1.
Alexander Schleicher GmbH & Co
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Alexander Schleicher GmbH & Co is a major manufacturer of sailplanes located in Poppenhausen, near Fulda in Germany. It is also the oldest sailplane manufacturer in the world, the company was founded in 1927 by Alexander Schleicher using money that he had won as a pilot in a gliding competition. It grew quickly in size and fame, producing many designs including the Anfänger, Zögling, Professor, Mannheim. By the time war broke out in Europe, Schleicher was already employing hundreds of workers in what was a major enterprise, during World War II, the factory was used to maintain and repair training gliders for the Hitler Youth, who received flight training at the Wasserkuppe. The company is managed by Alexanders grandsons, Peter Kremer, and Ulrich Kremer
2.
Glider (sailplane)
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A sailplane or glider is a type of glider aircraft used in the sport of gliding. Sailplanes are aerodynamically streamlined and are capable of soaring in rising air, sailplanes benefit from producing the least drag for any given amount of lift, and this is best achieved with long, thin wings, a fully faired narrow cockpit and a slender fuselage. Aircraft with these features are able to climb efficiently in rising air produced by thermals or hills, sailplanes can glide long distances at high speed with a minimum loss of height in between. Gliders have rigid wings and either skids or undercarriage, in contrast hang gliders and paragliders use the pilots feet for the start of the launch and for the landing. These latter types are described in articles, though their differences from sailplanes are covered below. Gliders are usually launched by winch or aerotow, though other methods, auto tow, all sailplanes soar, but some gliders do not soar and are simply engineless aircraft towed by another aircraft to a desired destination and then cast off for landing. Military gliders are only, and are abandoned after landing, having served their purpose. Motor gliders are gliders with engines which can be used for extending a flight and even, in some cases, Some high-performance motor gliders may have an engine-driven retractable propeller which can be used to sustain flight. Other motor gliders have enough thrust to launch themselves before the engine is retracted and are known as self-launching gliders, another type is the self-launching touring motor glider, where the pilot can switch the engine on and off in flight without retracting their propellers. Sir George Cayleys gliders achieved brief wing-borne hops from around 1849, in the 1890s Otto Lilienthal built gliders using weight shift for control. In the early 1900s the Wright Brothers built gliders using movable surfaces for control, in 1903 they successfully added an engine. After World War I gliders were built for sporting purposes in Germany, the sporting use of gliders rapidly evolved in the 1930s and is now their main application. As their performance improved, gliders began to be used for cross-country flying, in 1930, pilot Frank Hawks flew the Texaco Eaglet with tow plane from San Diego to New York over eight days, helping to popularize the activity in the United States. Early gliders had no cockpit and the pilot sat on a seat located just ahead of the wing. These were known as gliders and they were usually launched from the tops of hills. To enable gliders to soar more effectively than primary gliders, the designs minimized drag, gliders now have very smooth, narrow fuselages and very long, narrow wings with a high aspect ratio and winglets. The early gliders were mainly of wood with metal fastenings, stays. Later fuselages made of fabric-covered steel tube were married to wood and fabric wings for lightness, New materials such as carbon-fiber, fiber glass and Kevlar have since been used with computer-aided design to increase performance
3.
Wingspan
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The wingspan of a bird or an airplane is the distance from one wingtip to the other wingtip. For example, the Boeing 777 has a wingspan of about 60 metres, and a wandering albatross caught in 1965 had a wingspan of 3.63 metres, the official record for a living bird. The term wingspan, more technically extent, is used for other winged animals such as pterosaurs, bats, insects, etc. In humans, the term also refers to the distance between the length from one end of an individuals arms to the other when raised parallel to the ground at shoulder height at a 90º angle. Former professional basketball player Manute Bol stands at 77 and owns one of the largest wingspans at 86, the wingspan of an aircraft is always measured in a straight line, from wingtip to wingtip, independently of wing shape or sweep. The lift from wings is proportional to their area, so the heavier the animal or aircraft the bigger that area must be. The area is the product of the times the width of the wing, so either a long. For efficient steady flight, the ratio of span to chord, long-ranging birds, like albatrosses, and most commercial aircraft maximize aspect ratio. Alternatively, animals and aircraft which depend on maneuverability need to be able to roll fast to turn, for them, short-span, broad wings are preferred. The highest aspect ratio wings are aircraft propellers, in their most extreme form as helicopter rotors. In basketball and gridiron football, a measurement is used to determine the players wingspan. This is called reach in boxing terminology, the wingspan of Manute Bol, at 8 feet 6 inches, is the longest in NBA history, and his vertical reach was 10 feet 5 inches
4.
World Gliding Championships
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The World Gliding Championships is a gliding competition held every two years or so by the FAI Gliding Commission. The dates are not always exactly two years apart, often because the contests are held in the summer in the Southern Hemisphere. Gliding had been a sport at the 1936 Summer Olympics and was due to become an official Olympic sport in the Helsinki Games in 1940. However, since the Second World War, gliding has not featured in the Olympics, there are now contests for six classes of glider and so in recent years the Championships have been divided between two locations. The womens, junior, grand prix and aerobatic events are held separately. Each of the entries give the year and location of the contest followed by the winner of each class, nationality. A list of events is available here Gliding Grand Prix. It has simpler rules and a spectacular appearance than conventional soaring competitions. The Womens World Gliding Championships is a gliding competition. From 1979 to 1999 womens gliding competitions were held as International European Womens Gliding Championships, the Junior World Gliding Championships is a competition for glider pilots under the age of 26. From 1991 to 1997, international junior gliding competitions were held as European Junior Gliding Championships, World Glider Aerobatic Championships take place each year since 1985 under the auspices of the FAI. They are administrated by the FAI Aerobatics Commission Commission Internationale de Voltige Aerienne, the 2001 championships were part of the World Air Games. Since 1994, European Glider Aerobatic Championships are held in the years between the World Championships, since 2010, an additional event is organized in a slightly less demanding Advanced category - the World Advanced Glider Aerobatic Championships. WAGAC is organized yearly, usually accompanying the WGAC
5.
Wingtip device
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Wingtip devices are intended to improve the efficiency of fixed-wing aircraft. Wingtip devices can also improve aircraft handling characteristics and enhance safety for following aircraft, such devices increase the effective aspect ratio of a wing without materially increasing the wingspan. An extension of span would lower lift-induced drag, but would increase parasitic drag and would require boosting the strength, at some point, there is no net benefit from further increased span. There may also be operational considerations that limit the allowable wingspan, wingtip devices increase the lift generated at the wingtip and reduce the lift-induced drag caused by wingtip vortices, improving lift-to-drag ratio. This increases fuel efficiency in powered aircraft and increases cross-country speed in gliders, U. S. Air Force studies indicate that a given improvement in fuel efficiency correlates directly with the causal increase in the aircrafts lift-to-drag ratio. The initial concept dates back to 1897, when English engineer Frederick W. Lanchester patented wing end-plates as a method for controlling wingtip vortices, in the United States, Scottish-born engineer William E. Somerville patented the first functional winglets in 1910. Somerville installed the devices on his biplane and monoplane designs. Vincent Burnelli received US Patent no,1,774,474 for his Airfoil Control Means on August 26,1930. This was done in order to counteract the dutch roll characteristic the marked three degrees of angle for each wing panel that the original He 162 designs wings possessed. Following the end of World War II, Dr. Sighard F. Drooped wingtips are often called Hoerner tips in his honor, gliders and light aircraft have made use of Hoerner tips for many years. The term winglet was previously used to describe an additional lifting surface on an aircraft, richard Whitcombs research in the 1970s at NASA first used winglet with its modern meaning referring to near-vertical extension of the wing tips. The upward angle of the winglet, its inward or outward angle, as well as its size, the winglet converts some of the otherwise-wasted energy in the wingtip vortex to an apparent thrust. This small contribution can be worthwhile over the lifetime, provided the benefit offsets the cost of installing and maintaining the winglets. Another potential benefit of winglets is that they reduce the intensity of wingtip vortices, minimum spacing requirements between aircraft operations at airports is largely dictated by these factors. Aircraft are classified by weight because the vortex strength grows with the lift coefficient, and thus. The drag reduction permitted by winglets can also reduce the takeoff distance. Wingtip vortices create turbulence, originating at the edge of the wingtip and propagating backwards. This turbulence delaminates the airflow over a triangular section of the outboard wing
6.
Wankel engine
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The Wankel engine is a type of internal combustion engine using an eccentric rotary design to convert pressure into rotating motion. The engine is referred to as a rotary engine, although this name applies also to other completely different designs. All parts rotate moving in one direction, as opposed to the reciprocating piston engine which has pistons violently changing direction. The design was conceived by German engineer Felix Wankel, Wankel received his first patent for the engine in 1929. He began development in the early 1950s at NSU, and completed a prototype in 1957. NSU subsequently licensed the design to companies around the world, who have continually added improvements, the engines produced are of spark ignition, with compression ignition engines only in research projects. The Wankel engine has the advantages of compact design and low weight over the most commonly used internal combustion engine employing reciprocating pistons, the point of power to weight has been reached of under one pound weight per horsepower output. In 1951, NSU Motorenwerke AG in Germany began development of the engine, the first, the DKM motor, was developed by Felix Wankel. The second, the KKM motor, developed by Hanns Dieter Paschke, was adopted as the basis of the modern Wankel engine, so the Wankel engine design used today was not designed by Felix Wankel, and the Paschke engine could be a more apt title. The basis of the DKM type of motor was that both the rotor and the housing spun around on separate axes, the DKM motor reached higher revolutions per minute and was more naturally balanced. However, the engine needed to be stripped to change the spark plugs, the KKM engine was simpler, having a fixed housing. The first working prototype, DKM54, produced 21 hp and ran on February 1,1957, at the NSU research and development department Versuchsabteilung TX. The KKM57 was constructed by NSU engineer Hanns Dieter Paschke in 1957 without the knowledge of Felix Wankel, in 1960, NSU, the firm that employed the two inventors, and the US firm Curtiss-Wright, signed a joint agreement. Curtiss-Wright recruited Max Bentele to head their design team, many manufacturers signed license agreements for development, attracted by the smoothness, quiet running, and reliability emanating from the uncomplicated design. Amongst them were Alfa Romeo, American Motors, Citroen, Ford, General Motors, Mazda, Mercedes-Benz, Nissan, Porsche, Rolls-Royce, Suzuki, in the United States in 1959, under license from NSU, Curtiss-Wright pioneered improvements in the basic engine design. In Britain, in the 1960s, Rolls Royces Motor Car Division pioneered a two-stage diesel version of the Wankel engine, Citroën did much research, producing the M35, GS Birotor and RE-2 Helicopter using engines produced by Comotor, a joint venture of Citroën and NSU. General Motors seemed to have concluded the Wankel engine was more expensive to build than an equivalent reciprocating engine. General Motors claimed to have solved the fuel issue
7.
Schleicher ASH 30
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The ASH30 is a two-seater Open Class glider manufactured by Alexander Schleicher, developed as a replacement for the ASH25. The Mi version is powered by a 41 kW Wankel engine, the prototype had its maiden flight 7 April 2011 from Wasserkuppe. The improvements over the ASH25 are given as, a larger span new wing sections with a coefficient of lift that is about 0, ASH30 Mi The motor-glider production aircraft, capable of self launching with a retractable engine and propeller
8.
Airfoil
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An airfoil or aerofoil is the shape of a wing, blade, or sail. An airfoil-shaped body moved through a fluid produces an aerodynamic force, the component of this force perpendicular to the direction of motion is called lift. The component parallel to the direction of motion is called drag, subsonic flight airfoils have a characteristic shape with a rounded leading edge, followed by a sharp trailing edge, often with a symmetric curvature of upper and lower surfaces. Foils of similar function designed with water as the fluid are called hydrofoils. The lift on an airfoil is primarily the result of its angle of attack, when oriented at a suitable angle, the airfoil deflects the oncoming air, resulting in a force on the airfoil in the direction opposite to the deflection. This force is known as force and can be resolved into two components, lift and drag. Most foil shapes require an angle of attack to generate lift. This turning of the air in the vicinity of the airfoil creates curved streamlines, resulting in pressure on one side. The lift force can be related directly to the average top/bottom velocity difference without computing the pressure by using the concept of circulation, a fixed-wing aircrafts wings, horizontal, and vertical stabilizers are built with airfoil-shaped cross sections, as are helicopter rotor blades. Airfoils are also found in propellers, fans, compressors and turbines, sails are also airfoils, and the underwater surfaces of sailboats, such as the centerboard and keel, are similar in cross-section and operate on the same principles as airfoils. Swimming and flying creatures and even many plants and sessile organisms employ airfoils/hydrofoils, common examples being bird wings, the bodies of fish, an airfoil-shaped wing can create downforce on an automobile or other motor vehicle, improving traction. Any object with an angle of attack in a fluid, such as a flat plate. Airfoils are more efficient lifting shapes, able to more lift. A lift and drag curve obtained in wind tunnel testing is shown on the right, the curve represents an airfoil with a positive camber so some lift is produced at zero angle of attack. With increased angle of attack, lift increases in a linear relation. At about 18 degrees this airfoil stalls, and lift falls off quickly beyond that, the drop in lift can be explained by the action of the upper-surface boundary layer, which separates and greatly thickens over the upper surface at and past the stall angle. The thicker boundary layer also causes an increase in pressure drag, so that the overall drag increases sharply near. Airfoil design is a facet of aerodynamics
9.
V speeds
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In aviation, V-speeds are standard terms used to define airspeeds important or useful to the operation of all aircraft. Using them is considered a best practice to maximize aviation safety, the actual speeds represented by these designators are specific to a particular model of aircraft. They are expressed by the indicated airspeed, so that pilots may use them directly, without having to apply correction factors. In general aviation aircraft, the most commonly used and most safety-critical airspeeds are displayed as color-coded arcs, the lower ends of the green arc and the white arc are the stalling speed with wing flaps retracted, and stalling speed with wing flaps fully extended, respectively. These are the speeds for the aircraft at its maximum weight. The yellow range is the range in which the aircraft may be operated in air, and then only with caution to avoid abrupt control movement, and the red line is the Vne. Proper display of V speeds is a requirement for type-certificated aircraft in most countries. The most common V-speeds are often defined by a particular governments aviation regulations, in the United States, these are defined in title 14 of the United States Code of Federal Regulations, known as the Federal Aviation Regulations or FARs. In Canada, the body, Transport Canada, defines 26 commonly used V-speeds in their Aeronautical Information Manual. V-speed definitions in FAR23,25 and equivalent are for designing and certification of airplanes, the descriptions below are for use by pilots. These V-speeds are defined by regulations and they are typically defined with constraints such as weight, configuration, or phases of flight, some of these constraints have been omitted to simplify the description. Some of these V-speeds are specific to types of aircraft and are not defined by regulations. Whenever a limiting speed is expressed by a Mach number, it is expressed relative to the speed of sound, e. g. VMO, Maximum operating speed, MMO, V1 is the critical engine failure recognition speed or takeoff decision speed. It is the speed above which the takeoff will continue if a engine fails or another problem occurs. Aborting a takeoff after V1 is strongly discouraged because the aircraft will by definition not be able to stop before the end of the runway, Transport Canada defines it as, Critical engine failure recognition speed and adds, This definition is not restrictive. An operator may adopt any other definition outlined in the flight manual of TC type-approved aircraft as long as such definition does not compromise operational safety of the aircraft. Getting to grips with aircraft performance, flight Operations Support & Line Assistance
10.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
11.
World War II
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World War II, also known as the Second World War, was a global war that lasted from 1939 to 1945, although related conflicts began earlier. It involved the vast majority of the worlds countries—including all of the great powers—eventually forming two opposing alliances, the Allies and the Axis. It was the most widespread war in history, and directly involved more than 100 million people from over 30 countries. Marked by mass deaths of civilians, including the Holocaust and the bombing of industrial and population centres. These made World War II the deadliest conflict in human history, from late 1939 to early 1941, in a series of campaigns and treaties, Germany conquered or controlled much of continental Europe, and formed the Axis alliance with Italy and Japan. Under the Molotov–Ribbentrop Pact of August 1939, Germany and the Soviet Union partitioned and annexed territories of their European neighbours, Poland, Finland, Romania and the Baltic states. In December 1941, Japan attacked the United States and European colonies in the Pacific Ocean, and quickly conquered much of the Western Pacific. The Axis advance halted in 1942 when Japan lost the critical Battle of Midway, near Hawaii, in 1944, the Western Allies invaded German-occupied France, while the Soviet Union regained all of its territorial losses and invaded Germany and its allies. During 1944 and 1945 the Japanese suffered major reverses in mainland Asia in South Central China and Burma, while the Allies crippled the Japanese Navy, thus ended the war in Asia, cementing the total victory of the Allies. World War II altered the political alignment and social structure of the world, the United Nations was established to foster international co-operation and prevent future conflicts. The victorious great powers—the United States, the Soviet Union, China, the United Kingdom, the Soviet Union and the United States emerged as rival superpowers, setting the stage for the Cold War, which lasted for the next 46 years. Meanwhile, the influence of European great powers waned, while the decolonisation of Asia, most countries whose industries had been damaged moved towards economic recovery. Political integration, especially in Europe, emerged as an effort to end pre-war enmities, the start of the war in Europe is generally held to be 1 September 1939, beginning with the German invasion of Poland, Britain and France declared war on Germany two days later. The dates for the beginning of war in the Pacific include the start of the Second Sino-Japanese War on 7 July 1937, or even the Japanese invasion of Manchuria on 19 September 1931. Others follow the British historian A. J. P. Taylor, who held that the Sino-Japanese War and war in Europe and its colonies occurred simultaneously and this article uses the conventional dating. Other starting dates sometimes used for World War II include the Italian invasion of Abyssinia on 3 October 1935. The British historian Antony Beevor views the beginning of World War II as the Battles of Khalkhin Gol fought between Japan and the forces of Mongolia and the Soviet Union from May to September 1939, the exact date of the wars end is also not universally agreed upon. It was generally accepted at the time that the war ended with the armistice of 14 August 1945, rather than the formal surrender of Japan
12.
Schleicher Condor
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The first Condor I was introduced in 1932. The aircraft was developed into the Condor II and the IIA. Following the Second World War the two-seat Condor IV first flew in 1951 and was put into production by Schleicher. The Condor series was built from wood, with the wing covered in doped aircraft fabric. The Condor IV has a 18.0 m span wing employs a Goettingen 532 airfoil at the wing root. The wings have balanced DFS-style dive brakes for glidepath control, the horizontal stabilizer is of an all-flying tail design. The landing gear was originally a dolly for take-off, with the landing on a fixed skid. Some sources state there were a total of 18 Condors constructed, while one other says that the total number is unknown. At least one Condor was converted to a motorglider, the Condor design was a record-setter from its earliest flights in the 1930s. In 1935 one was flown to a new distance record of 504 km. Condor IVs were flown in the 1952 World Gliding Championships held in Madrid, during that contest Ernst-Günther Haase set a new world record in the multi-place category for speed over a 100 km triangle of 80.9 km/h. Hans Luenger imported one Condor IV-2 to the United States in 1952, after the wooden fuselage was damaged he built a new design replacement from welded steel tube and covered it with doped fabric. The new fuselage included a wheel for landing gear. This aircraft was removed from the US Federal Aviation Administration registry in 2007, Condor I Initial strut-braced, single-seat version introduced in 1932. Condor II Improved strut-braced, single-seat version, Condor IIB Improved cantilever wing, single-seat version. Condor IV Post war two-seat version with a cantilever wing
13.
Jacobs Hols der Teufel
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The Jacobs Hols der Teufel was a single seat trainer glider produced in complete and plan forms in Germany from 1928. It was built and used worldwide, the first glider to be named the Hols der Teufel was the influential Djävaler Anamma, designed by Alexander Lippisch in 1923. The name was associated with the cursing of two Swedish students in the Wasserkuppe workshops whose favourite phrase it was and it translates into German as Hols der Teufel. Its key structural feature was an A-frame which carried wire braced wings, the Hols der Teufel was built by Alexander Schleicher in his factory in the valley below the Wasserkuppe. Detailed plans of it for use were included in a book on glider building published by Jacobs in 1932. Its broad, constant chord ailerons were longer than those of the Zögling, as before, the wing was supported by the forward members of its girder fuselage, a vertical strut near the leading edge and an inverted V-strut behind. As the wing was rather than wire braced there was no longer a need to extend these struts above the wing into a pylon. The two faired, parallel struts on each side ran from the lower forward fuselage to the wing at about mid-span. Aft, the cross braced girder had a horizontal upper beam onto which the tailplane was mounted and its leading edge was straight and strongly swept, the cropped, parallel chord elevators had a central cut out for rudder movement. The fin was under the tailplane, formed by fabric covering between the last two vertical fuselage fames and its upright, near rectangular rudder was hinged on the extended, final vertical frame member. The Hols der Teufel landed on a sprung skid which ran from the nose to a little beyond the aft lift struts. Twelve were registered in Hungary, one imported in 1929 and the rest locally built between 1931 and 1938, seven appear in the UK on the BGA register, including one at least that flew with the London Gliding Club for several years. During World War II some served with the ATC, in 1990 a reproduction Hols der Teufel, built from Jacobs plans was flown from Dunstable, it is now in the Gliding Museum on the Wasserkuppe. Jacobs Hols der Teufel The original Lippisch and Jacobs design, popularized via Jacobs plans in his 1932 book Segelflugzeug, Schleicher Hols der Teufel A slightly modified version produced by Alexander Schleicher from 1928. Data from Sailplanes 1920-1945 General characteristics Crew, One Length,6.50 m Wingspan,12.568 m Wing area,19.52 m2 Aspect ratio,8.1
14.
Schleicher Poppenhausen
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The Poppenhausen was an enlarged, tandem two-seat version of the single seat Schleicher Hols der Teufel. The Poppenhausen first flew in 1928 and its broad, constant chord ailerons were longer than those of the Hols der Teufel, ending at the blunt, rounded tips. The wing was supported over the fuselage by two vertical cabane struts, one on side of the forward cockpit and a single. Two faired, parallel struts on each side ran from the lower forward fuselage to the wing at about 40% of the span. Behind the wing the fuselage had the flat, cross braced girder form as the Hols der Teufel, with a horizontal upper beam. The tailplane was mounted on top of the beam, its leading edge straight. Cropped, parallel chord elevators had a cut out for rudder movement. The fin was under the tailplane, formed by fabric covering between the last two vertical fuselage fames and its upright, balanced, near rectangular rudder was hinged on the extended, final vertical frame member. The Poppenhausen landed on a sprung skid which ran from the nose to a little beyond the aft lift struts. After its first flight in 1928 Schleicher used the Poppenhausen to introduce passengers to soaring flight and it then appeared in the company catalogue, significantly modified for production, it could be fitted with dual controls and used as an advanced trainer. Production numbers are hard to establish, one appeared in the UK on the BGA register, one was exported to Australia in 1931, though it may have been destroyed in a hangar fire before flying
15.
Schleicher Ka 3
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The Schleicher Ka 3 or Kaiser Ka 3, is a 1950s single seat training glider, mostly sold in kit form. The Ka 3 and its predecessor the Ka 1 were mostly sold as kits for home assembly, apart from their fuselages the two types are very close in appearance, simplicity, weight and performance. Plain, constant-chord ailerons reach almost from the tips to about mid span, both have 37° butterfly tails with straight leading edges and round tips and trailing edges. The Ka 1 has a ply-covered, rounded wooden-framed fuselage but that of the Ka 3 is more angular, steel tube-framed, fabric covered and slightly longer. Both have a simple, deep, sprung landing skid reaching from the nose to under the edge of the wing. Their cockpits are under the leading edge, into which the clear canopy extends. The Ka 1 first flew in 1951 and ten were built, one Ka 1 and two Ka 3s remained on the German civil aircraft register in 2010. Ka 1 Rhönlaus Original version with rounded, wooden fuselage, Ka 3 Development with a slightly longer, fabric-covered steel-tube fuselage. Performance and weights as Ka 1
16.
Schleicher Ka 6
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The Schleicher Ka 6 is a single-seat glider designed by Rudolf Kaiser, built by Alexander Schleicher GmbH & Co, Germany and is constructed of Spruce and plywood with fabric covering. The design initially featured a tailplane and elevator which was later replaced by an all-moving tailplane in the -Pe. Variants built before the -CR and -BR used a main skid as the principal undercarriage, other modifications for the Ka 6E include a more aerodynamic fuselage with glassfibre nose and wingroot fairings, longer canopy, and modified aluminium airbrakes. Dates of initial airworthiness approval in brackets, Ka 6 - Initial version, Ka 6B Ka 6B-Pe - The Ka 6B with all-flying tailplane. Ka 6BR - The Ka 6B with the main skid removed, Ka 6CR - The Ka 6C with the main skid removed and a relocated mainwheel. Ka 6CR-Pe - The Ka 6CR with all-flying tailplane, BGA Data sheet for Schleicher Ka-6, BR and CR. British Gliding Association, Ka 6 datasheet British Gliding Association, Ka 6E datasheet Ka6 Sailplane history and information website
17.
Schleicher K7
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The Schleicher K7 Rhönadler, aka Ka-7 or K-7, is a West German high-wing, two-seat, glider that was designed by Rudolf Kaiser and produced by Alexander Schleicher GmbH & Co. Often referred to as the Ka-7 or K-7, the US Federal Aviation Administration type certificate officially designates it as the K7, the K7 was intended as a two-place trainer with good performance, a rare combination in trainers of its time. The K7 is constructed with a steel tube fuselage, covered in doped aircraft fabric covering. The wing is a structure with a doped fabric covering and employs a Goettingen 533 airfoil at the wing root. The wing features powerful dive brakes, the landing gear is a fixed monowheel. The earlier Ka-2 variant has a monocoque fuselage. After 550 had been built, the K7 was superseded in production by the Schleicher ASK13. The K7 can be converted into a K7/13 with a kit to lower the wing to the mid-wing position and installation of a one-piece canopy. A K7 was flown to a new world multi-place glider speed record for flight around a 500 km triangle of 84 km/h in 1964 in South Africa
18.
Schleicher K 8
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The Schleicher K8 is a single-seat glider designed by Rudolf Kaiser and built by the Alexander Schleicher company of Germany. Emphasis was on rugged construction, good climbing ability in thermals, the prototype K8 made its first flight in November 1957 and over 1,100 were built in three main versions. The original K8 had a small canopy. Side windows for improved visibility were introduced in the version. The K 8C features a longer nose, larger main wheel located ahead of the center of gravity and deletion of the larger wooden nose skid resulting in a roomier cockpit. The cantilever high wings are single-spar structures of pine and plywood, with a leading edge torsion box and fabric covering aft of the spar. There are Schempp-Hirth air brakes in the upper and lower surfaces, the cantilever tail unit is of similar construction to the wings, with ply-covered fixed surfaces and fabric-covered rudder and elevators, and a trim tab in the elevator is an optional fitting. The fuselage is a welded structure, with fabric covering over spruce longerons. There is a non-retractable and unsprung monowheel, with brake. Karl Striedieck of the United States made a 767 km /476.6 mile ridge flight in a K 8B to establish a world record in 1968. Another motorglider conversion was used by Vestjysk Svæveflyveklub in Denmark, it had a small Wankel rotary engine mounted in a nacelle on a stick above the main spar. The engine wase started with a recoil starter like a lawn mower, the high RPM of the device made it extremely unpopular, the propeller tips created a permanent sonic boom, that made the plane extremely noisy. The harassed citizens of Esbjerg nicknamed the plane the flying circular saw and the engine was removed
19.
Schleicher ASK 13
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The ASK13 is a two-seater glider that was built by Alexander Schleicher. It was and still is used for ab-initio training of glider pilots. In 1965 Rudolf Kaiser continued development of the two-seat Ka 2 and Schleicher Ka 7 by introducing the ASK13, using a mixture of materials including metal, wood and glassfibre. It has swept-forward single-spar wings, positioned lower than in the Ka 7, the 6 degree forward sweep of the wing allows the rear pilot to be seated near the centres of gravity and lift. The glider therefore maintains the same trim whether flown single seated or dual seated, the D-type leading edge torsion box is of plywood and the whole wing is fabric-covered. There are metal Schempp-Hirth air brakes above and below the wing, the fuselage is a welded steel tube structure with spruce stringers and fabric-covered overall, except for the nose, which is glassfibre. The tail unit is plywood-covered, except for the part of the rudder and elevators, which are fabric-covered. Landing gear consists of a non-retractable sprung wheel, mounted aft of the centre of gravity, originally there was a skid under the forward fuselage but many K13s now have a nose wheel, although a nose skid can still be seen on some K13s. It first flew in prototype form in July 1966 and by January 1978 a total of approximately 700 ASK 13s had been built by Schleicher and they are superb training gliders because they stall and spin well but these manoeuvres are easy to recover from. Their construction also gives great strength and yet they are easily repairable. The aircraft was succeeded by the ASK21
20.
Schleicher ASK 14
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The Schleicher ASK14 is a West German low-wing, single-seat motor glider that was designed by Rudolf Kaiser and produced by Alexander Schleicher GmbH & Co. The aircraft is referred to as the Schleicher AS-K14 or the Schleicher ASK-14, the AS for Alexander Schleicher. The US Federal Aviation Administration designates the aircraft as the Schleicher ASW-14, while Transport Canada, the ASK14 was developed as a low-wing motorized version of the Schleicher Ka 6E. The powerplant is a 19 kW Hirth F10 K19 four-cylinder, two-stroke engine, made by Hirth, the aircraft is built from wood and covered with doped aircraft fabric covering. The 14.4 m span wing employs a NACA 63-618 airfoil at the wing root transitioning to a NACA 63-615 section at the wing tip, the monowheel landing gear is retractable. The cockpit is covered by a canopy that gives all-around visibility. Due to its Ka 6E heritage the handling of the ASK14 was described by Soaring Magazine in 1983 as superb, the ASK14 was never type certified and aircraft registered in the United States were in the Experimental - Racing/Exhibition category. ASW 14s in Canada are in the category CAR Standard 507.03 Aircraft Held a Flight Permit - Private Aircraft prior 01/89 and those in the UK have an EASA Certificate of Airworthiness. ASK 14s finished second, third and fourth in the class at the first international motorglider competition. In 1971 former Soaring Magazine editor Bennett Rogers set the first United States motorgliding record in an ASK14, flying 330.5 km out-and-return from Rosamond, California, US. In July 2011 there were still eight ASK 14s registered with the FAA in the US, two with the UK Civil Aviation Authority and one registered with Transport Canada
21.
Schleicher ASK 16
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The ASK16 was designed by Rudolf Kaiser for production by Alexander Schleicher GmbH & Co of Furth, Germany. The aircraft is of welded tube, wood and fabric construction and has a low-set high-aspect-ratio wing, seating is side-by-side for two persons under a fully transparent side-hinged canopy. The standard powerplant is a 72 hp Limbach L1700 driving a Hoffman variable-pitch propeller, the ASK16 has a retractable tail-wheel undercarriage with the main units mounted under the wings and retracting inwards. It is fitted with controls to permit use in the primary training role. The prototype first flew on 2 February 1971 and a total of 44 aircraft were built for operation by clubs, most of the completed aircraft remained in active service in 2005, including examples flying in Germany, Ireland, Italy, Switzerland, and the United Kingdom. Data from Simpson,2001, p.488 General characteristics Crew, two Payload,290 kg Length,7.34 m Wingspan,16.01 m Height,2.08 m Wing area,16.0 m² Empty weight,460 kg Max. Takeoff weight,750 kg Powerplant,1 × Limbach SL.1700. EBI piston engine,54 kW Performance Maximum speed,200 km/h Cruise speed,171 km/h Range,330 km Rate of climb,2.5 m/s Notes Bibliography
22.
Schleicher ASK 18
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The Schleicher ASK18 is a single-seat sailplane that was built by the German manufacturer Alexander Schleicher GmbH & Co. It was designed to be an aircraft for inexperienced solo pilots and so uses a simple. The fuselage was derived from the Ka 8 and used welded steel tube, the wings are from the Ka 6E but with 16-metre span. They have a wooden spar. The rear part of the wing is fabric-covered and the ailerons are plywood-covered, the tailplane came from the K10, the fin and tailplane are plywood-covered and the rudder and elevators are fabric covered. A Flettner trim tab is fitted to the elevator, only the nose cone is glass-fibre. The main-wheel is fixed and has a brake, there is a tail-skid but no nose-skid. The Schempp-Hirth airbrakes extend above and below the wing, first flight was in October 1974. A variation was the ASK 18B which had a span reduced to 15m, at the end of production in 197738 K18s and 9 K18Bs had been built by Schleicher and one unknown variant built from a kit. A further 8 K18-ARs were produced in Argentina
23.
Schleicher ASK 21
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The ASK21 is a glass-reinforced plastic two-seater mid-wing glider aircraft with a T-tail. The ASK21 is designed primarily for instruction, but is also suitable for cross-country flying. The ASK21 was designed by Rudolf Kaiser to replace the popular ASK13, the ASK21 is the first full-GRP two-seater produced by Schleicher, flying for the first time in February 1979. Production also began in 1979, remaining in production to this day, in December 2004 the ASK21 Mi, a self-launching version, made its first flight. In 2003 the operating time was extended to 18,000 hours The two seats are in an arrangement with dual controls, adjustable rudder pedals and seatbacks. The fuselage consists of a sandwich and thus offers passive safety with low weight. The two-piece, mid-set, cantilever wing is a single-spar glass-fiber construction without flaps, the wingtips curve downward, providing tip skids that allow take-offs without a wing helper. The T-tail possesses a fixed stabilizer and an elevator with spring trim. The undercarriage consists of two or three fixed wheels, the main wheel lies behind the centre of gravity and has a hydraulically operated disc brake. Checking the tire pressure is hindered by the need for removing the wheel fairing, the tail unit has a rubber skid or a tailwheel. The thick wing profile gives good low-speed characteristics, the flight characteristics are docile, its stall is gentle, with ample vibration warning, and is easily recoverable. The nose does not noticeably drop, but the variometer indicates a rate of descent. The glider has little tendency to enter a spin, in order to make spinning possible for training purposes or demonstrations a spin kit is available from the manufacturer. It consists of ballast discs applied to the tail to change the center of gravity according to the weight of the crew, with this device the ASK21 when slowed to stall speed with rudder input drops one wing and begins to rotate. Recovery is standard, utilizing full opposite rudder, stick easing forward until the rotation stops and then centralizing the rudder, ASK-21 Production sailplane ASK21 Mi Self-launching sailplane, as ASK21 with a retractable IAE R50-AA rotary engine with a fixed pitch propeller mounted behind the wing. Vanguard TX.1 The ASK-21 acquired by the UK Ministry of Defence for use by the Air Cadet organisations, College Park, MD, College Park Press. Königswinter, EQIP Werbung und Verlag G. m. b. H, alexander Schleicher GmbH & Co English version Johnson R, A Flight Test Evaluation of the ASK21, Soaring, July 1985 European Aviation Safety Agency Type Certificate Data Sheet
24.
Schleicher ASK 23
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The Schleicher ASK23 is a single-seat Club Class sailplane that was built by the German manufacturer Alexander Schleicher GmbH & Co. It was the last glider to be designed by Rudolf Kaiser and it is an early solo sailplane with docile handling, and it was a successor to the Schleicher Ka 8 and ASK18. It is also the counterpart of the two-seater Schleicher ASK21 with a similar cockpit layout. It uses glass-fibre reinforced plastic and honeycomb as its construction materials. It has no flaps, a wheel and a fixed main-wheel with a tail-skid or optional tail-wheel. First flown in October 1983, the initial version allowed for heavy pilots, with a maximum weight of 140 kg. 51 planes of the original version were built and 102 of the B version, College Park, MD, College Park Press. Königswinter, EQIP Werbung und Verlag G. m. b. H
25.
Schleicher ASW 12
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The ASW12, initially known as the AS12, is a single-seat Sailplane of glass composite construction. The wing is mounted and it has a T-tail. It is essentially a production version of the Akaflieg Darmstadt D-36. In 1965 Gerhard Waibel left the Technical University of Darmstadt to enter Alexander Schleicher GmbH & Co as a designer and his first project for his new employer was the ASW12. This sailplane achieved numerous records and victories in national and international competitions. Previously, on July 26,1970, Ben Greene and Wally Scott co-set a World Free Distance Record by flying separate ASW-12 sailplanes a distance of 1,153.82 km from Odessa, TX to Columbus, NE. The fuselage of the ASW12 was extremely slender for its time and it had a retractable landing gear and a two-piece canopy, of greater depth than was the case with the D-36. Each individual fuselage was manufactured - as with the D-36 - in two halves laid-up on positive molds, construction comprised a double sandwich of glass-fibre reinforced composite over balsa wood. The wings are double-tapered with a modified Wortmann FX 62-K-131 profile at the root, the wings were of fiberglass/balsa wood sandwich construction and were built in the traditional manner using negative molds. For approach and landing control the ASW12 possessed a braking parachute rather than traditional spoilers or airbrakes, the system proved unreliable and a number of ASW12 were retrofitted with a second parachute to reduce the risk of an unsuccessful landing
26.
Schleicher ASW 15
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The ASW-15, designed in 1968 by Gerhard Waibel and built in series by Schleicher, is a glass composite sailplane, with shoulder-mounted wings and all-flying tailplane. The placement of its single tow-release is a compromise between the placement for winching and aerotowing. Rot due to fungus infestation was found in an early example, starting with serial number 356, balsa wood was abandoned in the construction in favour of synthetic foam. In 1971 and 1972, the American pilot Karl Striedieck set world out-and-return distance soaring records three times flying an ASW-15, including one flight of 1009.854 kilometers on October 15,1972 and it was succeeded by the Schleicher ASW19
27.
Schleicher ASW 19
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The ASW19 is a single-seat glider built by Alexander Schleicher GmbH & Co. It was originally designed as a Standard Class glider, but now competes in the Club Class. The ASW19 is known for its pleasant handling and some use it as a training glider. It was succeeded by the all-new Schleicher ASW24, schempp-Hirth metal air brakes are fitted on the upper surface of the wing, and later models received modified brakes with an additional panel due to the somewhat disappointing effectiveness. The wings are held in place with two main pins, up to 80 kg of water ballast can be carried. The tail unit is also of glassfibre/foam sandwich, and the horizontal tailplane has a fixed stabilizer, the fibreglass fuselage is built without the honeycombs that were used on the ASW 15B and ASW17. It has a hook, which is covered by the main wheel doors. With the ASW 19B version, the allowed amount of water ballast increased. Later ASW 19B were delivered with an instrument panel that lifts with the canopy and this feature can be retrofitted to older models. The ASW19 Club is a version with a fixed unsprung monowheel, only five were built for the Royal Air Force, where they were known as the Valiant TX.1. A single ASW19 was fitted with a new wing profile featuring turbulator blow holes at the Technical University of Delft and this ASW 19X showed improved gliding capabilities with a best glide ratio of about 1,41
28.
Schleicher ASW 20
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The ASW20 is an FAI15 metre Class glider designed by Gerhard Waibel and built by Alexander Schleicher GmbH & Co. Its fuselage is nearly identical to the ASW19s, mated to newly designed wings for the 15 metre Class, the prototype first flew in 1977. It proved to be a successful glider, winning several World Championships. Developments along its production life included winglets, pneumatic turbulators, and it remained in production until 1990, when it was superseded by the ASW27. 765 were built by Schleicher and a further 140 were made under license by Centrair in France, the ASW20 first flew in 1977 and was an instant success, winning numerous world and national championships. Dick Johnson reported that the ASW20 was the first 15 m glider to demonstrate a measured a L/D in excess of 40/1. Roy McMaster, Karl Striedieck and John Seymour won jointly, with others, aSW20s won 2nd and 3rd places in the FAI15 metre Class at the 1983 World Championships at Hobbs, NM. ASW20s are still flown in FAI15 metre Class at Regional and National levels, the ASW20 is constructed from glass-reinforced plastic. It features trailing edge flaps which interconnect with the ailerons and allow the entire trailing edge to operate as a flap between -9 and +5 degrees, the flaps also act as ailerons, but deflect only half of the aileron amount. Schempp-Hirth type airbrakes are provided on the wing surface. The B model differs from the A and C model in that it uses a wing spar. The B and C model include several enhancements over the original A model, including a panel, hydraulic disc brake. ASW20s that include a L designation may be fitted with a 1.59 m wingtip extension, the F designation was assigned to A variants produced in France by Centrair. Centrair also produced an FL variant equivalent to the German ASW20L, mark D. Maughmer of Penn State University. The ASW20 is known as a very pleasant handling glider in most respects, the landing flaps, in conjunction with very effective airbrakes, allow the pilot to make exceptionally steep approaches and short field landings when required. Second generation winglets further improved the handling and reduced drag at low to mid speeds, the flexible wing of the A and C models is particularly favored for ridge running, where it absorbs some of the tremendous turbulence found at ridgetop. ASW20 Prototype and initial production ASW20B ASW20BL the ASW20B with detachable outer wing extensions to 16.59 m span, ASW20C ASW20CL the ASW20C with detachable outer wing extensions to 16.59 m span, to compete in the Open-class. College Park, MD, College Park Press, königswinter, EQIP Werbung und Verlag G. m. b. H
29.
Schleicher ASW 24
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The ASW24 is a modern single seat high performance composite Standard Class sailplane. The ASW24 was designed by Schleichers Gerhard Waibel, with Delft University professor Loek Boermans undertaking the role of aerodynamicist, the prototype made its first flight in 1987, having entered serial production later the same year. It nominally remained in production until 2000, although only a score were built in the mid-to-late 1990s and it entailed a large development effort, as it was a complete departure from the preceding ASW19 and pioneered several successful innovations. The fuselage, airfoils, wings and empennage were completely new, as well as many systems, the structure employed a large amount of the then still exotic carbon fibre. The OSTIV Award-winning safety cockpit made use of a shape, tall sidewalls, crumple zones. A large wheel with a brake and a large canopy with excellent visibility were other strong points of the type. The ASW24 was moderately successful in competitions and it won a single World Championship in 2001, fourteen years after its market launch. As the contemporary LS7, the ASW24 overstretched the technology available at the time, it has excellent performance in the cruise, however, the addition of winglets and a change to the outer wing leading edge, making it slightly blunter, improved these characteristics significantly. According to World Champion Sarah Steinberg, it needs to be always proactively flown in thermals, the fuselage of the ASW24 was the basis, with small modifications, for the subsequent ASW27, ASW28 and ASG29. It was superseded in production by the ASW28, the ASW 24B of 1993 introduced winglets and a slightly revised airfoil that were partially successful in addressing the handling and performance issues. The ASW 24E is a nominally self-launching variant employing a Rotax 275 engine, the engine installation is peculiar for its small size and power, more typical of a turbo, and for its manual start with a pilot-operated ripcord. College Park, MD, College Park Press, königswinter, EQIP Werbung und Verlag G. m. b. H. Johnson R, An FTE of the Schleicher ASW-24, Soaring, May 1994 Alexander Schleicher website Sailplane Directory
30.
Schleicher ASW 27
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The ASW27 is a 15 metre Class glider built of modern fibre reinforced composites, which first flew in 1995 and was certified in 1997. The manufacturer of the ASW27 is Alexander Schleicher GmbH & Co, the W indicates this is a design of the influential and prolific German designer Gerhard Waibel. The ASW27 has plain flaps, winglets, a retractable undercarriage, the ASW27 superseded the ASW20 in the manufacturers production line. The structure is a composite of carbon, aramid and polyethylene fibre reinforced plastic. This permits a light structure with the strength to carry large amounts of water ballast, thus permitting the widest possible range of wing loadings for weak, the strong fuselage was tested for crash protection by dropping one from a crane. The winglets were standard equipment from the beginning but were enlarged in the ASW-27B development. The B also has tanks to hold water ballast rather than bags, the ASW27 does not have a version with wing extensions for 18 metres. This was a decision to pursue an uncompromised 15 metre racer. The introduction of the ASG29 gave the ASW27 a stablemate that can compete in the same class, because of the overlap with the ASG29, production of the ASW27 has now ceased
31.
Schleicher ASW 28
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The ASW28 is a Standard Class glider with a fifteen metre span built of modern fibre reinforced composites. The manufacturer of the ASW-28 is Alexander Schleicher GmbH & Co, the W indicates this is a design of the influential and prolific German designer Gerhard Waibel. The ASW28 is a single-seat shoulder-winged composite construction sailplane with a T-shaped horizontal tailplane and 15 metre wingspan, the upper wing surface has Schempp-Hirth brake flaps. As all Standard Class sailplanes, the ASW-28 does not have flaps or other lift-enhancing devices and it has tall winglets, a retractable undercarriage and a water ballast system. The structure is a composite of carbon, aramid and polyethylene fibre reinforced plastic. This permits a light structure with the strength to carry large amounts of water ballast, thus permitting the widest possible range of wing loadings for weak, the ASW-28 supersedes the ASW24 in the manufacturers production line. It has - like its competitors Rolladen-Schneider LS8 and Schempp-Hirth Discus-2 - a version with wing extensions for the increasingly popular 18 metre Class, the sustainer variant of the 18 metre version is the ASW 28-18 E. The sustainer uses a SOLO235018 hp two-stroke engine, ASW28 Production variant with 15 metre wingspan. ASW 28-18 Production variant with either a 15 metre or 18 metre span, ASW 28-18 E Production variant with a 13.2 kW SOLO2350 2-stroke sustainer engine
32.
Schleicher ASH 26
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The ASH26 is an 18 metre Class glider 18 m, built of modern fibre reinforced composites. It is manufactured by Alexander Schleicher GmbH & Co, the H indicates this is a design of Martin Heide. The ASH26 has plain flaps, an undercarriage and a water ballast system. The structure is a composite of carbon, aramid and polyethylene fibre reinforced plastic. Of the ASH26s sold, over 90% are the version, the ASH 26E. ASH26 Production variant with 18-metre wingspan, ASH 26E Production variant, self launching utilising the 37 kW Diamond AE50R engine
33.
Schleicher ASH 31
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The ASH31 is a single seat Open Class glider which can also be flown in the 18 metre class configuration. The ASH31 was announced at the end of 2008 by Alexander Schleicher, the glider was developed as a replacement for the ASH26. The self-launching Mi version is powered by a 41 kW Wankel engine, the improvements over the ASH26 and ASG29 are given as, Extended ailerons Redesigned wing structure ASH31 Production aircraft with 18-metre or 21-metre wingspan. ASH31 Mi The motor-glider production aircraft with 18-metre or 21-metre wingspan, capable of self launching with an engine and retractable propeller
34.
Schleicher ASG 29
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The Schleicher ASG29 is a German sailplane in production by Alexander Schleicher GmbH & Co since 2006. It can be flown as an 18 metre Class glider or as a 15 metre Class glider, the G indicates this is a design of designer Michael Greiner. It is a refinement of the popular ASW-27 and for certification purposes it is designated the ASW-27-18, the ASG29 has plain flaps and winglets. The structure is a composite of carbon, aramid and polyethylene fibre reinforced plastic. This permits a light structure with the strength to carry up to 170 liters of water ballast, thus permitting the widest possible range of wing loadings for weak, the unmotorised version made its first flight on 9 November 2005. The E version has an engine and was certified in February 2008. By August 2014 the numbers of ASG29 produced had reached 163 turbos and 87 pure gliders
35.
Schleicher ASG 32
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The ASG32 is a Two Seater Class glider manufactured by Alexander Schleicher. The prototype had its flight in Poppenhausen on 31 May 2014. The start of deliveries to customers is expected in 2015, the ASG32 is a two-seat mid-wing sailplane of composite construction, it has a retractable landing wheel and a T-shaped horizontal tail. The aircraft was announced in April 2013, with the intention that it would fill the gap between the ASK21 trainer and the larger Open Class two seaters, the ASG32 meets the requirements of the FAI20 metre Two-Seater Class. Pure sailplane, motorized self-launching and sustainer engine versions were announced, construction of the prototype started in 2013, during which the fuselage and tailplane were displayed. The maiden flight was on 31 May 2014, piloted by the designer Michael Greiner, the electrically powered variant of the ASG32 will be delivered after the other variants. The ASG32 and ASG32 Mi were awarded an EASA Type Certificate on 11 February 2016, data from Schleicher ASG32 The pure sailplane, without any engine. ASG32 Mi The motor glider aircraft, capable of self launching with a retractable engine, ASG32 El The electrically propelled motor glider aircraft, capable of sustaining flight for an expected 100 km under engine power
