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The M-100 was developed in the late 1950’s ; the wing span was laater increased to 15.0 m. Production took place in Italy and, under license, by Carmam in France. The all-wood and fabric airframe has a semi-monocoque fuselage and wings with beech main spars and partial plywood skinning. It is stressed for normal aerobatics but not inverted maneuvers. Glidepath control is by a system of rotating disc segments opening on both upper and lower wing surfaces. ATC
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The Eaglet, designed for kit building, first flew in 1975. It has a retractable main wheel, and uses spoilerons for roll and glidepath control.
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The flying plank was developed in 1954 by Al Backstrom assisted by Phil Easley and Jack Powell as an attempt to combine minimum size with reasonable performance. The prototype EPB-1 was used for drag reduction tests at Mississippi State University. Plans for the –1A development were sold and a number built, most with twin wingtip rudders, but some were completed with a central fin and rudder. Spans have varied up to 9.30 m. / 30.5 ft. A self-launching model was developed later. The Vintage Sailplane Association has plans.
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The Cadet was designed in 1929 by Dr. Gross, a former member of the Akaflieg Darmstadt, as an improvement offering some soaring capability over the existing primary gliders. Jack O’Meara, a demonstration pilot for Baker Mcmillen, flew a Cadet off South Mountain at Elmira, NY for 1 hour and 38 minutes in the summer of 1930 starting what was to become Harris Hill as the home of American gliding. One Cadet even flew on twin floats, and three of them (along with a Sky Gost, another Gross design) were towed at on time by a goodyear Blimp over Akron, OH. One remains airworthy.
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The Dottie S was begun as a high school project and completed in 1957 at Mississippi State University with the help of Guy Storer of the Raspet Flight Research Center. The wings were based on the shorter ones of the Schultz-Midwest MU-1 while the horizontal tail was based on the Laister-Kaufmann LK-10A and the vertical tail was scaled down from that of a Schweizer SGS 2-12 (TG-3A). No spoilers.
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The BJ-series of sailplanes are unusual in that they are designed for a particular climate. From experience gained with the successful BJ-2 Mt P.J. Beatty (RIP) of Johannesburg built the the BJ-3 , designed by Mr W. A. T. Johl especially to take advantage of the strong South African Thermals. First flight was in 1965 and on 28 December 1967. The BJ-3 set up an international speed record over a 500 km triangular course of 135.32 km/ht (73.01kt).
Construction is almost entirely of metal, only the forward part of the fuselage being glassfibre. The wings are of dural secured with round-headed rivets to a wide spar; this structure is then covered with polystyrene foam and glassfibre applied to the upper surface to achieve a smooth finish.. Like the BJ-2 this aircraft uses Fowler-flaps which, when extended, increase the wing area by 30% and can be lowered to a maximum of 30 degrees.. Four sets of DFS-type double airbrakes are fitted. The retractable landing wheel with brake is situated behind the centre of gravity.
The BJ-3A was developed from the BJ-3 in 1968, followed by the BJ-4, which featires a new fuselage and tail unit and uses the existing BJ-3 wings. The original T-tail was replaced by a tall perpendicular fin with an all-flying tailplane located on the fuselage behind the rudder. The two BJ-4s were built for the 1970 World Championships.
Source: "Stephen Thomas" <stevet@cis.co.za>
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The C100-S made its first flight in 1968. It uses a 3-piece wing with an airfoil 15% thick and no aerodynamic twist. Wood and Styrofoam are used in the construction of the wing ( as well as the tail), but the entire surface and the stress-bearing material is fiberglass. The fuselage is of all-metal stress-skin construction, with a skid and fixed wheel.
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The SCS-1 features a V-tail, spoilers in a hatch aft of the canopy and a 3-piece wing.
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The M-200, which first flew in 1964, is a wooden multi-place development ( with span increased to 18.15/59.5 ft.) of the Aer-Pegaso M-100S single-seater manufactured by Centro di Volo de Torino ( Turin Gliding Center ) (CVT). The ship features a fixed wheel and nose skid, rotating plate air brakes, and staggered side-by-side seating.
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The Meise, designed by Hans Jacobs of the Deutches Forschunginstitut fur Segelflug ( German Research Institute for Soaring Flight )(D.F.S.), won the contest to be the standard type to be used in soaring competition at the 1940 Olympic Games planned for Helsinki, Finland, hence the name Olymplia, Plans were distributed throughout the world for competing nations to produce their own Olympias. World War II prevented the Games taking place but the design was widely produced in Germany and elsewhere. Approach control is by top and bottom Surface Schemmpp-Hirth type airbrakes. The original version uses a takeoff dolly. Olypias were manufactured in France by Nord with the name Nord 2000. In Britain, Elliotts of Newbury produced ( as the EoN Type 5 ) the original skid version, and a modified version ( Olypia 2B) with non-retractable main wheel. The Vintage Sailplane Association has plans.
Frankfort Cinema II (USAAC TG-1a)
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The two-place tandem Cinema II was developed in 1940 from the single-place Cinema I. Original versions had small, all-moving tails but the military TG-A’s had conventional tails. The few civilian models, also known as Cinema B’s, became TG-1B’s, C’s, or D’s, largely dependent on when they were acquired. One TG-1A was donated to the Smithsonian Air & Space Museum. The Vintage Sailplane Association has copies of the military manuals, drawings of the military paint scheme and color chips available. ATC
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The Franklin PS-2 was the 1-26 of the 1930’s and won three of the first four U.S. Championships. It gave a start in soaring to notables such as Richard du pont, Warren Eaton, Floyd Sweet, Stan Smith and many others. The designation PS-2 was coined for the intended function of the glider, a primary and a secondary too. The ship has no spoilers. Several cross-country tow experiments were made with the ship. The long-wing prototype, the Taxaco Eaglet was towed from California to Elmira by Frank Hawks in 1931. That ship is now at the Smithsonian Air & Space Museum. The 1934 Lustig Skytrain experiment had Jack O’Meara, R.E. Franklin and Stan Smith towed nose to tail behind a towplane, starting in New York, dropping a glider in Philadelphia one in Baltimore and ending in Washington. In a more normal application, Ralph Barnaby directed a U.S. Navy primary flight training experiment in Pensacola, FL using PS-2’s in 1934. The National Soaring Museum has two examples and another (the last of the 6 acquired for the U.S. Navy experiment) belongs to the National Museum of Naval Aviation at Pensacola, FL.
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The Gp-1, which first flew in 1968, was designed as a simple kit-built sailplane. The all metal ship features a constant-chord (76 cm/ 30 in ) wing with scissorstype airbrakes.
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The third design of Akaflieg Darmstadt graduate Frank Gross, following the Akron Condor and the Baker McMillen Cader, the Sky Ghost was relatively advanced for its time. A two-place dual control glider was a relative novelty when most training was accomplished by the solo method of ground slides graduating to low hops, high hops and patterns. It had a single fixed main wheel, with a two wheel gear as an option. Gross made the first multi-place flight in the U.S. of over two hours in the Sky Ghost. An example is in the National Soaring Museum.
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The H 17 was designed by the Hutter brothers in Salzburg, Austria. The ‘17’ indicated the glide ratio. They sold plan sets until they joined Schempp-Hirth, which then built about five as the Goppingen 5 with the addition of a windshield and main wheel. Many were built from plans worldwide and several are still flying. A post-war version was developed and marketed as the H 17 B with enclosed cockpit, lengthened fuselage and airbrakes. The H 17B has slightly increased span and empty and loaded weights increased about 50%. One H 17 belongs to the National Soaring Museum. The Vintage Sailplane Association has plans.
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One of the classic pre-World War II designs, the Weihe first appeared in 1938 and became the standard high performance sailplane used throughout Europe. Produced first by the Deutches Forschungsinstitut fur Segelfug (German Research Institute for Soaring Flight) ( D.F.S.) and then in large numbers by the Jacobs Schweyer factory and elsewhere in Germany before and during the war, it continued in production from the original German plans after the war in Spain, Sweden and Yugoslavia. The J.S. version differed slightly from the D.F.S. model by having a slightly longer nose and larger canopy. Originally produced with D.F.S. airbrakes of limited effectiveness, some late production examples have Schempp-Hirth type airbrakes. Focke-Wulf produced a post-war development knowm as the Weihe 50 with a blown canopy, some of which had a fixed main wheel instead of a jettisonable dolly. The Weihe set a large number of world records in the postwar years, won World Championships in 1948 at Samedan,
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The SS-1 was a Standard Class design completed in 1966. It featured DFS dive brakes and a fixed faired wheel. All metal surfaces were flush riveted except for the aft section of the fuselage.
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The Moswey series of sailplanes were begun in Switzerland in the 1930’s and the –3 was the first full production design introduced in 1943. It has a hexagonal fuselage forward, with a large beam under the pilot’s seat containing the control. The fuselage cross-section changes to a diamond in the aft section. The assembly jig consisted of a tube around which the shell was built and which then withdrawn. The gull wings disguise the aerobatic capabilities of the ship, which is stressed for 12 g. The sailplane has a fixed landing skid, taking off on a jettisonable wheeled dolly. Glidepath control is by air-brakes.
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Nelson developed the Hummingbird in 1953 after discontinuing the Dragonfly. It is a two-place tandem self-launching sailplane. The Nelson engine retracts when not in use, cutting drag for soaring. The fixed gear is two wheels in tandem, the front one steerable with rudder pedals. It features an all-moving horizontal tail with anti-balance tab, spoilers and dive brakes, and styrofoam-filled leading edges. The original version, of which two were built, was almost all wood; later models were metal. Two belongs to the National Soaring Museum, and one belongs to the Smitsonian Air & Space Museum, Washington.
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The Sisu was the most successful American competition sailplane produced. It won the U.S. National Soaring Championships for different pilots (John Ryan, 1962; Dean Svec, 1965; and A.J. Smith 1967). It set three world records for Al Parker out of Odessa, Texas : 784 km/ 487 miles, 1963; free distance 1,041.5 km. /647.17 miles, 1964; and goal, 930.6 km. / 578.27 miles, 1969. The prototype Sisu 1 first flew in 1958 and featured a full-monocoque wing structure and camber-changing flaps. Production models (-1A) had a lighter wing structure, vented airbrakes and slotted flaps. A.J. Smith further lightened his ship, and at one time used wingtip extensions to increase the span. In its heyday, the Sisu may have been the world’s finest performance sailplane. The Sisu that set the world distance record was donated to the Smithsonian Air & Space Museum and another was donated to the National Soaring Museum.
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The MG-23 first flew in 1955 and was followed down the production line by the improved 1963 –23SL with taller fin, longer canopy and lowered main wheel. ATC
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The D-8 was designed as an all-metal, easy-to-built home construction project. One belongs to the National Soaring Museum.
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The Peel Glider Boat Company of Flushing Bay, NY was in business around 1930, designing and building the Glider Boat, a biplane glider with stepped flying boat hull and wingtip floats. A number of examples were sold. The two occupants sat in tandem in an open cockpit with conventional controls, but without instruments. Normal method of launch was behind a motor boat, the towrope being joined to a bridle which attached to either side of the nose outside the front cockpit. One example belongs to the National Soaring Museum.
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The Penetrator first flew in 1953. It has an all-moving tail, styrofoam-filled wing leading edges, and airbrakes. It originally had a skid with jettisonable take-off dolly, but was subsequently fitted with a fixed wheel. The sole example now belongs to the National Soaring Museum.
Pratt-Read PR-G1 (USN LNE-1; USAAC TG-32)
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The Pratt-Read had two distinctions for a World War II training glider – the side-by – side seating and the fact that it was the only training glider designed for the U.S. Navy. After release by the Navy, the LNE-1’s were acquired by the Army Air Corps which used some for a thunderstorm research project. The list of designers is a ‘Who’s Who’ of glider and model airplane famous names of the time. Pratt-Read was a piano manufacturer and the G1 its only glider project. It has Schempp-Hirth type airbrakes. It won the multi-place world record for Absolute Altitude 13,489 m. / 44,255 ft. flown by Larry Edgar and H. Klieforth in 1952. One belongs to the National Soaring Museum. ATC.
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The Cumulus, which first flew in 1951, incorporated a wing very similar to that of the pre-World War II Schneider Grunau Baby with a new fuselage design reminiscent of the pod and boom Bowlus Baby Albatross. It was designed with homebuilders in mind, Early models used a skid for takeoff and landing, while later models incorporated a small main wheel.
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The SG-1A was designed and built in 1970 as an inexpensive, easy-to-build ship with gentle flight characteristics. No special jigs or tools are required other than a welding rig and common hand tools. The boom-and pod design, which has been static load tested to 9g without failure, features a strut-braced aluminum wing with upper-surface spoilers, a fixed wheel and a nose skid. While the protype had constant chord, V-strutted wings; the A version has double-tapered wings with single struts.
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The first single-seat Mu 13 flew in 1936 as a development of the two-plave Mu 10 Milan. It has an all moving tailplane and DFS airbrakes for approach control. The –D3 model has a modified rear fuselage of increased length, which improved the handling qualities over earlier versions.
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The BJ-1b Duster is a development of the earlier 41.5 ft. span BJ-1 Dynamite (designed by Ben Jansson and Hank Thor). Approximately 400 sets of plans and 150 component kits have been sold to homebuilders. The Duster is entirely skinned in plywood. In accordance with former OSTIV rules it has terminal-velocity-limiting dive brakes (216 kph/ 116 kt./ 134 mph. The Duster has been built in Canada and 10 other countries, and is type-certified in New Zealand. It is relatively simple to build but the 2.13 m./ 7 ft fixed center section provides a challenge for trailer design.
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The T-3, which first flew in 1951, uses a set of Laister-Kauffmann LK-10A wings with a new all-metal fuselage with V-tail and retractable wheel. Later the wing was rebuilt and a new all-metal tail was incorporated.
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The Sagitta first flew in 1961. It has an all-wood primary with fabric cover, and was the first Standard design to appear from the Netherlands. The main wheel is fixed and the airbrakes operate from both top and bottom surfaces of the wing. All control surfaces connect automatically on assembly. The canopy slides backward and can be fixed open in flight at several positions. ATC
Warsztaty Orlik 2 (USAAC – XTG-7
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The Orlik 2, which first flew in 1938, was a development of the 1937 14.4 m. Orlik 1. A special model (Orlik 3) was developed for the Olympic design competition for the 1940 games (won by the German D.F.S. Meise). It has unusual airbrakes on the wing undersurface, close to the leading edge, from the root to the wing bend. One example came to the U.S., and in WWII was imposed into the military as the XTG-7. Later, flown by Paul MacCready, it briefly held the world altitude record in 1948 at over 9,000 m. in the Sierra wave as well as winning the 1948 and 1949 U.S. Nationals.
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A development of the 10m. straight wing LO-100 aerobatic glider, the LO-150 features a two-piece, plywood covered, single spar wing and uses flaps for glidepath control. The fuselage is a wooden monocoque with a cantilever tail. Early models had a skid and jettisonable dolly instead of a fixed main wheel. A.J. Smith won the 1961 Nationals in a LO-150 and Harold Jensen flew another 700 km/ 435 miles. To win the 1962 Barringer Trophy.
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