# TCDS G85EU: Schempp-Hirth Flugzeugbau GmbH - Type: Type certificate data sheet - Status: Current - Holder: Schempp-Hirth Flugzeugbau GmbH - Revision: 1 - Revised: April 11, 2008 - Product: Aircraft, Glider - Certification basis: Part 21 - Registered aircraft: 29, by the registry models matched to it (OpenAirDocs) - Data sheet PDF: https://openairdocs.org/files/sha256/82/76/8276f9a2cc307c94c1444dc16f2a22b0fab8e45bd240235a893addcc20a3a3db - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/3668F1182FF32232862587D0005C5212.0001 - Page: https://openairdocs.org/tcds/G85EU ## Models (1) As the data sheet lists them. - Duo Discus ## What the data sheet says From the PDF's text layer, line by line; tables lose their columns. The PDF is the record. ```text Page No. 1 2 3 4 5 6 7 8 9 10 11 Rev. No. 1 1 1 1 1 1 1 1 1 1 1 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION G85EU SCHEMPP-HIRTH Duo Discus April 11, 2008 Revision 1 TYPE CERTIFICATE DATA SHEET No. G85EU. This Data Sheet which is a part of the Type Certificate No. G85EU prescribes conditions and limitations under which the product for which the Type Certificate was issued meets the Airworthiness Requirements of the Federal Aviation Administration. Type Certificate Holder. Schempp-Hirth Flugzeugbau GmbH Krebenstrasse 25 73230 Kirchheim/Teck G e r m a n y I. Model "Duo Discus”, Non-Powered Glider, Utility Category, approved March 3, 1995 Description: A two-seat, mid-wing, non-powered sailpla ne with carbon and glass fiber reinforced plastic construction (CFRP/GFRP) {or CFRP/GFRP/AFRP construction, see NOTE 11}; two-piece wing with tip extensions (and winglets – see NOTE 11, 12); double-panel Schempp-Hirth type airbrakes on upper wing surface (connected to trailing edge flap – see NOTE 11); water ballast in the wing and (optional) in the fin; retractable main wheel with hydraulic disc brake; fixed nose wheel and tail skid (or optional wheel); enhanced ventilation air control; T-tail configuration with fixed horizontal stabilizer. Production of the Duo Discus with sales name “Duo Discus-x” will take the place of the Duo Discus. The data plate for the sales name Duo Discus-x will remain as “Duo Discus”. Airspeed Limits (IAS): Warning: At higher altitudes, the true airsp eed is higher than the indicated airspeed, so VNE is reduced according to the table below: VNE (never exceed) kts mph km/h 0 -2000 m (6562 ft) 135 155 250 3000 m (9843 ft) 130 150 241 4000 m (13123 ft) 124 142 229 5000 m (16404 ft) 117 135 217 6000 m (19685 ft) 111 127 205 7000 m (22966 ft) 105 121 194 8000 m (26247 ft) 99 114 183 9000 m (29528 ft) 93 107 172 10000 m (32808 ft) 87 101 162 12000 m (39370 ft) 76 88 141 Airspeed Limits (IAS) cont’d.: kts mph km/h VNE Never exceed speed See previous table VRA Max. rough air speed 97 112 180 VA Max. maneuvering speed 97 112 180 VAirbrakes Max speed with airbrakes fully extended 135 155 250 VT Max. aerotow speed 81 (or 97*) *See NOTE 10, 11 93 (or 112*) *See NOTE 10, 11 150 (or 180*) *See NOTE 10 VW Max. winch launch speed 81 93 150 VLO Max. landing gear operating speed 97 112 180 Airspeed Indicator Markings: IAS Range Significance Green Arc 49 - 97 kts (56 - 112 mph) (90 – 180 km/h) Normal operating range Lower limit is the speed 1.1*VS1 at the maximum weight and most forward c.g.; Upper limit is the maximum permissible speed in rough air. Yellow Arc 97 - 135 kts (112 – 155 mph) (180 – 250 km/h) Maneuvers must be conducted with caution and operating in rough air is not permitted. Red Line 135 kts (155 mph) (250 km/h) Maximum speed for all operations Yellow Triangle 54 kts (or 51 kts*) 62 mph (or 59 mph*) 100 km/h (or 95 km/h*) * See NOTE 11 Approach speed at maximum weight without water ballast C.G. Range: Forward limit: 1.77 in (45 mm) aft of datum plane Rear limit: 9.84 in (250 mm) aft of datum plane See Flight and Maintenance Manual for weight and balance data and loading chart Empty Weight C.G.: See Maintenance Manual Datum: Wing leading edge at root rib Horizontal reference line = aft fuselage center line in horizontal position Leveling Means: Tail jacked up such that a wedge-sha ped block with dimensional ratio of 100:4.5, when placed on the rear top fuselage, is level along its upper edge. 3 G85EU Maximum Weight: Max. take-off and landing (incl. water ballast): 1543 lb (700 kg) Max. take-off and landing (without water ballast): 1455 lb (660 kg) Max. weight of all non-lifting parts: 970 lbs (440 kg) Number of Seats: Two; when flown solo, pilot operation permissible only in front seat C.G. position, front seat: 55.12 in. (1400 mm) ahead of datum C.G. position, rear seat: 11.42 in. (290 mm) ahead of datum. Distances are with parachute or back cushion in place. See Maintenance Manual for other C.G. positions Maximum Baggage: Enclosed baggage compartment not provided Ballast Capacity: Each wing tank: 26.15 gal (99 liters ); Both wings: 52.31 gal (198 liters) C.G. position of water ballast in wing tanks: 2.56 in. (65mm) aft of datum Fin tank (optional): 2.91 gal (11.02 liters) C.G. position: 209.45 in. (5320 mm aft of datum Note: The max. take-off weight should not be exceeded when ballast weights are combined. Weak Link for Towing (Aerotow and Winch): 1543 lb - 2006 lb (700 - 910 daN) Tow Release: 1) Nose hook: Tost E 85, LBA TCDS No. 60.230/1 2) C.G. tow release: Europa G 88, LBA TCDS No. 60.230/2 Note: Installation of Europa G 88 is optional Control Surface Movements. Ailerons: Up: 2.80 ± 0.20 in. (71 ± 5 mm) Down: 1.42 ± 0.20 in. (36 ± 5 mm) Measured 6.93 in. (176 mm) from hinge axis. E l e v a t o r : Up 2.05 ± 0.16 in. (52 ± 4 mm) Down 2.05 ± 0.16 in. (52 ± 4 mm) Measured 6.69 in. (170 mm) from hinge axis. Rudder: To both sides: 7.48 ± 0.79 in. (190 ± 20 mm) Measured 16.14 in. (410 mm) from hinge axis. Trailing Edge Flap (see NOTE 11): Airbrakes locked: Down: 0 inch (0 mm); Airbrakes fully extended (approx. 8.66 inches (220 mm) control rod travel): Down: 3.74 ± 0.20 inches (95 ± 5 mm) Serial Numbers Eligible: Serial numbers 1-449, 451-468, 470-472 are eligible for a U.S. Standard Airworthiness Certificate if all import requirements of this TCDS are satisfied and applicable Airworthiness Directives have been implemented. Serial numbers 450, 469, 473 and subsequent are eligible for a U.S. Standard Airworthiness Certificate if all import requirements of this TCDS, including incorporation of Schempp-Hirth Modification Bulletin 396-15, latest approved version, is satisfied and applicable Airworthiness Directives have been implemented. Certification Basis: 1) Code of Federal Regulations (CFR) FAR Part 21, effective February 1, 1965 including Amendments 21-1 through 21-91. 2) Joint Airworthiness Requirements for Sailplanes and Powered Sailplanes (JAR-22), Change 4 of the English original version, effective June 27, 1989, and includes Amendment 22/90/1, 22/91//1, 22/92/1. 3) Joint Airworthiness requirements for Sailplanes and Powered Sailplanes (JAR-22), Change 5 of the English original version, effective October 28, 1995. This was used for the certification of the Duo Discus when the sailplane has been modified according to Schempp-Hirth Modification Bulletin 396-15 dated July 18, 2006. 4) Exemption No. 4988 to 14CFR45, Effective April 20, 1964, Amendments 45-1 through 45-16, Section 45.11(a) and (d) (External Identification Plate). 5) LBA Document I 4 – FVK/91: Standards for Structural Substantiation of Sailplanes and Powered Sailplane Components Consisting of Glass or Carbon Fibre Reinforced Plastics, issued July 1991. 6) Additional requirements for the installation of a water ballast system into the fin (for compensating the nose-heavy moment of water ballast in wing tanks). LBA Reference: I4 – I 413/89 dated October 25, 1989 7) EASA Type Certificate Data Sheet No. EASA.A.025, Issue 4, dated October 23, 2006 8) Date of original application for FAA type certificate: June 16, 1994 9) Date of application for amendment to FAA type certificate: April 25, 2007 Import Requirements: The FAA can issue a U.S. airworthiness certificate based on the European Aviation Safety Agency (EASA) or the German civil airworthiness authority (LBA, on behalf of EASA) Export Certificate of Airworthiness signed by a representative of EASA or the LBA on behalf of the European Community. The Export C of A should contain the following statement: “The aircraft covered by this certificate has been examined, tested, and found to conform to the type design approved under FAA Type Certificate G85CE and to be in a condition for safe operation.” Equipment: The basic required equipment as prescribed in the applicable airworthiness regulations (see Certification Basis) and the Flight Manual must be installed in the glider for certification. (2) Airspeed Indicator displaying up to 162 knots (186 mph, 300 km/h) (2) Altimeter (1) Outside air temperature indicator with sensor (when flying with water ballast; red line at +2° C (35.6° F). Sensor must be installed in ventilation air intake. (2) 4-point harness (symmetrical) per occupant (2) Autormatic or manual parachute (1) Back cushion per occupant if no parachute is used; thickness approx. 3.9 in. (100 mm) when compressed (1) Flight Manual for Duo Discus, LBA-approved March 21, 1994 or later approved date. 5 G85EU Equipment, cont’d: For structural reasons, the weight of each instrument panel with instruments in place must not exceed 22 lbs (10 kg). Service Information: Each of the documents listed below must state that it is approved by the European Aviation Safety Agency (EASA) or – for approvals made before September 28, 2003 – by the German Airworthiness Authority (LBA). Any such documents are accepted by the FAA and are considered FAA approved. • Aircraft flight manual • Aircraft Maintenance Manual • Repair manual • Technical Notes • Modification bulletins Operating and Service Instructions 1. Flight Manual for Duo Discus; issued October 1993 with applicable revision updates 2. Maintenance Manual for Duo Discus, issued January 1994, with applicable revision updates. 3. Repair Manual for Duo Discus, issued January 1994 with applicable revision updates. 4. Operating Instructions: Tost model “E 85” nose tow release, latest approved version 5. Operating Instructions: Tost model “Europa G 88” safety tow release, latest approved version NOTES. NOTE 1. Current weight and balance data together with list of equipment included in certificated empty weight, and loading inst ructions, when necessary, must be provided for each glider at the time of original certification. NOTE 2. The placards listed in flight manual must be displayed. Flight Manual Limitations may not be changed without FAA approval. NOTE 3. Section 12, "Airworthiness Limitations" of the Duo Discus Maintenance Manual, Instructions for Continued Airworthiness, dated January 1994 and later approved versions is FAA-approved. These Airworthiness Limitations may not be changed without FAA approval. NOTE 4. All external portions of the glider exposed to sunlight must be painted white except the areas for registration numbers, wing tips, outboard and of ailerons, nose of fuselage, and rudder. NOTE 5. Major structural repairs must be accomplishe d at FAA-certificated repair stations rated for composite aircraft structure work, in accordan ce with Schempp-Hirth methods approved by FAA. NOTE 6. Information essential for the proper operati on, maintenance and repair of the glider is contained in the Duo Discus Flight Manual, Maintenance Manual, and Repair Instructions. NOTES, cont’d: NOTE 7: The use of a fin-mounted pitot probe for the airspeed indicator is permissible in compliance with the LBA-approved Schempp-Hirth Flugzeugbau GmbH Technical Note No. 396-3, respective Modification Bulletin No 396-7. NOTE 8: The use of the fuselage from the powered sailplane Duo Discus T is permissible in compliance with the LBA-approved Schempp-Hirth Flugzeugbau GmbH Modification Bulletin No. 396-9. NOTE 9: The installation of a manually operated rudder control during the production is permissible in compliance with the LBA-approved Wolf-Hirth GmbH Technical Note No. 396-4. NOTE 10: The increase of the maximum permitted speed on aerotow is permissible in compliance with the LBA-approved Schempp-Hirth Flugzeugbau GmbH Technical Note No. 396-5, respective Modification Bulletin No. 396-10 NOTE 11: The use of wings with trailing edge flaps connected to the airbrakes; wingtips with winglets; additional landing gear shock absorber struts; landing gear with wheel brake; additional regulation flap for ventilation air control; and CFRP fuselage and wing construction are permissible in compliance with the LBA-approved Schempp-Hirth Flugzeugbau GmbH Modification Bulletin No. 396-15, issued July 18, 2006. Consult this bulletin for applicability and eligible serial numbers. NOTE 12: The modification of the wing tips for winglets is permissible when in compliance with the LBA- approved Schempp-Hirth Flugzeugbau GmbH Technical Note No. 396-12. .....END..... ``` ## ADs (7, in force first) - [AD 2025-04-14](https://openairdocs.org/ad/2025-04-14): Passenger/Crew Doors · Schempp-Hirth Flugzeugbau Duo-Discus and Duo Discus T. Effective Apr 8, 2025 - [AD 2023-03-14](https://openairdocs.org/ad/2023-03-14): Drag Control System · Schempp-Hirth Flugzeugbau Duo-Discus and Duo Discus T. Effective Apr 5, 2023 - [AD 2023-03-10](https://openairdocs.org/ad/2023-03-10): Elevator Control System · Schempp-Hirth Flugzeugbau Duo-Discus and Duo Discus T. Effective Feb 24, 2023 - [AD 2021-26-25](https://openairdocs.org/ad/2021-26-25): Drag Control System · Schempp-Hirth Flugzeugbau Duo-Discus and Duo Discus T. Effective Feb 24, 2022 - [AD 2015-20-11](https://openairdocs.org/ad/2015-20-11): Flight controls · Schempp-Hirth Flugzeugbau Duo-Discus and Duo Discus T. Effective Nov 18, 2015 - [AD 2004-24-11](https://openairdocs.org/ad/2004-24-11): Spar cap and spar web · Schempp-Hirth Flugzeugbau Duo-Discus. Effective Dec 30, 2004 - [AD 2003-16-51](https://openairdocs.org/ad/2003-16-51): Spar cap · Schempp-Hirth Flugzeugbau Duo-Discus. Effective Aug 20, 2003 ## Registered aircraft by registry model (OpenAirDocs) - [Schempp-Hirth Flugzeugbau DUO DISCUS](https://openairdocs.org/model/schempp-hirth-flugzeugbau-duo-discus): 29 aircraft (registry codes 3801901, 3801942) --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.