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2.16. Limitation placards

Following placards should be placed in a conspicuous place in cockpit:

LIMITATIONS

1. Night flying - PROHIBITED 2. Cloud flying - ALLOWED provided pilot and glider meet National Regulations 3. Flying in anticipated icing - PROHIBITED 4. Aerobatics - ALLOWED in accordance with Flight Manual, item 4.5.9.

BEFORE FLIGHT

- Check cockpit for loose items - Check security of balancing weights (required for pilot(s) under 70 kg {154 lb} - Fasten and tighten safety belts - Adjust pedals and back rest (at front seat). - Check access to all instruments and controls. - Check full, unrestricted deflection of controls. - Retract and lock air brake. - Set altimeter to correct elevation. - Set elevator trim to “nose heavy”. - Close and lock both canopies. - Perform communications check (if radio equipped).

SPEED LIMITATIONS Aerotow from nose hook only. Use 25 - 60 m {80 - 195 ft) long

IAS [km/h] [kts] nylon cable with safety link of 677 daN {1525 lb} ±10% strength.

VNE 282 152 Note: optional, if installed

VRA 225 122 Winch-launch from C.G. hook only, and only in AEROBATIC version (basic wing span). VA 214 116 Use cable with safety link VT 150 81 of 677 daN {1525 lb} ±10% strength.

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MAXIMUM ALLOWED ALL-UP WEIGHT version/configuration kg/lb AEROBATIC (A) UTILITY (U) g-loads limited to +7/-5 g 530/1168 535/1179 solo flight, g-loads extended to +9/-6 g 450/992 N/A

COCKPIT LOAD LIMITS (crew incl parachute) * G-LOAD LIMITS Total payload Balancing on front and rear seats AEROBATIC (A) UTILITY (U) weights min max kg lb kg lb kg / lb Solo flight, extended g-load range 55 121 89 196 2x5,5 / 2x12 +9/-6 g N/A 70 154 100 220 0 Solo flight 55 121 110 242 2x5,5 / 2x12 +7/-5 g +5,3/-2,65 g 70 154 110 242 0 Two-person crew 110 242 169 372 2x5,5 / 2x12 +7/-5 g +5,3/-2,65 g 118 259 180 397 0 Solo flight only from the front seat Load on every crew seat (front/rear) may not exceed 55 – 110 kg {121 – 242 lb} Balancing weights 2x5,5 kg (2x12 lb) are required for pilot(s) weight under 70 kg {154 lb}

(*) Maximum and minimum cockpit load limit (on every one, and on both seats) may not be exceeded. As the actual limits for this glider (to which this Manual refers) may differ from the nominal values listed above, the cockpit placard must always present the actual data, as entered in Flight Manual item 6.2 Records of actual weighing/permitted payload range. Optionally, it is also acceptable to compute the gross weight and C.G. position for each flight using the methodology specified in Flight Manual Suppl No3, Weight and C.G. calculation.

Flight altitude [m] 0-3000 4000 5000 5500

VNE IAS [km/h] 282 267 253 246 Flight altitude [ft] 0-10000 13000 16000 18000

VNE IAS [kts] 152 145 138 133

Main wheel Tail wheel pressure: pressure: 0,2 MPa 0,15 MPa 29 psi 22 psi

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2.16. Limitation placards

Following placards should be placed in a conspicuous place in cockpit: 3 LIMITATIONS

1. Night flying - PROHIBITED 2. Cloud flying - ALLOWED provided pilot and glider meet National Regulations 3. Flying in anticipated icing - PROHIBITED 4. Aerobatics - ALLOWED in accordance with Flight Manual, item 4.5.9.

BEFORE FLIGHT

- Check cockpit for loose items - Check security of balancing weights (required for pilot(s) under 70 kg {154 lb} - Fasten and tighten safety belts - Adjust pedals and back rest (at front seat). - Check access to all instruments and controls. - Check full, unrestricted deflection of controls. - Retract and lock air brake. - Set altimeter to correct elevation. - Set elevator trim to “nose heavy”. - Close and lock both canopies. - Perform communications check (if radio equipped).

SPEED LIMITATIONS Aerotow from nose hook only. Use 25 - 60 m {80 - 195 ft) long

IAS [km/h] [kts] nylon cable with safety link of 677 daN {1525 lb} ±10% strength.

VNE 282 152 Note: optional, if installed

VRA 225 122 Winch-launch from C.G. hook only, and only in AEROBATIC version (basic wing span). VA 214 116 Use cable with safety link of 677 daN {1525 lb} ±10% strength. VT 150 81

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3 MAXIMUM ALLOWED ALL-UP WEIGHT version/configuration kg/lb AEROBATIC (A) UTILITY (U) g-loads limited to +7/-5 g 530/1168 535/1179 solo flight, g-loads extended to +9/-6 g 450/992 N/A

COCKPIT LOAD LIMITS (crew incl parachute) * G-LOAD LIMITS Total payload Balancing on front and rear seats AEROBATIC (A) UTILITY (U) weights min max kg lb kg lb kg / lb Solo flight, extended g-load range 55 121 89 196 2x5,5 / 2x12 +9/-6 g N/A 70 154 100 220 0 Solo flight 55 121 110 242 2x5,5 / 2x12 +7/-5 g +5,3/-2,65 g 70 154 110 242 0 Two-person crew 110 242 169 372 2x5,5 / 2x12 +7/-5 g +5,3/-2,65 g 118 259 180 397 0 Solo flight only from the front seat Load on every crew seat (front/rear) may not exceed 55 – 110 kg {121 – 242 lb} Balancing weights 2x5,5 kg (2x12 lb) are required for pilot(s) weight under 70 kg {154 lb}

(*) Maximum and minimum cockpit load limit (on every one, and on both seats) may not be exceeded. As the actual limits for this glider (to which this Manual refers) may differ from the nominal values listed above, the cockpit placard must always present the actual data, as entered in Flight Manual item 6.2 Records of actual weighing/permitted payload range. Optionally, it is also acceptable to compute the gross weight and C.G. position for each flight using the methodology specified in Flight Manual Suppl No3, Weight and C.G. calculation.

Flight altitude [m] 0-3000 4000 5000 5500

VNE IAS [km/h] 282 267 253 246 Flight altitude [ft] 0-10000 13000 16000 18000

VNE IAS [kts] 152 145 138 133

Main wheel Tail wheel pressure: pressure: 0,2 MPa 0,15 MPa 29 psi 22 psi

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3. EMERGENCY PROCEDURES

3.1. Introduction

3.2. Canopy jettison

3.3. Bailing out

3.4. Stall recovery

3.5. Spin recovery

3.6. Spiral dive recovery

3.7. Power plant failure — NOT APPLICABLE

3.8. Fire — NOT EXPECTED

3.9. Other emergencies

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3.1. Introduction

Section 3 provides checklist and amplified procedures for coping with emergencies that may occur.

3.2. Canopy jettison

1. Pull back simultaneously with both hands: the red lever on the right-hand side of the canopy and the canopy-locking lever on the left-hand side (see Fig. 7.1 and 7.2). 2. Push the canopy upwards and away, if necessary.

WARNING: Both canopies cannot be jettisoned by one person. Each crew member should be familiarized with canopy jettison and bailing out procedures.

3.3. Bailing out

1. Jettison the canopy. 2. Release the safety belts. 3. Grasp cockpit frame, pull up legs and bail out. 4. If the glider is gyrating (e.g. spinning) bail out towards the center of rotation.

3.4. Stall recovery

The glider, both in straight and turning flight, provides clear stall warning in the form of perceptible vibrations, with sufficient margin prior to stall, as the critical angle of attack is approached. Aileron control remains effective up to stall. Stall is characterized by a g-break (i.e. nose-drop below the horizon). Altitude loss in a wings-level stall is 20–30 m {65–100 ft}. With control stick held completely aft and lateral control maintained with ailerons, the glider enters a deep stall condition with considerable sink rate of up to 8 m/s {1500 ft/min}. Recovery from a deep stall is straightforward and immediate by pushing the control stick slightly forward of neutral, or by releasing the controls. The stall characteristics are similar for both versions of the glider.

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3.5. Spin recovery

Fully developed spins may be unsteady, with oscillations in both pitch and rotational speed. The delay in recovery reaches its maximum value in the second turn, where both acceleration of rotation and spin flattening occur. Even under these conditions, the delay in spin recovery does not exceed one turn. The normal (upright) spin recovery procedure: 1. Deflect the rudder opposite to the spin direction. 2. Push the control stick to slightly forward of neutral. 3. Neutralize the rudder when the spinning stops. 4. Pull the glider out of the ensuing dive.

NOTE: Deflecting ailerons in the direction of spin accelerates the spin, delaying spin recovery. Deflecting ailerons opposite to the direction of spin results in a transition from spin to spiral dive. The spin characteristics are similar for both AEROBATIC and UTILITY versions of the glider.

3.6. Spiral dive recovery

1. Deflect ailerons and rudder opposite to the direction of rotation. 2. Neutralize the ailerons and rudder after achieving wings-level flight. 3. Pull the glider out of the ensuing dive.

3.7. Power plant failure — NOT APPLICABLE

3.8. Fire — NOT EXPECTED

3.9. Other emergencies — NO OTHER EMERGENCIES ARE CALED OUT

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4. NORMAL PROCEDURES

4.1. Introduction

4.2. Rigging and de-rigging

4.3. Daily inspection

4.4. Pre-flight inspection

4.5. Normal procedures and recommended speeds

4.5.1. Launch, takeoff run and ground roll 4.5.2. Takeoff and climb 4.5.3. Flight 4.5.4. Approach 4.5.5. Landing 4.5.6. Flight with water ballast — NOT APPLICABLE 4.5.7. High altitude flight 4.5.8. Flight in rain 4.5.9. Aerobatics

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4.1. Introduction

Section 4 provides the procedures for the conduct of normal operation. Normal procedures associated with optional equipment can be found in Section 9.

4.2. Rigging and de-rigging

Four persons with basic technical skill are required to perform glider de-rigging after an off-field landing. Before starting with the de-rigging procedure, all participants should be familiarized with the procedures to be carried out. Tools necessary:  17 mm open-end wrench,  10 mm box-end wrench,  pliers,  assembly wrench with duralumin tip for alignment of the main wing bolts (steel rod 15400 mm, supplied with glider). The de-rigged assemblies should be moved directly to the trailer. In the event a trailer is not at hand, the wings and tailplane may be temporarily laid on grass, after ensuring no protruding stones or other hard objects are present.

DO NOT PLACE THE BOLTS AND SCREWS IN CONTACT WITH THE NOTE: GROUND. These are precision machined fittings and dirt that may adhere to the lubricated surfaces will compromise their fit and finish.

Assemblies should be de-rigged in the following sequence: 4.2.1. De-rigging the tailplane Two persons are necessary for tailplane de-rigging.  Support the glider on the wing.  Set the elevator trim in the front cockpit to the aft detent, and allow the control stick to deflect freely while deflecting the rudder fully to either side.  Remove the safety pin, unscrew the nut and remove the main bolt of tailplane fitting (located just forward of the stabilizer nose in its plane of symmetry).  Push the stabilizer backwards at the leading edge until the stabilizer front fitting disengages from the sleeves. Then, holding the stabilizer on both sides and allowing both elevators to drop down, move the tailplane rearwards and out as the control system automatically disengages.  Insert the main bolt back into the fuselage recess, screw on the nut, and insert the safety pin to protect against damage/loss.  Secure the tailplane on the trailer, or other suitable location. Approved FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 26 Pages: 60

4.2.2. De-rigging the wing-tips

One person is necessary.  Support the glider on a wing or put wing on a trestle.  Remove the safety pin from castellated nut.  Unscrew the nut of fitting screw.  Remove the screw.  Disassemble the wing-tip.  Protect the screw, pin and nut against getting lost.

4.2.3. De-rigging the wings

Two persons hold the glider at wing tips in a horizontal position.  Remove the safety pins. Unlock the main bolts by rotating downwards the safety locks that prevent the main bolts from backing out. The safety pins and devices are located at the front face of the main bolts, accessible from the rear cockpit.  Insert the steel end of assembly wrench into the hole in the main bolt base.  Unload the bolt by lifting the wing tip slightly and remove the bolt with an advancing-rotary motion. Repeat this procedure with the other bolt.  Lift one wing at its root, holding it at the leading edge and at the vicinity of rear fitting, as well as at the wing tip, then pull the wing out of the fuselage and over to the trailer. The aileron and air brake control systems of the de-rigged wing will disconnect automatically. One person should firmly hold the opposite wing at its tip.  Remove the second wing in the same way. One person should hold the fuselage at the fin or at a cockpit rail to prevent the fuselage from tipping over onto its side.  The main bolts should be inserted back into the fuselage fittings, and secured by rotating the safety locks upward into the vertical position (to prevent loss/damage to the bolts).

4.2.4. Final remarks

The glider rigging requires the reversed sequence, preferably with 5 persons. All mating surfaces, main bolts and sleeves should be dried and re-greased.

NOTE: Glider rigging and de-rigging should be supervised by a rigger, acquainted with servicing a glider of this type. Approved FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 27 Pages: 60

4.3. Daily inspection

Check: 1. Glider’s documents (verify and complete required entries). 2. External inspection, structure and covering condition. 3. Security of connecting elements and coupling in control systems. Locking of main bolts in wing and tailplane fittings, and control systems where accessible, condition of, and play in connection at wing-tip fitting 4. Correct operation of control systems. 5. Operation of towing hooks. 6. Condition of undercarriage, free rolling of wheels and operation of the wheel brake. 7. Air pressure in tires (visual inspection), cleanliness of undercarriage well. 8. Pilot safety harness.

CAUTION: The spring of belt clamp must neither be bent nor broken

9. External condition of the static and total pressure ports. 10. Correct operation of flight instruments and battery condition. 11. Condition of pedals and adjustability. 12. Operation of valve in fresh air vents. This is visible through the nozzle on fuselage nose. 13. Condition of canopy, locks and jettison system. 14. Presence and correct installation of balancing weights (if required). 15. Transceiver — communication test (if installed).

WARNING: When leaving the glider out in the open on a sunny day, the canopies should be protected with a cover, to avert ignition of cockpit elements due to the focusing effect of the canopy. Approved FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 28 Pages: 60

4.4. Pre-flight inspection

1. Check security of connecting elements and coupling in control systems, in accordance with item 4.3.3. 2. Remove or secure loose items in the cockpit and check the security of the balancing weights (if present). 3. Inspect and don parachute (if required). 4. Adjust cockpit seat position for comfort and access (pedals, back rest, cushions). 5. For solo flight, latch the rear cockpit safety harness together, secure loose items, and latch the canopy closed. 6. Mount the cockpit and fasten the safety harness. 7. Ensure easy access to all cockpit instruments and flight controls. 8. Check for free and full movement of all controls. 9. Ensure the air brake is closed and locked in the retracted position. 10. Set altimeter to the correct elevation.

NOTE: For aerobatic flight, setting the altimeter to read zero at the local airfield is deemed more useful than setting the elevation above Mean Sea Level as would be done for cross-country flights.

11. Set the elevator trim to a “nose heavy” detent. 12. Close and lock the canopies. 13. Connect the tow cable and check for a secure connection. 14. Make a communications test (if radio equipped).

4.5. Normal procedures and recommended speeds

4.5.1. Launch, takeoff run and ground roll

1. Towing cable connection.  Pull the release handle onto stop.  Insert the small ring of cable end into the hook and release the handle.

NOTE: VERIFY OPERATION OF THE RELEASE MECHANISM BY PULLING ON THE CABLE RELEASE AND OBSERVING A SUCCESSFUL DISCONNECT

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2. Winch launch takeoff — ONLY FROM THE C.G. HOOK, AND WITHOUT THE LONG WING-TIPS  Prior to takeoff, inform the winch operator that the increased launching speed must be maintained, as for gliders with water ballast  Before takeoff, set the elevator trim at: 1st detent (counting from front) — for light solo crew. 4th detent (counting from front) — for dual crew.  During the takeoff run, maintain the control stick neutral until lift-off.

CAUTION: DO NOT ATTEMPT TO FORCE AN EARLY LIFT-OFF WITH THE ELEVATOR

 When airborne, having gained the proper speed, the glider begin to safely climb.  In the event of a wing strike with sustained ground contact, release the tow cable immediately.  Recommended steep climb airspeed is 110–120 km/h {59–65 kts}.  Before release, the pilot should unload the towing cable slightly by pushing forward on the stick.

NOTE: In case the cable exceeds an angle of 80, an automatic release will occur

 After releasing the cable, pull on the tow release handle several times to ensure the cable is fully released and transition to gliding flight.

CAUTION: Do not change the elevator trim setting during the climb.

3. Aerotow takeoff — ONLY FROM THE NOSE HOOK  When tensioning the towing cable, brake on the wheel. This prevents rolling the wheel over the cable. In the event of surge and a slackening of the tow cable, release it immediately.  Initial takeoff roll with the control stick fully forward is recommended (to lift the tail as soon as possible).  Should the wing touch the ground, release the tow cable immediately.

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4.5.2. Takeoff and climb  Once established at tow airspeed, neutralize pitch forces with elevator trim.  The low-tow position behind the tow plane is not recommended due to cable rubbing against the underside of the fuselage nose.

4.5.3. Flight

The glider exhibits excellent controllability in free flight, with good control harmony and low control forces. Stall warning, in the form of perceptible buffet/vibration, precedes the stall by approximately 4–5 km/h {2–3 kts}.

The air brakes can be operated up to VNE ; however, at speeds above 200 km/h {108 kts}, extend the air brakes slowly, to mitigate the forward surge to the pilot due to the deceleration (braking effect). Extending the air brakes results in strong buffet on the tail, that is greater with increases in airspeed. This, however, is normal for gliders. In familiarization flights, take note of the powerful braking effect and of the large forces that may accompany retraction at speeds above 200 km/h {108 kts}. Careful attention should be paid during thermal and soaring flights, due to the small speed margin between stall warning and stall. Flight in weather conditions conducive to lightning should be avoided.

4.5.4. Approach

Final approach should be flown no lower than 115 km/h {62 kts} for the AEROBATIC version, or 110 km/h {59 kts} for the UTILITY version. In rough air, gusty conditions, or in rain, increase approach speeds by 10 km/h {5 kts}. The air brakes are highly effective and allow for precise adjustment of the approach flight path angle. Air brake extension incurs a nose-down pitching moment, manageable with aft stick input. Approved FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 31 Pages: 60

4.5.5. Landing

Due to the lack of a shock-absorbing suspension, landings should be effected on smooth surfaces. Ideally, touchdown simultaneously with main and tail wheel in a two-point attitude. Due to combining air and wheel actuation on the same control lever, avoid touching down with fully extended air brakes (i.e., locked wheel brakes). Avoid hard wheel braking. During landing roll-out, hold the control stick completely aft during wheel braking, as the glider will tend to pitch nose-down otherwise.

4.5.6. Flight with water ballast — NOT APPLICABLE

4.5.7. High altitude flight

In lack of an integral oxygen system, high altitude flights are only allowed up to 4270 m {14000 ft} pressure altitude (unless supplemental oxygen is carried and used).

Remember to reduce the VNE with altitude, as per instructions in FM item 2.2 Airspeed, to ensure safe margin against flutter critical speed.

4.5.8. Flight in rain

Flight in rain does not adversely affect glider performance or handling qualities. During circling and approach, increase the appropriate airspeeds by approximately 5 km/h {2,5 kts}. In poor visibility, or in case of canopy fogging, open the side window(s) and the cockpit air vent. A glider considerably soaked by rain should be completely wiped down with a flannel cloth, and allowed to dry with air brakes extended. The following day, the glider should be de-rigged, and the fittings and bolts greased.

After flying in rain, proceed as follows:  Drain water from the drainage units by loosening the drain plugs.  Disconnect the total- and static pressure ducts.  Disconnect the instruments and blow out the ducts with compressed air, if necessary.  Once the ducts are dry, re-connect the system and perform a leak-check to ensure system integrity.

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4.5.9. Aerobatics

Before aerobatics:  Tighten pilot’s safety harness and check securing of its locks.  Ensure the air brakes are closed and locked.  Set the elevator trim for the entry speed of the planned maneuver. The AEROBATIC version is capable of the maneuvers listed in Table 1, whereas the UTILITY version is limited to the aerobatic maneuvers listed in Table 2.

In primary aerobatics training:  First, thoroughly familiarize yourself with the general flying characteristics of the glider, both in normal and in inverted flight.  Maintain an increased altitude reserve during the initial phase of aerobatics training.  In mastering subsequent maneuvers, increase the degree of combining maneuver elements in proportion to the pilot’s skill attained.  Remember that the full potential of the glider can only be realized after matching an individual pilot’s skill level to the capabilities of the glider.

Depending on how the glider is loaded, flying characteristics differ slightly between the forward and aft C.G. locations. Aft C.G. locations result in:  increased sensitivity to higher maneuvering load factors,  increased delay in recovery from autorotation maneuvers. In practice, it is difficult to reach the limit maneuvering load factors in smooth air. It is important to remember that in rough air, the gust loads are additive to the control loads, which may be of the same magnitude. As a result of this summation, the actual loads can exceed the design limit loads of the glider, thus the prohibition against aerobatics in rough air.

WARNING: Aerobatics in rough air is PROHIBITED

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Table 1. Allowed aerobatic maneuvers with recommended entry speeds (AEROBATIC version). Item Maneuver FAI Catalog Entry Speed Avg load Symbol (IAS) factor km/h kts g 1 Upright loop 190 – 210 103 – 113 4,0

2 Inverted loop upwards 240 – 260 130 – 140 -4,0 (from inverted flight) 3 Inverted loop 100 – 110 54 – 59 -4,5 (downwards) 4 Upright stall turn 200 – 230 108 – 124 4,0

5 Inverted stall turn 230 – 250 124 – 135 -4,0

6 Aileron roll 180 min 97 min —

7 Upright snap roll 160 – 170 86 – 92 3,5 – 4,5

8 Inverted snap roll 160 – 170 86 – 92 -3,0 – -3,5

9 Upright snap roll 130 – 145 70 – 78 3,0 – 3,5 (downward angle) 10 Inverted snap roll 130 – 145 70 – 78 -3,0 – -3,5 (downward angle) 11 Upright snap roll 120 – 145 65 – 78 3,0 – 4,0 (downwards) 12 Inverted snap roll 130 – 140 70 – 76 -2,8 – -3,5 (downwards)

13 Upright spin VS1 Up to 3,5

14 Inverted spin VS1′ Up to -3,5

15 Tail slide In a tail slide, hold the stick firmly (less than 2 sec) and do not allow controls to surge

NOTE: In the event the control stick is snatched out of the pilot’s hands and slams against the control stops following a prolonged tail-slide, inspect the glider according to the Technical Service Manual, Table 3, page 42. Approved FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 34 Pages: 60

Table 2. Allowed aerobatic maneuvers with recommended entry speeds (UTILITY version).

Item Maneuver Entry Speed Avg load (IAS) factor km/h kts g

1 Upright spin VS1 ~3,5

2 Upright loop 180 – 200 97 – 108 3,0

3 Stall turn 180 – 200 97 – 108 3,0

4 Lazy eight 170 – 200 92 – 108 ~2,0

5 Chandelle ~210 ~113 4,0

6 Steep turn 180 97 —

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Example of a competition program Altitude loss for this program in smooth air should not exceed 900 m {2950 ft}.

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5. PERFORMANCE

5.1. Introduction

5.2. Approved data

5.2.1. Airspeed indicator system calibration 5.2.2. Stall speeds 5.2.3. Takeoff performance — NOT APPLICABLE 5.2.4. Additional information

5.3. Non-approved further information

5.3.1. Demonstrated cross-wind performance 5.3.2. Flight polar FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 37 Pages: 60

5.1. Introduction

Section 5 provides approved data for airspeed calibration, stall speeds and takeoff performance and non-approved further information. The data in the charts has been computed from actual flight tests with the glider in good condition and using average piloting technique.

5.2. Approved data

5.2.1. Airspeed indicator system calibration

Calibration curve of airspeed indicator system MDM-1 “Fox” glider, Approved FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 38 Pages: 60

5.2.2. Stall speeds

Stall speed (IAS) for in-flight weight

Version AEROBATIC UTILITY Crew units 1-person 2-person 1-person 2-person kg 455 530 470 530 All-up weight lb 1003 1168 1036 1168 Stall speed in clean configuration km/h 78,0 84,0 76,0 79,0 kts 42,0 45,5 41,0 42,5 km/h 87,0 94,0 85,0 90,0 Stall speed with air brakes extended kts 47,0 51,0 46,0 48,5

Approach to stall is recognized by perceptible and audible vibrations (buffeting). Stall is characterized by a symmetric g-break (i.e., wings-level nose-drop below the horizon). Recovery is easily accomplished by releasing the control stick. Altitude loss in a wings-level stall does not exceed 50 m {165 ft}.

NOTE: A statically stalled glider with the control stick held fully aft passes into a deep stall condition, developing a high sink rate of up to 9–10 m/s {1800– 3000 ft/min} at an indicated airspeed of approximately 85–100 km/h {46– 54 kts}, throughout which lateral/directional control remains effective. Such a deep stall is obtainable throughout the entire C.G. envelope, requiring extensive use of ailerons to maintain this flight condition. Releasing the stick, or slightly moving the control stick forward, results in an immediate recovery to normal flight. The deep stall is also true of static stalls initiated from inverted flight, with the control stick held fully forward. In this case, relaxing the pressure on control stick results in regaining the controlled flight immediately. Approved FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 39 Pages: 60

5.2.3. Takeoff performance — NOT APPLICABLE

5.2.4. Additional information — NO ADDITIONAL INFORMATION

5.3. Non-approved further information

5.3.1. Demonstrated cross-wind performance Aerotowed take-offs and landings have been demonstrated with a cross-wind component up to 17 km/h {9 kts}. FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 40 Pages: 60

5.3.2. Flight polar

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6. WEIGHT AND BALANCE

6.1. Introduction

6.2. Records of actual weight & balance / permitted payload range FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 42 Pages: 60

6.1. Introduction

This Section contains the payload range within which the glider may be safely operated. Procedures for weighing the glider, the method for calculating the permitted payload, and a comprehensive equipment list for this glider, as well as the equipment installed during weighing of the glider, may be found in the Technical Service Manual. FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 43 Pages: 60

6.2. Records of actual weight & balance / permitted payload range

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7. GLIDER AND ITS SYSTEMS DESCRIPTION

7.1. Introduction

7.2. Cockpit controls

7.3. Instrument panel

7.4. Landing gear retraction system — NOT APPLICABLE

7.5. Seats and safety harness

7.6. Instrument pressure system

7.7. Airbrake system

7.8. Loading and luggage fastening — NOT APPLICABLE

7.9. Water ballast system — NOT APPLICABLE

7.10. Power plant — NOT APPLICABLE

7.11. Fuel system — NOT APPLICABLE

7.12. Electrical system

7.13. Other equipment FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 45 Pages: 60

7.1. Introduction

This Section provides description of the glider and its systems. Refer to Section 9 for details of optional equipment.

7.2. Cockpit controls

General cockpit view from glider front, and rear seats are shown in Figs. 7.1 and 7.2. All controls are operated in a conventional way. The wheel brake is coupled with air brake control levers (Figs. 7.1 and 7.2, item 16) located on the left hand side of cockpit wall. Elevator trim, available only at the front seat, is located at the base of control stick on the left hand side (Fig 7.1 item 18). The canopies are opened with white levers located on the cockpit left hand side wall (Figs. 7.1 and 7.2, item 14). Canopy emergency jettison is achieved with both hands by simultaneously pulling the red lever on right hand side of the canopy (Figs. 7.1 and 7.2, item 15) and the canopy opening lever on left hand side (Figs. 7.1 and 7.2, item 14). Each canopy is individually jettisoned from its cockpit. Front seat rudder pedals at— are ground-adjustable by means of an adjustment handle located under instrument panel (Fig. 7.1 item 11). The rear seat rudder pedals are not adjustable. The front seat back rest is ground-adjustable from the rear seat by spring pins located at the base of its sliding support (Fig. 7.2, item 23). Height adjustment to the rear seat can be achieved with seat cushions. The tow release mechanism is actuated by pulling the yellow release knob (Figs. 7.1 and 7.2, item 9), located as follows:  at front seat — on the left hand side,  at rear seat — on the left hand side of front seat back rest. The air venting control mechanism for front cockpit is located on the right hand side of instrument panel (Fig. 7.1, item 8). All levers are provided with appropriate information placards. FLIGHT MANUAL Issue: V Revision: 0 3 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 2925 April November 2016 2020 Margański & Mysłowski MDM-1P “Fox-P” Page: 46 Pages: 60

Fig. 7.1 Front seat view

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FLIGHT MANUAL Issue: V Revision: 03 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 2925 April November 2016 2020 Margański & Mysłowski MDM-1P “Fox-P” Page: 47 Pages: 60

Fig. 7.2 Rear seat view 3

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Fig. 7.1A Front seat view

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Fig. 7.2A Rear seat view

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7.3. Instrument panel

The front seat instrument panel is shown in Fig. 7.1. The rear seat instrument panel is shown in Fig. 7.2. On the glider with electronic accelerometer installed, the initial setup for acceleration range 3 and instrument operation mode is completed at the glider producer, and stored in the instrument memory protected with password (see actual version of Manuals): TL-3424 User Manual, TL elektronic / Vega INFO-1 Operating Manual, MGL Avionics Reaching the acceleration limit value is signalized with a message on the instrument display and with a warning light in instrument panel at front seat, at two levels, corresponding to the glider operational limitations of FM item 2.9 as follows:

2-person crew/ (TL-3424) message „WARNING MAX” or „WARNING MIN” on warning level the upper part of display + illumination of the red light (LED) (MGL INFO-1) pointer on the yellow field and acceleration value highlighted by a yellow flashing background + illumination of the red light (LED) solo crew/ (TL-3424) message „ALARM MAX” or „ALARM MIN” on the alarm level upper part of display + illumination of the red light (LED) (MGL INFO-1) pointer on the red field and acceleration value highlighted by a red flashing background + illumination of the red light (LED)

NOTE: There is no red warning light on the rear instrument panel. Exceeding the g-load limits are only displayed on the rear instrument as “WARNING” and “ALARM” messages (TL-3424) or pointer on yellow / red field and acceleration value highlighted by a yellow / red flashing background (MGL INFO-1).

7.4. Landing gear retraction system — NOT APPLICABLE

7.5. Seats and safety harness

The front seat back rest is ground-adjustable by spring pins at the base of the sliding backrest (Fig. 7.2, item 23). The rear seat is not adjustable. Both seats are equipped with five-point safety harness and double side anchor points for optional lap belts (Figs. 7.1 and 7.2, item 19). FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 49 Pages: 60

7.6. Instrument pressure system

The pneumatic pressure systems are shown in Figs. 7.3 and 7.3A.

NOTE: After flying in rain or if water is suspected to have entered the pressure ducts, these should be disconnected from the instruments and blown out with air.

Fig. 7.3 Diagram of flight instrument pressure system (TE-compensator variant)

1 - airspeed indicator 7 - total energy (TE) compensator 2 - altimeter 8 - compensation bottle 3 - variometer 9 - drainage units 4 - accelerometer 10 - total pressure port 5 - bank & slip indicator 11 - static pressure ports 6 - compass

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Fig. 7.3A Diagram of flight instrument pressure system (TE-probe variant)

3 Pressure system markings

Pressure system general making

+ type of pressure

Total pressure

Static pressure

TE probe pressure (total energy)

Compensation pressure (comp. bottle - variometer)

1 - airspeed indicator 7 - TE probe 2 - altimeter 8 - compensation bottle 3 - variometer 9 - drainage units 4 - accelerometer 10 - total pressure probe 5 - bank & slip indicator 11 - static pressure ports

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7.7. Air brake system

The glider is equipped with Schempp-Hirth air brake, extended on the upper wing surface. Control system is of a combined type: cable type — from the air brake control lever in a cockpit to the torque tube in fuselage, and pushrod type — within the wing. The air brake locking:  in retracted position — by pushing the brake lever forward and over-center,  in extended position — ensured by the mechanical stops installed on air brake plate.

7.8. Loading and luggage fastening — NOT APPLICABLE

7.9. Water ballast system — NOT APPLICABLE

7.10. Power plant — NOT APPLICABLE

7.11. Fuel system — NOT APPLICABLE FLIGHT MANUAL Issue: V Revision: 03 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski 25 November 2020 MDM-1P “Fox-P” Page: 52 Pages: 60

7.12. Electrical system 3 Fig. 7.4. Glider electrical system (with electronic accelerometers installed)

7.13. Other equipment

Two balancing weights (Fig. 7.1, item 13) of 5,5 kg (12,2 lb) each, may be affixed to the floor at front seat – as may be required by the specific loading plan, see cockpit placard and weighing record in Section 6. Descriptions of optional equipment (transceiver, board computer etc.) are contained in documents related to these instruments and also in FM Section 9.

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Intentionally left blank FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 54 Pages: 60

8. GLIDER HANDLING AND MAINTENANCE

8.1. Introduction

8.2. Glider inspection periods

8.3. Modifications and repairs

8.4. Ground handling and transportation

8.5. Cleaning and care FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 55 Pages: 60

8.1. Introduction

This section contains the manufacturer’s recommended procedures for proper servicing of the glider. It also identifies certain inspections and maintenance requirements, which must be followed if the glider is to retain the new-plane performance and reliability.

8.2. Glider inspection periods

Glider inspection periods are specified in the Technical Service Manual.

8.3. Modifications and repairs

Prior to introducing any modifications to the glider, the responsible Airworthiness Authority shall be contacted to ensure the airworthiness of the glider is not compromised. Repair procedures should be agreed with glider manufacturer and Airworthiness Authority.

CAUTION: No color inscriptions or markings are allowed on upper surfaces of the wings, tail unit and fuselage.

8.4. Ground handling and transportation

8.4.1. Airfield transportation  Set the elevator trim to “tail heavy” position.  Close and lock the air brakes.  To protect the elevator from damage, pull the stick fully aft and fasten it in place with safety belts.

 Lock the canopies. Motor vehicle towing: - The glider should not be towed at a speed in excess of 6 km/h {3 kt}. - Use a tow cable/ strap of not less than 6 m {20 ft}. - The glider can be towed nose first using the nose tow hook and a tow strap, or tail first using a purpose-built tow attachment affixed to the fuselage tail.

Hand transportation: During ground handling, the glider may be pushed “tail-first” on the wing leading edge, at a wing semi span location. In the absence of a tail dolly, make turns with the tail wheel lifted, using the built-in handle on the aft fuselage. FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 56 Pages: 60

8.4.2. Transportation in a trailer

On a basis of special order, the manufacturer will deliver the glider in COBRA—FOX trailer, together with loading/unloading instructions. Transportation of the glider in any other trailer is at the owner’s own risk. If this would be a case, the following procedures are recommended:  secure the wings on the spar roots near the root rib, and support these on the leading 2 edge at /3 semi span locations,  the wing tips may be secured in separate holders in the trailer,  the fuselage may be transported on its wheels and stabilized at the wing/fuselage connection pivots, provided the mating surfaces are protected against damage/scratch,  the tailplane should be secured in the trailer with clamps,  during transportation, the mating surfaces of fittings, inspection holes and bearings should be protected against dust or dirt,  immobilise the control stick and the control surfaces;  lock the canopies and protect these with a flannel cover,  in the event the glider is transported on an open trailer, the exposed surfaces should be protected with individual covers and with water proof covers, if rain is anticipated.

8.5. Cleaning and care

The wing leading edge and external lacquer coats should be cleaned with a soft flannel cloth or chamois. The canopy should be protected against dust with a soft fabric cover. Clean canopies with a polishing compound suitable for Perspex. FLIGHT MANUAL Issue: V Revision: 0 2 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 2908 April December 2016 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 57 Pages: 60

2 9. SUPPLEMENTS

9.1. Introduction

9.2. List of inserted supplements

9.3. Supplements inserted FLIGHT MANUAL Issue: V Revision: 0 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 29 April 2016 Margański & Mysłowski MDM-1P “Fox-P” Page: 58 Pages: 60

9.1. Introduction

This section contains the appropriate supplements necessary to safely and efficiently operate the glider when equipped with various additional devices.

9.2. List of inserted supplements

Date of insertion Issue Title of inserted supplement

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9.3. Supplements inserted FLIGHT MANUAL Issue: V Revision: 0 3 ZAKŁADY LOTNICZE MDM-1 “Fox” Date: 2925 April November 2016 2020 Margański & Mysłowski MDM-1P “Fox-P” Page: 60 Pages: 60

INDEX page page 1 GENERAL  Landing 31  Certification basis 7  High altitude flight 31  Warnings, cautions 7  Flight in rain 31  Glider description and tech. data 8  Aerobatics 32  Three-view drawing 11 5 PERFORMANCE 2 LIMITATIONS  Airspeed indicator calibration 37  Airspeed 13  Stall speeds 38  Airspeed indicator markings 14  Cross-wind performance 39 3  Accelerometer markings 14i  Flight polar 40  Weight 15 6 WEIGHT AND BALANCE  Center of gravity 15  Records of weighing / payload 43  Approved maneuvers 16 7 GLIDER AND SYSTEMS DESCRIPTION  Maneuvering load factors 16  Cockpit controls 45  Flight crew 17  Instrument panel 48  Kinds of operation 17  Seats and safety harness 48 3  Minimum equipment 18  Instrument pressure system 49  Aerotow and winch launching 18  Air brake system 51  Limitation placards 19  Electrical system 52 3 EMERGENCY PROCEDURES 8 GLIDER HANDLING & MAINTENANCE  Canopy jettison 22  Inspections 55  Bailing out 22  Modifications and repairs 55  Stall recovery 22  Handling and transportation 55  Spin recovery 23  Airfield transportation 55  Spiral dive recovery 23  Transportation in a trailer 56 4 NORMAL PROCEDURES  Cleaning and care 56 2  Rigging and de-rigging 25 9 SUPPLEMENTS  Daily inspection 27  List of inserted supplements 58  Pre-flight inspection 28  Supplements inserted 59  Take off 28,29  Flight 30  Approach 30