Ventus 2a-2b Manual

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Ventus-2a Ventus-2b

FLUGHANDBUCH / FLIGHT MANUAL

0.1 Erfassung der Berichtigungen / Records of revisions Lfd. Nr. der Berichtigung

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7

0

0.2.2 0.2.4 0.2.5 0.2.6 0.2.7 0.2.8

1

1.4.1 1.4.3 1.5

Jan. 2003 Jan. 2003 Jan. 2003

3

3.3 3.5

Jan. 2003 Jan. 2003

4

4.5.1.3 4.5.3.1 4.5.3.4 4.5.3.5 4.5.4 4.5.9

Jan. 2003 Jan. 2003 Jan. 2003 Jan. 2003 Jan. 2003 Jan. 2003

5

5.2.2

Jan. 2003

6

6.2.2 6.2.5 6.2.6 6.2.7

Jan. 2003 Jan. 2003 Jan. 2003 Jan. 2003

7

7.3.1 7.9.3

Jan. 2003 Jan. 2003

Bezug

Datum der Anerkunng durch das LBA

Datum der Einarbeitung

Zeichen /Unterschrift

Reference

Date of Approval by LBA

Date of Insertion

Signature

TN 349-27

(Neues Leitwerk und Maughmer-Winglets) Ventus-2a:

Werk-Nr. 2 bis 120 - wahlweise (new tail unit and Maughmer-winglets) Ventus-2a:

S/N 2 through 120 - optional -

MB: Modification Bulletin – Änderungsblatt Änderungsblatt TN : Technical Note – Technische Mitteilung Mitteilung

0.1.4



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1.1.1 1.1.2 1.2 1.3 1.4.1 1.4.2 1.4.3 1.5

August 1995 August 1995 August 1995 August 1995 Januar 2003 August 1995 Januar 2003 Januar 2003

TN 349-27 TN 349-27 TN 349-27

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3.1.1 3.1.2 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9.1 3.9.2

August 1995 August 1995 August 1995 Januar 2003 August 1995 Januar 2003 August 1995 August 1995 August 1995 August 1995 August 1995

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0.2.4




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4.1.1 4.1.2 4.2.1 4.2.2 4.2.3 4.3.1 4.3.2 4.3.3 4.3.4 4.4 4.5.1.1 4.5.1.2 4.5.1.3 4.5.1.4 4.5.2 4.5.3.1 4.5.3.2 4.5.3.3 4.5.3.4 4.5.3.5 4.5.4 4.5.5 4.5.6.1 4.5.6.2 4.5.6.3 4.5.6.4 4.5.6.5 4.5.7.1 4.6.7.2 4.5.8 4.5.9

August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 Januar 2003 August 1995 August 1995 Januar 2003 August 1995 Dezember 1997 Januar 2003 Januar 2003 Januar 2003 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 Januar 2003

TN 349-27 TN 349-27 TN 349-23 TN 349-27 TN 349-27 TN 349-23, TN 349-27

TN 349-27

0.2.5




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4.1.1 4.1.2 4.2.1 4.2.2 4.2.3 4.3.1 4.3.2 4.3.3 4.3.4 4.4 4.5.1.1 4.5.1.2 4.5.1.3 4.5.1.4 4.5.2 4.5.3.1 4.5.3.2 4.5.3.3 4.5.3.4 4.5.3.5 4.5.4 4.5.5 4.5.6.1 4.5.6.2 4.5.6.3 4.5.6.4 4.5.6.5 4.5.7.1 4.6.7.2 4.5.8 4.5.9

August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 Januar 2003 August 1995 August 1995 Januar 2003 August 1995 Dezember 1997 Januar 2003 Januar 2003 Januar 2003 August 1995 Juni 2000 August 1995 August 1995 Juni 2000 August 1995 August 1995 August 1995 August 1995 Januar 2003

TN 349-27

TN 349-27 TN 349-27 TN 349-23 TN 349-27 TN 349-27 TN 349-23, TN 349-27 MB 349-37 MB 349-37

TN 349-27

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5 LBA-anerk. LBA-anerk. LBA-anerk. LBA-anerk.

5.1.1 5.1.2 5.2.1 5.2.2 5.2.3 5.2.4 5.3.1 5.3.2.1 5.3.2.2

August 1995 August 1995 August 1995 Januar 2003 August 1995 August 1995 August 1995 August 1995 August 1995

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6.1.1 6.1.2 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5 6.2.6 6.2.7

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7.1.1 7.1.2 7.2.1 7.2.2 7.2.3 7.2.4 7.2.5 7.3.1 7.3.2 7.4 7.5 7.6 7.7 7.8 7.9.1 7.9.2 7.9.3 7.10 7.11 7.12.1 7.12.2 7.13.1 7.13.2

August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 Januar 2003 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995 Januar 2003 August 1995 August 1995 August 1995 August 1995 August 1995 August 1995

TN 349-27

TN 349-27

0.2.8

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Ventus-2a Ventus-2b 1.4

FLIGHT MANUAL

Descriptive data The high performance sailplane models “Ventus-2a” and “Ventus-2b” are constructed from fiber reinforced plastic (FRP). They feature camberchanging flaps and a tail wheel (with fixed horiz. stabilizer and elevator). Either a small fuselage (version “2a” or the standard size fuselage (version “2b”) is available. Wing The two piece-wing (with winglets) is multi-stage trapezoid in planform with double-panel Schempp-Hirth type airbrakes on the upper surface. Use of the flaps to act as full-span ailerons. The water ballast tanks are integral compartments in the forward section of the wing, their total capacity is approx. 200 Liter (52.84 US Gal., 44.00 IMP Gal.). The wing shells are a carbon fiber/foam-sandwich construction with spar flanges of carbon fiber rovings and shear webs made as a carbon fiber/foamsandwich. Fuselage The pilot has a semi-reclining position. The cockpit is comfortable. A onepiece canopy hinges sideways and opens to the right. For high energy absorption the cockpit region is constructed as a Kevlar/carbon and glass fiber laminate, which is reinforced by a double skin on the sides with integrated canopy coaming frame. The aft fuselage section is a pure carbon fiber non-sandwich shell, stiffened by carbon fiber bulkheads and glass fiber webs. The landing wheel is retractable and features a mechanical brake. Horizontal tailplane The horizontal tailplane consists of a fixed stabilizer with elevator. The stabilizer is a glass fiber/foam-sandwich, the elevator halves are a pure carbon fiber lay-up. The automatic elevator trim is linked to the flap actuating rod and is infinitely adjustable. Vertical tail Fin and rudder are a glass fiber/foam-sandwich construction. On request a water ballast trim tank with a usable capacity of 6.5 Liter (1.72 US Gal, 1.43 IMP Gal.) is provided in the fin. Controls On rigging the wing panels, the control surfaces are automatically hooked up.

January 2003 Revision 7

TN-No. 349-27

1.4.1


FLIGHT MANUAL

TECHNICAL DATA Wing

Span Area

15.00 m 9.67 m²

Aspect ratio MAC Fuselage

2.21 ft

Model „Ventus-2a“ 6.41 m 0.54 m 0.75 m

21.03 ft 1.77 ft 2.46 ft

Empty mass approx.

238 kg

525 lb

Maximum all-up mass

525 kg

1157 lb

Model „Ventus-2a“

Wing loading


23.3 0.673 m

Length Width Height

Mass

49.21 ft 104.09 ft²

TN-No. 349-27

32.4 – 54.0 kg/m² 6.6 – 11.1 lb/ft²

1.4.3

L A U N A M T H G I L F

5 . 1

] t f 3 0 . 1 2 [ m 1 4 . 6 a 2 s u t n e V

] t f 1 2 . 9 4 [ m 0 . 5 1

K C E T / M I E H H C R I K , . H b m G U A B G U E Z G U L F H T R I H P P M E H C S

a b 2 - 2 s s u t u t n n e e V V

w e i v e d i s e e r h T 5 . 1

] t f 5 5 . 7 [ m 3 . 2

7 2 9 4 3 . o N N T

3 0 0 7 2 y n r o a i s u i v n e a J R


3.3

FLIGHT MANUAL

Bailing out With the canopy gone (see section 3.2), the pilot may bail out as follows: -

Actuate release buckle of restraint system

-

Bend upper part of body slightly forward

-

Grab canopy coaming frame on fuselage with both hands and lift body (legs will make the instrument panel tilt-up)

-

Leave the cockpit to the left

-

Pull rip cord of manual parachute at a safe distance and height.


TN-No. 349-27

LBA-app. 3.3


3.5

FLIGHT MANUAL

Spin recovery A safe recovery from a spin is effected by the following following method: a)

Hold ailerons neutral.

b)

Apply opposite rudder (i.e. against the direction of rotation of the spin)

c)

Ease control stick forward until rotation ceases and the airflow is restored.

d)

Centralize rudder and pull gently out of dive.

With the center of gravity in rearward positions, a steady spinning motion is possible. After having applied the standard recovery recovery method, the sailplane will stop rotating after about ¼ to ¾ of a turn. The loss of height, from the point at which recovery is initiated to t o the point at which horizontal flight is first regained, can be between 120 m (394 ft) and 140 m (459 ft) with water ballast up to 200 m (656 ft). The recovery speeds are between 140 and 160 km/h (75-86 kt, 87-99 mph) with water ballast up to 200 km/h (108 kt, 124 mph), depending on the flap setting. With the center of gravity in foremost position, a steady spinning motion is not possible – the sailplane stops rotating after a half or a full turn and, depending on the control surface deflections, usually enters a spiral drive or a side slip or steepens its nose down attitude. Recovery is by normal use of opposite controls. Note:

Spinning may safely be avoided by following the actions given in section 3.4 „Stall recovery“.


TN-No. 349-27

LBA-app. 3.5


FLIGHT MANUAL

Winch launch (Only permissible with c/g tow release in place) Maximum permitted launching speed: VW = 150 km/h (81 kt, 93 mph) For winch launching only the c/g tow release must be used. Prior to take-off – with flaps f laps to be at setting „+1“ – set the t he elevator trim as follows: Rearward c/g positions: Intermediate c/g positions: Forward c/g positions:

Lever fully forward of its travel Lever fully forward of its travel Lever to the middle of its travel

As the cable tightens, apply the wheel wheel brake gently (via stick-mounted lever) lever) to prevent the sailplane from overrunning the winch cable. Ground roll and lift-off are normal – there is no tendency to veer-off or to climb excessively steeply on leaving the ground. Depending on the load on the seat, the sailplane is lifted off with the control stick almost fully pushed forward in the case of aft c/g positions and slightly pulled back with the c/g in a forward position. After climbing to a safe height, the transition into a typical steep winch winch launch attitude is effected by pulling the control stick slightly further back. At normal all-up masses, i.e. without water ballast, the launch launch speed should not be less than 90 km/h (49 kt, 56 mph), and with water ballast not less than100 to 110 km/h (54-59 kt, 62-68 mph). Normal launch speed is about 100 km/h (54 kt, 62 mph), with water ballast about 115 to 125 km/h (62-67 kt, 71-78 mph). At the top of the launch the cable will normally back-release back-release automatically; the cable release handle should, nevertheless, be pulled firmly several times to ensure that the cable has actually gone.


TN-No. 349-27

LBA-app. 4.5.1.3


4.5.3

FLIGHT MANUAL

Flight The sailplane has pleasant flight characteristics and can be flown effortlessly at all speeds, loading conditions (with or without water ballast), configurations and c/g positions. As the elevator trim is linked to the flaps, it should be set such such that there is no load on the control stick at a speed of about 110 to 120 km/h(59-65 kt, 68-75 mph) with flaps set at „0“. The green knurled knob is then opposite the green marking on the edge of the seat pan cut-out. Then the sailplane is practically always well trimmed for all other flap settings and for optimum performance within their speed range. With a mid-point c/g position the speed range covered by the trim is from f rom about 60 km/h (32 kt, 37 mph) with flaps set at „L“ to about 230 km/h (124 kt, 143 mph) with flaps set at „S1“. The controls are well harmonized – reversing a turn from +45° to – 45° is possible without any skidding. Ailerons and rudder may be used to the limits of their travel. All-up mass

331 kg 730 lb

525 kg 1157 lb

Flap setting

+2

+2

Speed

Reversal time

89 km/h 48 kt 55 mph 3,1 sec.

120 km/h 65 kt 75 mph 3,0 sec.

Note:

Flights in conditions conducive to lightning strikes must be avoided.


TN-No. 349-27

LBA-app. 4.5.3.1


FLIGHT MANUAL

Low speed flight and stall behaviour In order to become familiar with the sailplane it is recommended to explore its low speed and stall characteristics at a safe height. This should be done using the various flap settings whilst flying straight ahead and also whilst in a 45° banked turn. Wings level stall Stall warning usually occurs 5 to 10 km/h (3-5 kt, 3-6 mph) above stalling speed. It begins with a slight rolling motion and vibration in the controls. If the stick is pulled further back, these effects become more pronounced, the ailerons get spongy and the sailplane sometimes tends to slight pitching motions (speed increases again and will then drop to stalling speed). Note: After reaching stalling speed , the ASI reading drops drops quickly by 5 to 10 km/h (3-5 kt, 3-6 mph) and starts oscillating because of the turbulent airflow affecting the Pitot pressure head. When reaching a stalled condition with the c/g in rearward positions, the sailplane will drop a wing. A normal flight attitude is regained by easing the stick stick firmly forward and – if necessary – applying opposite rudder and aileron. The loss of height from the beginning of the stall until regaining a normal level flight attitude is up to 60 m (197 ft). In the case of forward c/g positions and stick fully pulled back, the sailplane just continues to fly in a mushed condition condition without the nose or a wing dropping. Normal flying attitude is regained by easing the control stick forward.


TN-No. 349-27

LBA-app. 4.5.3.4


FLIGHT MANUAL

Turning flight stalls When stalled during a coordinated 45° banked turn with the c/g at an aft position, the sailplane rolls slightly into the turn and, when easing the stick forward, slightly drops its nose – thereafter a normal flying attitude atti tude is regained by applying opposite rudder and aileron. There is no uncontrollable tendency for the sailplane to enter a spin. The loss of height from the beginning of the stall until regaining a normal level flight attitude is up to 70 m (230 ft). With the c/g in foremost position, the sailplane just stalls without dropping its nose or a wing.

Influence of water ballst Apart from the higher mass in flight (i.e. a higher stalling speed), water ballast ballast in the wing tanks has no aggravating influence on the stall characteristics. With water ballast in the (optional) fin fi n tank, the stall characteristics are like those found for aft c/g positions.


TN-No. 349-27

LBA-app. 4.5.3.5


4.5.4

FLIGHT MANUAL

Approach Normal approach speed with airbrakes fully extended, flaps set at “L” and wheel down is 90 km/h (49 kt, 56 mph) without water ballast, or 115 km/h (62 kt, 71 mph) at maximum permitted all-up mass. In these configurations the L/D is approx. 5.7 : 1. The airbrakes open smoothly – their effectiveness is very good. There is no perceptible change of trim. IMPORTANT NOTE:

For better aileron response and easier flap handling – especially in crosswinds – the flaps may also be set at “+1” for approach and landing. The approach speeds quoted previously are then to be increased by at least 5 km/h (3 kt, 3 mph). This approach technique with the flaps set at “+1” offers the pilot some reserve for the case of an approach over an obstacle being too short, as he may reset the flaps at “L”, thus gaining temporarily some additional height (after touch-down the flaps are then set at “+1” “+ 1” or “0”). Side slip behaviour: Side slipping is an effective landing aid – keeping the flight path straight is possible up to about 85 % of the rudder travel, resulting in a yaw angle of up to 50° and a bank angle of 15° to 25°. Due to a small control force reversal a gentle amount of opposite pedal pressure is required to keep the rudder displaced. To return to level flight, apply normal opposite controls. CAUTION:

With rudder fully deflected, side slips in a straight flight fl ight path are not possible – the sailplane will slowly turn in the direction of the displaced rudder. In a side slip the ASI reads less. WARNING:

Both performance and the aerodynamic characteristics of the t he sailplane are affected adversely by heavy rain or ice on the wing. Be cautious when landing! Increase the approach speed by at least 5 to 10 km/h (3-5 kt, 3-6 mph).


TN-No. 349-23 TN-No. 349-27

LBA-app. 4.5.4


4.5.9

FLIGHT MANUAL

Aerobatics (only permissible without water ballast) The following aerobatics manoeuvres are permitted: (a) Inside loops (b) Stalled turn (c) Lazy Eight Inside loop Enter the manoeuvre at a speed of 180 km/h (97 kt, 112 mph) with flaps set at “-2”. At the top of the loop select flap setting “0”. Speed during the recovery from the manoeuvre: 160 to 180 km/h (86-97 kt, 99-112 mph). Stalled turn Enter the manoeuvre at a speed of 200 km/h (108 kt, 124 mph) with flaps set at “-2”. Whilst climbing vertically let the wing which will be on the t he inside of the turn drag and then, at about 140 km/h (76 kt, 87 mph), apply rudder in the direction of the dragging wing in order to prevent a distorted manoeuvre. Lazy Eight Enter the manoeuvre at a speed of 160 km/h (86 kt, 99 mph) with flaps set at “-2”. After pulling up in a climb, enter a turn at about 120 km/h (65 kt, 75 mph). The recovery speed is between 160 and 180 km/h (86-97 kt, 99-112 mph).


TN-No. 349-27

LBA-app. 4.5.9


5.2.2

FLIGHT MANUAL

Stall speeds The following stall speeds (IAS) at various flap settings were determined in straight and level flights: All-up mass approx. C/G position aft of datum Stall speed, airbrakes closed

334 kg 736 lb 220 mm 8.66 in.

369 kg 814 lb 360 mm 14.17 in.

525 kg 1157 lb 350 mm 13.78 in.

flaps at “L”

km/h kt mph

63 34 39

50–55* 27-30* 31-34*

55 30 34

flaps at “-1”

km/h kt mph

72 39 45

55-58* 30-31* 34-36*

65 35 40

flaps at “S1”

km/h kt mph

78 42 48

60-62* 32-34* 37-39*

65-68 35-37 40-43

km/h kt mph

72 39 45

52-55* 28-30* 32-34*

55 30 34

airbrakes extended flaps at “L”

* indication indication of airspeed oscillating The loss of height form the beginning of the stall until regaining a normal level flight attitude is up to 60 m (197 ft).


TN-No. 349-27

LBA-app. 5.2.2


FLIGHT MANUAL

Altering the minimum seat load by trim ballast weights A trim ballast mounting provision is provided in the fuselage fuselage nose forward of the rudder pedal assembly. Optional trim ballast weights The ballast mounting provision holds up to three (3) lead plates with a weight of 2.2 kg (4.85 lb) each and allows a reduction of the placarded minimum seat load as shown in the following table: Difference as compared with placarded minimum:

Number of lead plates required:

up to

5 kg

(11 lb) less

1

up to

10 kg (22 lb) less

2

up to

15 kg (33 lb) less

3

Lever arm of trim ballast plates: Ventus-2a:


1635 mm (64.37 in.) ahead of datum

TN-No. 349-27

6.2.2


FLIGHT MANUAL

Maximum water ballast load Maximum all-up mass including water ballast:

525 1156

kg lb

C/G position of water ballast in wing tanks (aft of datum):

179 7.05

mm in.

Total capacity of wing tanks:

200.00 Liter 52.84 US Gal. 44.00 IMP Gal.

Table of water ballast loads at various empty masses and seat loads: Empty mass + fin ballast

LOAD ON THE SEAT (kg /lb)

kg lb kg lb kg lb kg lb kg lb kg lb 70 154 80 176 90 198 100 220 110 242 230 230 507 507 200 200 52.8 52.8 44.0 44.0 200 200 52.8 52.8 44.0 44.0 200 200 52.8 52.8 44.0 44.0 195 195 51.5 51.5 42.9 42.9 185 185 48.9 48.9 40.7 40.7 240 240 529 529 200 200 52.8 52.8 44.0 44.0 200 200 52.8 52.8 44.0 44.0 195 195 51.5 51.5 42.9 42.9 185 185 48.9 48.9 40.7 40.7 175 175 46.2 46.2 38.5 38.5 250 250 551 551 200 200 52.8 52.8 44.0 44.0 195 195 51.5 51.5 42.9 42.9 185 185 48.9 48.9 40.7 40.7 175 175 46.2 46.2 38.5 38.5 165 165 43.6 43.6 36.3 36.3 260 260 573 573 195 195 51.5 51.5 42.9 42.9 185 185 48.9 48.9 40.7 40.7 175 175 46.2 46.2 38.5 38.5 165 165 43.6 43.6 36.3 36.3 155 155 41.0 41.0 34.1 34.1 270 270 595 595 185 185 48.9 48.9 40.7 40.7 175 175 46.2 46.2 38.5 38.5 165 165 43.6 43.6 36.3 36.3 155 155 41.0 41.0 34.1 34.1 145 145 38.3 38.3 31.9 31.9 r e t i L

l a G S U

l a G P M I

r e t i L

l a G S U

l a G P M I

r e t i L

l a G S U

l a G P M I

r e t i L

l a G S U

l a G P M I

r e t i L

l a G S U

l a G P M I

WATER BALLAST IN WING TANKS

Note: When determining the max. permitted wing water ballast load, allowance must be made for water ballast in the fin tank (see page 6.2.6 and 6.2.7), i.e. this load must be added to the empty mass shown on the above table. Empty mass as per page 6.2.3. Fin ballast as per page 6.2.7.


TN-No. 349-27

6.2.5


FLIGHT MANUAL

Water ballast loads in (optional) fin tank WARNING:

Water ballast in the fin tank may only be used to compensate the nose-heavy moment of water ballast carried in the wing tanks ! The determination of the ballast quantity carried in the fin tank t ank (mFT) is done with the aid of the diagram shown on page 6.2.7. Notes concerning the use of the fin tank are given on page 4.5.6.3. When determining the quantity of water ballast for the fin tank, t ank, bear in mind that the maximum permitted useful load in the fuselage (see weight & balance log sheet on page 6.2.3) must not be exceeded – check as follows: mP

=

Seat load (pilot with parachute)

mFT

=

Water ballast load in fin tank

mWT

=

Water ballast load in wing tanks

mP + mFT =

less or equal to maximum permitted useful load in fuselage (see page 6.2.3)

Example: Assumed ballast load in wing tanks: tanks: Permissible ballast load (fill only full Liters) in fin tank according to diagram on page 6.2.7:


100.0 kg / Liter

3.0 kg / Liter

TN-No. 349-27

6.2.6


FLIGHT MANUAL

Lever arm of water ballast in fin tank (aft of datum) Ventus-2a : 4092 mm (161.10 in.) Fin tank capacity: 7.8 Liter/kg Liter/kg - 2.06 US Gal. - 1.72 IMP Gal. maximum wing water ballast

44.0 52.8 200 41.6 49.9 189

s k n a t 35.6 g n i w29.7 n i t s 23.8 a l l a b l 17.8 a t o t

42.8 162

k n a t n i f n i t s a l l a b d e t t i m r e p . x a m

35.7 135 28.5 108 21.4

81

T 11.9 W

14.3

54

5.9

7.1

27

m

IMP US Lit. Gal. Gal.

1 0.26 0.22

2

3 0.79 0.66

4

5 1.32 1.10

y t i c a p a c k n a t n i f . x a m

6 6.5 7.8 Liter 1.72 2.06 US Gal. 1.43 1.72 IMP Gal.

mFT water ballast in fin fin tank NOTE:


Always full Liters are to be filled. Where value jumps, either the higher or the lower amount of ballast may be used.

TN-No. 349-27

6.2.7

SCHEMPP-HIRTH FLUGZEUGBAU GmbH., KIRCHHEIM/TECK Ventus-2a Ventus-2b 7.3

FLIGHT MANUAL

Instrument panel

II

I

III

For a description of items No. I - III refer to page 7.3.2. A description of the instrumentation instrumentation is not not deemed necessary. necessary.


TN-No. 349-27

7.3.1

L A U N A M T H G I L F

3 . 9 . 7

. 7

. 8

. 5

. 6

. 3

. 4

7 2 9 4 3 . o N N T

. 2 K C E T / M I E H H C R I K , . H b m G U A B G U E Z G U L F H T R I H P P M E H C S

. 1

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Ventus 2a-2b Manual

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