BESC L-23 SUPER BLANIK CHECKOUT PROCEDURE
•DIFFERENCES BETWEEN THE L-23 SUPER BLANIK& L-13 BLANIK
The L-23 Super Blanik is very similar to the L-13 Blanik, and has very similar flying characteristics. The differences are given below.
•The airspeed indicators in the L-23 Super Blanik are calibrated in KNOTS. The appropriate airspeeds are listed below. There is also no white arc on the L-23 ASI.
•The L-23 Super Blanik has better visibility from both cockpits. The fuselage sides have been lowered to accomplish this. Because of this, the view out of the canopy will be slightly different than you are used to in the Blanik L-13.
•The L-23 Super Blanik has a two piece canopy. The rear canopy is hinged such that it rotates upward and aft to open and rests on the upper fuselage when open. Care must be exercised when opening or closing the rear canopy so as to not let it fall and dent the upper fuselage or canopy corners when opening, or fall into place when closing it. Also, the rear canopy support structure requires gentle handling to prevent bending or twisting of the canopy frame. The rear canopy has two latches, one on each side of the cockpit. The front canopy is hinged on the side. The rear canopy must be closed first, followed by the front canopy. The rear edge of the front canopy rests on top of the front edge of the rear canopy when closed. Refer to the L-23 Super Blanik Sailplane Flight Manual for the canopy jettisoning procedure.
•The landing gear retract/extend handle movement on the L-23 Super Blanik has been reversed from the L-13 and is now consistent with most other gliders. To retract the gear, the gear handle is moved aft. To extend the gear, the gear handle is moved forward. As in the L-13, the landing gear in the retracted position extends below the fuselage slightly, allowing a safe landing if the gear is inadvertently left retracted. As in the L-13, the shock absorber is not functional in this situation. Remember to use your pre-landing checklist.
•There are two different front seat bottom cushions for the L-23. One of the seat bottom cushions contains 33 lb. of built in ballast for light pilots.
•The L-23 Super Blanik is approved for fewer aerobatic maneuvers than the L-13 Blanik. It is NOT approved for inverted flight, roll of the top of a loop, half roll and loop, slow roll, or any negative “g” maneuvers. Consult the L-23 Super Blanik Sailplane Flight Manual for the appropriate limitations. Pilots must be signed off for aerobatics on their Club Qualification Card before they may perform aerobatics.
•The L-23 Super Blanik has no flaps.
•The maximum cross wind component for the L-23 is 16 knots,compared to 10 knots for the L-13.
•The L-23 Super Blanik has no flaps.
•The max cable strength for the L-23 is 1,460 lbs (or about 1.3 times the gross weight) which is far below the 200% dictated by the FAR’s.
•(Steve Baker) When I talk pilots through the transition from the L-13 to the L-23 I point out that the L-13 tends to have a true straight ahead stall whereas the L-23’s tend to roll to the left on a stall. I know some would disagree with that statement but I tell pilots to watch out for it.
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BESC L-23 SUPER BLANIK CHECKOUT INFORMATION
•SPEEDS
•Recommended aerotow speed – 65 MPH (towcard is in MPH)
•Recommended pattern speed (0 to 7 KTS wind) – 50 KIAS (Knots Indicated Airspeed)
•Minimum sink –––––––––––––––––––––––– 42 KIAS at 1124 lb.
•Best L/D ––––––––––––––––––––––––––––– 49 KIAS at 1124 lb.
•Stall speed ––––––––––––––––––––––––––– 29 KIAS at 925 lb.
•Stall speed ––––––––––––––––––––––––––– 32 KIAS at 1124 lb.
(Note: Stall speeds increase approximately 3 to 4 KIAS with fully opened air brakes.)
•Never exceed (Redline) ––––––––––––––––– VNE= 133 KIAS (Up to 11,000 Ft.)
(Note: VNE is reduced at altitudes above 11,000 Ft. Refer to the L-23 Super Blanik Sailplane Flight Manual for more information.)
•Rough air –––––––––––––––––––––––––––– VRA= 86 KIAS
•Maneuvering ––––––––––––––––––––––––– VA= 81 KIAS
•Maximum aero tow –––––––––––––––––––– VT= 81 KIAS
•Maximum winch tow ––––––––––––––––––– Vw = 65 KIAS
•Maximum crosswind component –––––––––– 16 KNOTS
•WEIGHTS
•Minimum front cockpit weight (no 33 lb. ballast seat cushion installed) –––––– 154 lb. (Approximately, see note below)
•Minimum front cockpit weight (33 lb.ballast seat cushion installed) –––––––– 121 lb. (Approximately, see note below)
•Maximum front cockpit weight ––––––––––––––––––––––––––––––––––––––– 242 lb. (Approximately, see note below)
•Approximate empty weight –––––––––––––––––––––––––––––––––––––––––– 683 lb. (Approximately, see note below)
•Maximum flying weight - solo ––––––––––––––––––––––––––––––––––––––– 925 lb.
•Maximum flying weight - dual ––––––––––––––––––––––––––––––––––––––– 1124 lb.
•Approximate total payload ––––––––––––––––––––––––––––––––––––––––––– 441 lb. (Approximately, see note below)
Note:These weight numbers are approximate. Refer to the sailplanes weight and balance record to determine the actual weight limitations.
As found on website (with edits) – Carl J. Niedermeyer (Jan. 25, 2008?)
Revision 1 – Steve Baker (Aug. 6, 2009)