521:, which in normal form had simple flaps as airbrakes. To comply with the rules, the ship was modified for the World Championships so that the outer half of the flaps hinged upwards to comply with the rules. Schreder pointed out that this made the glider more expensive and less safe (higher landing speed, less effective brakes). The argument over whether to allow this went on for the next five years in IGC and eventually the rules were changed to permit plain flaps provided they were the only means of drag control for landing, and there was no aileron linking for camber changing. There were no other limits on using the flaps for lift increase (although the lack of aileron linking meant that the flaps were not as effective as they might have been).
36:
590:
the
Standard and 15-metre classes, which today is perceptible only in strong gliding weather. Some observers argue that the difference is not meaningful enough, that the 18 metre class is the natural successor to the 15 metre class and that the latter should be removed from World Championships to give space to new classes. Notwithstanding, the class has a sizeable following and official support into the foreseeable future.
789:, but participation was not as high as has been expected. World Class world championships have ceased after 1 October 2014. This class will be replaced by a 13.5 metre Class in which more types of gliders with disposable ballast will be permitted. First World gliding championship of the 13.5 metre Class took place in August 2015 in Lithuania.
506:
fields. The fixed undercarriages caused a major fraction of the drag of sleek fibreglass airframes. Designers reacted by recessing the wheels into the fuselage, which further increased the risk of ground-related damage. Manufacturers took to arguing that the single cheapest way to increase performance was to retract the wheel.
774:(OSTIV) announced a competition in 1989 for a low-cost sailplane, which should have moderate performance, be easy to assemble and to handle, and safe for inexperienced pilots to fly. The idea behind the project was to make gliding competitions more affordable and popular. The winning design was announced in 1993 as the
365:, a handicapped class similar in concept to the Club Class but allowing a wider range of gliders, usually both flapped and unflapped and with spans not limited to 15 metres. This class is often used in competitions where the number of entries is too small to warrant subdivision of the participants into separate classes.
705:
that have been steadily gaining in popularity. Their smaller size sets them apart from the Open Class two-seaters which are very expensive and require experienced crews. The 20 metre two-seaters handle and fly more like
Standard Class single-seaters and cost little more than half the price of an Open
741:
Handicapped contests have been a long-standing feature of many regional and national level events. These Club or sports contests allow the use of gliders of widely differing levels of performance. They are thus popular in places where mostly older types are available, or where the number of entrants
589:
This class was created specifically to end the trailing-edge airbrake controversy in the
Standard Class. The class has been very successful, being since its inception a feature of all World and European Championships. Technological development has eroded the performance gap that once existed between
524:
A later concession would bring difficulties in that the demarcation line between airbrake/landing flaps and performance enhancing flaps is vague. The reluctance within the IGC to allow the later in the
Standard Class led to an unsuccessful attempt to codify what constitutes a landing flap. After the
533:
exploited this loophole to win the 1974 and 1976 World
Championships in the Standard Class, the IGC banned all camber-changing devices from the class and created a parallel 15 metre Class to accommodate them. This decision was polemic as it was the second rule change in a few years and it orphaned
745:
The formal recognition by the FAI of a handicapped class is quite recent, with the first Club Class World
Championships having taken place in 2001. It is intended by the FAI as an affordable entry-level class. It has been extremely successful, attracting some of the most talented and experienced
505:
construction made the existing rules increasingly awkward. The stronger composite structures allowed higher wing loadings, and competitors resorted to fixed ballast to exploit this competitive advantage, which of course increased landing speeds and the risk of damage when alighting in unprepared
509:
In view of these safety and cost-related arguments, the
Standard Class rules were updated to allow disposable water ballast and retractable undercarriages. Retractable wheels were allowed by 1970 and water ballast by 1972. Manufacturers were fitting these as production items, and they had to be
625:
The availability of carbon fibre at affordable prices has allowed the manufacture of light and economical spans exceeding 15 metres. Manufacturers started to exploit this potential by offering tip extensions for their flapped sailplanes. Spans increased gradually from 16.6 metres in the first
493:
The
Standard Class was introduced in the late fifties as an alternative to the increasingly heavy, difficult to fly and costly Open Class ships of that time. Striving for affordability and simplicity, the original standard class rules restricted the span to 15 metres and ruled out retractable
419:
In contests, the Open Class usually delivers the top performances, with daily tasks as far as 1000 km being possible in favourable weather. To be successful, however, an Open Class glider must blend high performance with practicality. "Extreme" designs tend to be failures, of which the
749:
The glider types allowed are not explicitly defined. The criterion for admission is given by an interval of performance handicaps which may be adjusted by the organisers of each event but that is understood to exclude the current state-of-the-art gliders. Water ballast is not permitted.
457:
brought a sudden jump in performance and a further price escalation. This very expensive aircraft has up to now not had outstanding success in competition, but it for a while seemed to impact the cost of remaining competitive in the class. The 'eta biter' and its successor, the
753:
The class is perceived as being fair in spite of the differences in glider performance. This may become compromised by the trend towards modification/customisation of Club Class gliders in ways that distort the handicapping and are difficult to control by the sporting bodies.
746:
pilots in addition to the young and impecunious. Among the reasons for this are the long lifespans of gliders that invite their continued use, the relative simplicity of the class rules and the typically more relaxed "atmosphere" of Club Class competitions.
653:
Following a decade of contests at regional level, which permitted the resolution of issues such as mixed glider/motorglider competition, this class came to feature for the first time in a World
Championships in 2001, with a maximum all-up weight of 600 kg.
650:), finally settling on 18 metres. The trend towards turbo and self-launching sailplanes also favours the 18 metre span, which is large enough to carry the additional weight of the power unit without impairing the ability to climb in weak lift.
797:
A glider with a take-off mass not exceeding 220 kg is in the DU Ultralight Class. This class has been defined for world records but there is no competition class for these types at present. A further sub-type of this class is called a
757:
The emergence of the Club Class is a significant factor in the decline of the World Class, as it is equally affordable, yields higher performances and allows a degree of personal choice in equipment that does not exist in the World Class.
435:
Until the 1960s, a fair number of gliders were able to do well in open competition, with smaller-span types occasionally beating larger but more cumbersome types. The composite revolution caused a shake-down, further aggravated when the
477:
In July 2007, the IGC increased the maximum weight allowed in the Open Class to 850 kg provided the aircraft has a valid certificate of airworthiness at that weight, i.e. the manufacturers must re-certify the glider.
96:, as in other sports, mainly exist to ensure fairness in competition. However the classes have not been targeted at fostering technological development as in other sports. Instead classes have arisen because of:
689:
A two-seater class appeared for the first time in a World
Championships in 1952. The reason for having a separate class was that the drag of the larger fuselage put two-seaters at a significant disadvantage
771:
1001:
448:
of 2012 brought into competition new designs, some of significantly lower wingspan, which flew successfully against "traditional" (wingspan 28 m+) machines of this class.
542:
that had been built in large numbers). Notwithstanding, the decision was vindicated by the great success subsequently enjoyed by both the Standard and 15 metre classes.
114:(IGC) is the sporting body overseeing air sports at the international level so that essentially the same classes and class definitions are followed in all countries.
669:(2007). The same three manufacturers have since introduced new types which are competitive in both the 15 and 18 metre classes with interchangeable wing tips: the
171:, restricted to a maximum wing-span of 15 metres and fixed wing sections (flaps or other lift-enhancing devices not allowed), maximum all-up mass 525 kg, e.g.
400:
This unrestricted class has been a favourite testing ground for technological innovation. Many research prototypes fall under this class definition, e.g. the
303:, accepts sporting performances achieved with any glider type. Sporting performances by Open, 18 metre and Two Seaters are eligible only for this sub-class.
397:
The Open Class is the oldest competition class, although it only came into formal existence with the creation of the two-seater class in the early 1950s.
982:
701:
with a span limitation of 20 metres and maximum all-up weight of 800 kg. This class has no relationship to the 'old' two-seater class, as it targets the
1022:
428:
of 1971 and the BJ series are but the most conspicuous examples. Arguably the only 'extreme' glider that ever won a World Championships was the
1045:
315:, for sporting performances by World Class gliders only, though this category may be amended given the abolition of the class for competition.
694:
single seaters. This class was discontinued after the 1956 World Championships, although two-seater World records were retained until 1996.
494:
undercarriages, flight-disposable ballast, radios and lift-enhancing devices such as flaps. The archetypal embodiment of these rules is the
57:
358:
Glider classes not recognised by the FAI have been used in some regional and national competitions. The most significant of these are:
1107:
998:
79:
835:
958:
767:
322:
775:
470:
until 2012 were being presented as challengers to eta, but the appearance and performance of shorter wingspan competitors in
444:
were introduced in 1981, after which the Open Class for a while became the exclusive preserve of only two manufacturers. The
158:
127:
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I.e. breaking some performance and/or specification records of Eta ("extreme design") while being successful in competition
558:
452:
267:
782:
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627:
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471:
445:
437:
194:
172:
131:
501:
Technological change was fast-paced in the years following the introduction of the Standard Class. The transition to
162:
50:
44:
380:
215:, as the 15 metre Class with wing-spans up to 18 metres, maximum all-up mass 600 kg. Introduced in 2001. E.g.
141:, places no restrictions except a limit of 850 kg to the maximum all-up mass, may be one- or two-seater e.g.
405:
1064:
61:
1116:
710:
614:
487:
409:
242:
912:
Concordia took 7th place in 2012 WGC, but it was too early after its introduction to judge its competitiveness
232:
1078:
401:
1098:
330:
309:, accepts sporting performances achieved with gliders whose wing-span is smaller than or equal to 15 metres.
241:, restricted to a maximum wing-span of 20 metres, maximum all-up mass 750 kg. Introduced in 2014. E.g.
220:
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111:
106:
the need to establish a stable environment for investment decisions by both manufacturers and competitors.
867:
459:
224:
150:
843:
1018:
421:
376:
930:
1st and 3rd place for 23 m and 21 m designs respectively, with 2nd taken by an "extreme" 29.3 design.
631:
598:
566:
451:
Following a couple of decades of small, incremental performance gains, the appearance in 2000 of the
429:
404:
of 1938, which had variable-dihedral wings and spars built of light alloys, the extremely large-span
1042:
806:
does not exceed 18 kg/m. For records microlift gliders are classed with the other ultralights.
643:
413:
826:
may be considered another, with EB29's wingspan 29.3 m and aspect ratio of 51.1 close to the record
730:
726:
714:
678:
639:
635:
539:
263:
250:
885:
was an earlier (2009) 21 m Open Class design, but had seen no major Open Class competition success
372:
342:
123:
346:
193:, as Standard Class with lift-enhancing devices allowed, maximum all-up mass 525 kg, e.g.
976:
882:
871:
718:
658:
610:
578:
535:
530:
425:
254:
154:
146:
1135:
799:
670:
514:
326:
262:, allows a wide range of older small gliders within a specified range of performances, e.g.
216:
1120:
1102:
1090:
1068:
1049:
1005:
546:
534:
several glider types that did not fit well within either class definition (especially the
495:
951:
518:
321:, for sporting performances by gliders having maximum mass below 220 kg, e.g. the
278:. Disposable (i.e. water) ballast may be installed but must not be used in this class.
1129:
839:
550:
338:
803:
275:
206:
17:
851:
847:
823:
467:
463:
502:
903:
A highly modified ASW 22 first seen at the 2006 World Gliding Championships.
334:
1083:
999:
Official results of 2012 FAI World Gliding Championships in Uvalde, Texas
778:, thus becoming the only glider allowed to take part in the competition.
337:
gliders have a wingloading not exceeding 18 kg/m. Types include the
742:
is not large enough to warrant their separation into the usual classes.
1061:
93:
786:
296:
have a one-to-one correspondence with the above competition classes:
184:
1113:
371:, a monotype class very popular in the United States, based on the
770:(IGC/CIVV) which is part of the FAI and an associated body called
1095:
126:
classes are currently recognised by the FAI and are eligible for
781:
The first World Class World Championship took place in 1997 in
29:
894:
2nd place in 2003 WGC in Leszno being the highest WGC place
474:
of 2012 may change established views on the design trends.
486:"Standard Class" redirects here. For the battleships, see
349:. Microlift gliders do not have separate world records.
333:. A subdivision of the ultralight class, known as the
1108:
The Development Of The Modern Standard Class Sailplane
1084:
FAI Sporting Code Section 3 (Gliders and Motorgliders)
288:
Gliding World Records are classified by the FAI under
772:
Organisation Scientifique et Technique du Vol à Voile
545:
Some significant Standard Class types have been the
103:
attempts to contain the cost of access to the sport
8:
1043:Design of the competition sailplane, Table 1
697:The IGC voted in 2005 to reinstate a modern
462:single-seater, as well as Walter Binder's
1019:"The "Eta Biter": Dick Butler's ASW-22DB"
994:
992:
100:the popularity of certain types of glider
80:Learn how and when to remove this message
284:, with maximum wing-span of 13.5 metres.
43:This article includes a list of general
943:
815:
657:Significant 18 metre types include the
605:(1983). Modern contenders include the
593:Significant 15 metre types include the
981:: CS1 maint: archived copy as title (
974:
569:(1984). Modern contenders include the
7:
866:- 21 m modification of 18m version,
274:, with the scores being adjusted by
27:Classification of unpowered aircraft
854:took 1st and 3rd place respectively
836:Alexander Schleicher GmbH & Co
709:Gliders in this class include the
49:it lacks sufficient corresponding
25:
510:disabled to fly in competitions.
768:International Gliding Commission
34:
1025:from the original on 2012-05-02
964:from the original on 2023-02-06
412:of 1975 and the solar-powered
408:of 1972, the telescoping-wing
1:
1096:The 1-26 Association homepage
472:World Gliding Championships
446:World Gliding Championships
1152:
1008:; retrieved on 30 Aug 2012
485:
381:Soaring Society of America
375:glider and managed by the
1052:; accessed on Aug 31 2012
703:high performance trainers
239:20 metre Two-Seater Class
1114:The World Class web site
846:'s (third manufacturer)
488:Standard-type battleship
410:Akaflieg Stuttgart FS-29
776:Warsaw Polytechnic PW-5
402:Akaflieg Darmstadt D-30
118:FAI Competition Classes
92:Competition classes in
64:more precise citations.
864:Jonker JS-1 Revelation
663:Schempp-Hirth Ventus-2
517:flew a variant of his
112:FAI Gliding Commission
868:Schempp-Hirth Quintus
733:also being eligible.
513:In 1965 the American
319:DU - Ultralight Class
1079:FAI Records homepage
379:, a division of the
307:D15 - 15 metre Class
132:World Championships
1119:2008-07-05 at the
1101:2005-11-11 at the
1089:2006-02-24 at the
1067:2008-06-21 at the
1048:2012-11-11 at the
1004:2012-09-02 at the
842:, until 2010 when
373:Schweizer SGS 1-26
18:FAI 18 metre Class
1062:FAI Sporting Code
883:Schleicher ASH 31
872:Lange Antares 23E
844:Binder Motorenbau
802:'. For these the
725:, with the older
659:Schleicher ASG 29
626:implementations (
147:Lange Antares 23E
90:
89:
82:
16:(Redirected from
1143:
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822:The 2010 win of
820:
800:microlift glider
793:Ultralight Class
699:Two Seater Class
685:Two Seater Class
677:(2016), and the
665:(1995), and the
646:), 17.5 metres (
634:) to 17 metres (
515:Richard Schreder
377:1-26 Association
313:DW - World Class
85:
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60:this article by
51:inline citations
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565:(1980) and the
559:Standard Cirrus
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354:Non-FAI Classes
301:DO - Open Class
268:Standard Cirrus
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56:Please help to
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706:Class glider.
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644:Glasflügel 403
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621:18 metre Class
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585:15 metre Class
583:
483:
482:Standard Class
480:
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331:Silent 2 Targa
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213:18 metre Class
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191:15 metre Class
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169:Standard Class
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713:(unflapped),
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424:of 1931, the
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339:Carbon Dragon
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70:February 2011
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1110:by Ron Baker
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1027:. Retrieved
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966:. Retrieved
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804:wing loading
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673:(2020), the
656:
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624:
609:(1994), the
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561:(1969), the
557:(1967), the
553:(1958), the
544:
523:
512:
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363:Sports Class
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276:handicapping
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762:World Class
717:(flapped),
667:Jonker JS-1
613:(1995) and
577:(1995) and
343:AL12 Alatus
323:SparrowHawk
290:sub-classes
62:introducing
1029:2012-08-31
968:2023-02-06
938:References
737:Club Class
721:, and the
711:Duo Discus
503:fibreglass
393:Open Class
369:1-26 Class
282:13.5 metre
260:Club Class
243:Duo Discus
139:Open Class
45:references
692:vis-à-vis
636:DG-200/17
460:Concordia
347:Lighthawk
335:microlift
1130:Category
1117:Archived
1099:Archived
1087:Archived
1065:Archived
1046:Archived
1023:Archived
1002:Archived
977:cite web
959:Archived
681:(2017).
675:Ventus-3
661:(2005),
617:(2005).
607:Ventus-2
601:(1980),
597:(1977),
573:(1998),
571:Discus 2
538:and the
529:and the
442:Nimbus-3
430:Nimbus I
345:and the
292:that do
229:Ventus-3
203:Ventus-3
181:Discus-2
128:European
1136:Gliding
723:DG-1000
628:ASW 20L
615:Diana 2
581:(2000)
540:Libelle
422:Austria
388:History
327:Apis WR
264:Libelle
247:DG-1000
207:Diana 2
151:Quintus
94:gliding
58:improve
787:Turkey
731:DG-500
719:ASG 32
640:DG-600
611:ASW-27
599:Ventus
595:ASW 20
579:ASW 28
567:Discus
536:PIK-20
531:PIK-20
438:ASW 22
255:ASG 32
233:LAK-17
225:DG-808
195:ASG 29
185:LAK-19
173:ASW 28
163:LAK-20
159:ASH 30
155:ASW 22
124:glider
122:Seven
47:, but
962:(PDF)
955:(PDF)
810:Notes
783:Inonu
727:Janus
715:Arcus
671:AS 33
648:LS6-c
551:Mucha
519:HP-11
426:Sigma
414:Icare
406:SB-10
251:Arcus
217:AS 33
143:JS-1C
983:link
852:EB28
850:and
848:EB29
838:and
824:EB29
766:The
729:and
679:JS-3
630:and
549:and
547:Ka 6
496:Ka 6
468:EB29
464:EB28
440:and
221:LS10
130:and
110:The
603:LS6
575:LS8
563:LS4
555:LS1
527:LS2
454:eta
294:not
272:LS1
199:LS6
177:LS8
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991:^
979:}}
975:{{
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870:,
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341:,
329:,
325:,
270:,
266:,
253:,
249:,
245:,
231:,
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223:,
219:,
205:,
201:,
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183:,
179:,
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20:)
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