510:, 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).
25:
579:
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.
778:, 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.
495:
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.
763:(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
354:, 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.
694:
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
730:
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
578:
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
513:
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
522:
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
734:
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
494:
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
498:
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
614:
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
482:
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
408:
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
738:
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.
446:
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
742:
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.
735:
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.
642:
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.
639:), 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.
786:
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
746:
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.
424:
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
466:
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.
85:, 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:
678:
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
760:
990:
437:
of 2012 brought into competition new designs, some of significantly lower wingspan, which flew successfully against "traditional" (wingspan 28 m+) machines of this class.
531:
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.
103:(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.
658:(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
160:, 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.
389:
This unrestricted class has been a favourite testing ground for technological innovation. Many research prototypes fall under this class definition, e.g. the
292:, accepts sporting performances achieved with any glider type. Sporting performances by Open, 18 metre and Two Seaters are eligible only for this sub-class.
386:
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.
971:
690:
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
1011:
417:
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
1034:
304:, for sporting performances by World Class gliders only, though this category may be amended given the abolition of the class for competition.
683:
single seaters. This class was discontinued after the 1956 World Championships, although two-seater World records were retained until 1996.
483:
undercarriages, flight-disposable ballast, radios and lift-enhancing devices such as flaps. The archetypal embodiment of these rules is the
46:
347:
Glider classes not recognised by the FAI have been used in some regional and national competitions. The most significant of these are:
1096:
987:
68:
824:
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311:
764:
459:
until 2012 were being presented as challengers to eta, but the appearance and performance of shorter wingspan competitors in
433:
were introduced in 1981, after which the Open Class for a while became the exclusive preserve of only two manufacturers. The
147:
116:
910:
I.e. breaking some performance and/or specification records of Eta ("extreme design") while being successful in competition
547:
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256:
771:
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616:
583:
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183:
161:
120:
490:
Technological change was fast-paced in the years following the introduction of the Standard Class. The transition to
151:
39:
33:
369:
204:, as the 15 metre Class with wing-spans up to 18 metres, maximum all-up mass 600 kg. Introduced in 2001. E.g.
130:, places no restrictions except a limit of 850 kg to the maximum all-up mass, may be one- or two-seater e.g.
394:
1053:
50:
1105:
699:
603:
476:
398:
231:
901:
Concordia took 7th place in 2012 WGC, but it was too early after its introduction to judge its competitiveness
221:
1067:
390:
1087:
319:
298:, accepts sporting performances achieved with gliders whose wing-span is smaller than or equal to 15 metres.
230:, restricted to a maximum wing-span of 20 metres, maximum all-up mass 750 kg. Introduced in 2014. E.g.
209:
852:
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95:
the need to establish a stable environment for investment decisions by both manufacturers and competitors.
856:
448:
213:
139:
832:
1007:
410:
365:
919:
1st and 3rd place for 23 m and 21 m designs respectively, with 2nd taken by an "extreme" 29.3 design.
620:
587:
555:
440:
Following a couple of decades of small, incremental performance gains, the appearance in 2000 of the
418:
393:
of 1938, which had variable-dihedral wings and spars built of light alloys, the extremely large-span
1031:
795:
does not exceed 18 kg/m. For records microlift gliders are classed with the other ultralights.
632:
402:
815:
may be considered another, with EB29's wingspan 29.3 m and aspect ratio of 51.1 close to the record
719:
715:
703:
667:
628:
624:
528:
252:
239:
874:
was an earlier (2009) 21 m Open Class design, but had seen no major Open Class competition success
361:
331:
112:
335:
182:, as Standard Class with lift-enhancing devices allowed, maximum all-up mass 525 kg, e.g.
965:
871:
860:
707:
647:
599:
567:
524:
519:
414:
243:
143:
135:
1124:
788:
659:
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315:
251:, allows a wide range of older small gliders within a specified range of performances, e.g.
205:
1109:
1091:
1079:
1057:
1038:
994:
535:
523:
several glider types that did not fit well within either class definition (especially the
484:
940:
507:
310:, for sporting performances by gliders having maximum mass below 220 kg, e.g. the
267:. Disposable (i.e. water) ballast may be installed but must not be used in this class.
1118:
828:
539:
327:
792:
264:
195:
840:
836:
812:
456:
452:
491:
892:
A highly modified ASW 22 first seen at the 2006 World Gliding Championships.
323:
1072:
988:
Official results of 2012 FAI World Gliding Championships in Uvalde, Texas
767:, thus becoming the only glider allowed to take part in the competition.
326:
gliders have a wingloading not exceeding 18 kg/m. Types include the
731:
is not large enough to warrant their separation into the usual classes.
1050:
82:
775:
285:
have a one-to-one correspondence with the above competition classes:
173:
1102:
360:, a monotype class very popular in the United States, based on the
759:(IGC/CIVV) which is part of the FAI and an associated body called
1084:
115:
classes are currently recognised by the FAI and are eligible for
770:
The first World Class World Championship took place in 1997 in
18:
883:
2nd place in 2003 WGC in Leszno being the highest WGC place
463:
of 2012 may change established views on the design trends.
475:"Standard Class" redirects here. For the battleships, see
338:. Microlift gliders do not have separate world records.
322:. A subdivision of the ultralight class, known as the
1097:
The Development Of The Modern Standard Class Sailplane
1073:
FAI Sporting Code Section 3 (Gliders and Motorgliders)
277:
Gliding World Records are classified by the FAI under
761:
Organisation Scientifique et Technique du Vol à Voile
534:
Some significant Standard Class types have been the
92:
attempts to contain the cost of access to the sport
8:
1032:Design of the competition sailplane, Table 1
686:The IGC voted in 2005 to reinstate a modern
451:single-seater, as well as Walter Binder's
1008:"The "Eta Biter": Dick Butler's ASW-22DB"
983:
981:
89:the popularity of certain types of glider
69:Learn how and when to remove this message
273:, with maximum wing-span of 13.5 metres.
32:This article includes a list of general
932:
804:
646:Significant 18 metre types include the
594:(1983). Modern contenders include the
582:Significant 15 metre types include the
970:: CS1 maint: archived copy as title (
963:
558:(1984). Modern contenders include the
7:
855:- 21 m modification of 18m version,
263:, with the scores being adjusted by
16:Classification of unpowered aircraft
843:took 1st and 3rd place respectively
825:Alexander Schleicher GmbH & Co
698:Gliders in this class include the
38:it lacks sufficient corresponding
14:
499:disabled to fly in competitions.
757:International Gliding Commission
23:
1014:from the original on 2012-05-02
953:from the original on 2023-02-06
401:of 1975 and the solar-powered
397:of 1972, the telescoping-wing
1:
1085:The 1-26 Association homepage
461:World Gliding Championships
435:World Gliding Championships
1141:
997:; retrieved on 30 Aug 2012
474:
370:Soaring Society of America
364:glider and managed by the
1041:; accessed on Aug 31 2012
692:high performance trainers
228:20 metre Two-Seater Class
1103:The World Class web site
835:'s (third manufacturer)
477:Standard-type battleship
399:Akaflieg Stuttgart FS-29
765:Warsaw Polytechnic PW-5
391:Akaflieg Darmstadt D-30
107:FAI Competition Classes
81:Competition classes in
53:more precise citations.
853:Jonker JS-1 Revelation
652:Schempp-Hirth Ventus-2
506:flew a variant of his
101:FAI Gliding Commission
857:Schempp-Hirth Quintus
722:also being eligible.
502:In 1965 the American
308:DU - Ultralight Class
1068:FAI Records homepage
368:, a division of the
296:D15 - 15 metre Class
121:World Championships
1108:2008-07-05 at the
1090:2005-11-11 at the
1078:2006-02-24 at the
1056:2008-06-21 at the
1037:2012-11-11 at the
993:2012-09-02 at the
831:, until 2010 when
362:Schweizer SGS 1-26
1051:FAI Sporting Code
872:Schleicher ASH 31
861:Lange Antares 23E
833:Binder Motorenbau
791:'. For these the
714:, with the older
648:Schleicher ASG 29
615:implementations (
136:Lange Antares 23E
79:
78:
71:
1132:
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811:The 2010 win of
809:
789:microlift glider
782:Ultralight Class
688:Two Seater Class
674:Two Seater Class
666:(2016), and the
654:(1995), and the
635:), 17.5 metres (
623:) to 17 metres (
504:Richard Schreder
366:1-26 Association
302:DW - World Class
74:
67:
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60:
54:
49:this article by
40:inline citations
27:
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554:(1980) and the
548:Standard Cirrus
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343:Non-FAI Classes
290:DO - Open Class
257:Standard Cirrus
109:
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45:Please help to
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695:Class glider.
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633:Glasflügel 403
611:
610:18 metre Class
608:
575:
574:15 metre Class
572:
472:
471:Standard Class
469:
383:
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344:
341:
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320:Silent 2 Targa
305:
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202:18 metre Class
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180:15 metre Class
177:
158:Standard Class
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829:Schempp-Hirth
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702:(unflapped),
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621:Ventus b 16.6
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413:of 1931, the
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328:Carbon Dragon
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59:February 2011
52:
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20:
1099:by Ron Baker
1046:
1027:
1016:. Retrieved
1002:
955:. Retrieved
935:
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867:
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793:wing loading
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662:(2020), the
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641:
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598:(1994), the
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577:
550:(1969), the
546:(1967), the
542:(1958), the
533:
512:
501:
497:
489:
481:
465:
442:
439:
423:
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388:
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352:Sports Class
351:
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270:
265:handicapping
248:
227:
201:
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127:
110:
98:
80:
65:
56:
37:
751:World Class
706:(flapped),
656:Jonker JS-1
602:(1995) and
566:(1995) and
332:AL12 Alatus
312:SparrowHawk
279:sub-classes
51:introducing
1018:2012-08-31
957:2023-02-06
927:References
726:Club Class
710:, and the
700:Duo Discus
492:fibreglass
382:Open Class
358:1-26 Class
271:13.5 metre
249:Club Class
232:Duo Discus
128:Open Class
34:references
681:vis-à-vis
625:DG-200/17
449:Concordia
336:Lighthawk
324:microlift
1119:Category
1106:Archived
1088:Archived
1076:Archived
1054:Archived
1035:Archived
1012:Archived
991:Archived
966:cite web
948:Archived
670:(2017).
664:Ventus-3
650:(2005),
606:(2005).
596:Ventus-2
590:(1980),
586:(1977),
562:(1998),
560:Discus 2
527:and the
518:and the
431:Nimbus-3
419:Nimbus I
334:and the
281:that do
218:Ventus-3
192:Ventus-3
170:Discus-2
117:European
1125:Gliding
712:DG-1000
617:ASW 20L
604:Diana 2
570:(2000)
529:Libelle
411:Austria
377:History
316:Apis WR
253:Libelle
236:DG-1000
196:Diana 2
140:Quintus
83:gliding
47:improve
776:Turkey
720:DG-500
708:ASG 32
629:DG-600
600:ASW-27
588:Ventus
584:ASW 20
568:ASW 28
556:Discus
525:PIK-20
520:PIK-20
427:ASW 22
244:ASG 32
222:LAK-17
214:DG-808
184:ASG 29
174:LAK-19
162:ASW 28
152:LAK-20
148:ASH 30
144:ASW 22
113:glider
111:Seven
36:, but
951:(PDF)
944:(PDF)
799:Notes
772:Inonu
716:Janus
704:Arcus
660:AS 33
637:LS6-c
540:Mucha
508:HP-11
415:Sigma
403:Icare
395:SB-10
240:Arcus
206:AS 33
132:JS-1C
972:link
841:EB28
839:and
837:EB29
827:and
813:EB29
755:The
718:and
668:JS-3
619:and
538:and
536:Ka 6
485:Ka 6
457:EB29
453:EB28
429:and
210:LS10
119:and
99:The
592:LS6
564:LS8
552:LS4
544:LS1
516:LS2
443:eta
283:not
261:LS1
188:LS6
166:LS8
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