As The Velocity Of The Glider Increases Does The Accuracy Of The Motion Sensor Increase Or Decrease?

Type of glider shipping used in the sport of gliding

A glider or sailplane is a type of glider aircraft used in the leisure activity and sport of gliding (also chosen soaring).^[1] ^[2] This unpowered aircraft can use naturally occurring currents of rising air in the atmosphere to gain altitude. Sailplanes are aerodynamically streamlined and so tin can fly a meaning distance forward for a small decrease in altitude.

In North America the term 'sailplane' is also used to describe this type of aircraft. In other parts of the English-speaking globe, the word 'glider' is more than common.

Types of gliders [edit]

ASH25M—a cocky-launching two-seater glider

Sailplanes benefit from producing the least drag for any given amount of lift, and this is all-time achieved with long, sparse wings, a fully faired narrow cockpit and a slender fuselage. Aircraft with these features are able to soar - climb efficiently in rising air produced by thermals or hills. In still air, sailplanes can glide long distances at high speed with a minimum loss of superlative in between.

Sailplanes have rigid wings and either skids or undercarriage.^[2] In dissimilarity hang gliders and paragliders utilise the pilot'due south feet for the start of the launch and for the landing. These latter types are described in separate articles, though their differences from sailplanes are covered below. Sailplanes are usually launched by winch or aerotow, though other methods, auto tow and bungee, are occasionally used.

These days about all gliders are sailplanes, only in the past many gliders were non. These types did not soar. They were only engine-less aircraft towed by another aircraft to a desired destination and and so cast off for landing. The prime example of non-soaring gliders were war machine gliders (such as those used in the Second World War). They were oftentimes used just once and then ordinarily abased 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, for have-off. Some high-performance motor gliders (known every bit "self-sustaining" gliders) may have an engine-driven retractable propeller which can be used to sustain flying. Other motor gliders take plenty thrust to launch themselves before the engine is retracted and are known as "self-launching" gliders. Some other type is the self-launching "touring motor glider", where the pilot can switch the engine on and off in flying without retracting the propeller.^[3]

History [edit]

Sir George Cayley'south gliders accomplished brief fly-borne hops from around 1849.^[4] 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.

Afterward World War I gliders were first built for sporting purposes in Germany. Frg'due south potent links to gliding were to a large degree due to post-WWI regulations forbidding the construction and flight of motorised planes in Federal republic of germany, so the country'south aircraft enthusiasts often turned to gliders^[5] and were actively encouraged by the German authorities, especially at flying sites suited to gliding flying like the Wasserkuppe.^[six] The sporting use of gliders speedily evolved in the 1930s and is now their main application. As their performance improved, gliders began to be used for cross-country flight and now regularly fly hundreds or even thousands of kilometres in a twenty-four hours^[7] ^[viii] if the atmospheric condition is suitable.

Glider pattern [edit]

Early gliders had no cockpit and the airplane pilot sat on a small seat located merely ahead of the wing. These were known as "principal gliders" and they were usually launched from the tops of hills, though they are also capable of short hops across the ground while being towed behind a vehicle. To enable gliders to soar more effectively than chief gliders, the designs minimized drag. Gliders now have very smooth, narrow fuselages and very long, narrow wings with a loftier aspect ratio and winglets.

De-rigged glider in its trailer for storage and road transport

The early gliders were made mainly of wood with metal fastenings, stays and control cables. Later fuselages made of fabric-covered steel tube were married to wood and fabric wings for lightness and strength. New materials such every bit carbon-cobweb, fiber glass and Kevlar accept since been used with reckoner-aided design to increase operation. The first glider to employ glass-fiber extensively was the Akaflieg Stuttgart FS-24 Phönix which showtime flew in 1957. This material is even so used considering of its high strength to weight ratio and its ability to requite a smooth exterior finish to reduce drag. Elevate has also been minimized by more aerodynamic shapes and retractable undercarriages. Flaps are fitted to the abaft edges of the wings on some gliders to optimise lift and drag at a broad range of speeds.

With each generation of materials and with the improvements in aerodynamics, the performance of gliders has increased. One measure of performance is the glide ratio. A ratio of 30:1 means that in smooth air a glider tin travel frontward 30 meters while losing just i meter of distance. Comparing some typical gliders that might be establish in the fleet of a gliding club – the Grunau Baby from the 1930s had a glide ratio of simply 17:1, the glass-fiber Libelle of the 1960s increased that to 36:1, and modern flapped eighteen meter gliders such as the ASG29 have a glide ratio of over l:1. The largest open-grade glider, the eta, has a span of xxx.9 meters and has a glide ratio over 70:1. Compare this to the Gimli Glider, a Boeing 767 which ran out of fuel mid-flying and was found to have a glide ratio of 12:i, or to the Space Shuttle with a glide ratio of iv.5:1.^[9]

Left wing spar being inserted during rigging

Loftier aerodynamic efficiency is essential to achieve a adept gliding functioning, and so gliders ofttimes accept aerodynamic features seldom plant in other shipping. The wings of a modern racing glider are designed by computers to create a low-drag laminar flow airfoil. After the wings' surfaces take been shaped by a mould to great accuracy, they are so highly polished. Vertical winglets at the ends of the wings subtract drag and then amend wing efficiency. Special aerodynamic seals are used at the ailerons, rudder and lift to prevent the period of air through control surface gaps. Turbulator devices in the grade of a zig-zag record or multiple accident holes positioned in a span-wise line along the fly are used to trip laminar flow air into turbulent menses at a desired location on the wing. This flow control prevents the germination of laminar flow bubbles and ensures the absolute minimum drag. Bug-wipers may exist installed to wipe the wings while in flying and remove insects that are disturbing the smoothen flow of air over the wing.

Modern competition gliders carry jettisonable water anchor (in the wings and sometimes in the vertical stabilizer). The extra weight provided by the h2o ballast is advantageous if the lift is likely to be strong, and may also be used to adjust the glider's middle of mass. Moving the center of mass toward the rear by carrying water in the vertical stabilizer reduces the required down-force from the horizontal stabilizer and the resultant drag from that downwardly-strength. Although heavier gliders have a slight disadvantage when climbing in rise air, they achieve a higher speed at any given glide angle. This is an advantage in strong weather when the gliders spend only a minor amount of fourth dimension climbing in thermals. The airplane pilot can jettison the water ballast before it becomes a disadvantage in weaker thermal weather. Another apply of h2o ballast is to dampen air turbulence such every bit might be encountered during ridge soaring. To avert undue stress on the airframe, gliders must jettison any water anchor before landing.

Virtually gliders are built in Europe and are designed to EASA Certification Specification CS-22 (previously Joint Aviation Requirements-22). These define minimum standards for safety in a wide range of characteristics such as controllability and strength. For example, gliders must have pattern features to minimize the possibility of incorrect associates (gliders are often stowed in disassembled configuration, with at least the wings being detached). Automated connexion of the controls during rigging is the common method of achieving this.

Glider winch at Degerfeld ^[10] airfield

Launch and flight [edit]

The two well-nigh mutual methods of launching sailplanes are past aerotow and by winch.^[11] When aerotowed, the sailplane is towed behind a powered aircraft using a rope most lx meters (about 200 ft) long. The sailplane pilot releases the rope later reaching the desired altitude. Still, the rope can be released by the towplane also in case of emergency. Winch launching uses a powerful stationary engine located on the ground at the far end of the launch area. The sailplane is attached to one terminate of 800–1200 metres (about two,500–iv,000 ft) of cable and the winch rapidly winds it in. The sailplane tin gain virtually 900–3000 anxiety (about 300–900 metres) of height with a winch launch, depending on the headwind. Less frequently, automobiles are used to pull sailplanes into the air, either by pulling them direct or through the use of a reverse pulley in a similar manner to the winch launch. Elastic ropes (known as bungees) are occasionally used at some sites to launch gliders from slopes, if there is sufficient air current bravado up the hill. Bungee launching was the predominant method of launching early gliders. Some modern gliders tin can self-launch with the utilize of retractable engines and/or propellers, which tin also be used to sustain flying once airborne (see motor glider).

Once launched, gliders try to proceeds height using thermals, ridge elevator, lee waves or convergence zones and can remain airborne for hours. This is known as "soaring". Past finding lift sufficiently often, experienced pilots fly cantankerous-country, often on pre-declared tasks of hundreds of kilometers, normally back to the original launch site. Cross-land flying and aerobatics are the ii forms of competitive gliding. For data about the forces in gliding flying, see lift-to-elevate ratio.

Glide gradient control [edit]

Pilots need some form of control over the glide slope to land the glider. In powered aircraft, this is done past reducing engine thrust. In gliders, other methods are used to either reduce the elevator generated by the wing, increase the drag of the unabridged glider, or both. Glide gradient is the distance traveled for each unit of height lost. In a steady wings-level glide with no wind, glide slope is the same every bit the lift/drag ratio (Fifty/D) of the glider, called "Fifty-over-D". Reducing elevator from the wings and/or increasing drag will reduce the Fifty/D assuasive the glider to descend at a steeper angle with no increase in airspeed. Simply pointing the nose downwards but converts distance into a college airspeed with a minimal initial reduction in total energy. Gliders, because of their long low wings, create a loftier basis effect which can significantly increase the glide bending and brand information technology difficult to bring the glider to Globe in a short altitude.

Sideslipping: A slip is performed by crossing the controls (rudder to correct with ailerons to left, for case) so that the glider is no longer flying aligned with the air menstruation. This will present i side of the fuselage to the air-flow significantly increasing elevate. Early gliders primarily used slipping for glide slope control.
Spoilers: Spoilers are movable control surfaces in the meridian of the fly, usually located mid-chord or near the spar which are raised into the air-menstruum to eliminate (spoil) the lift from the wing area behind the spoiler, disrupting the spanwise distribution of lift and increasing lift-induced drag. Spoilers significantly increase drag.
Air brakes: Air brakes, besides known as dive brakes, are devices whose main purpose is to increase drag. On gliders, the spoilers act as air brakes. They are positioned on top of the wing and below the wing too. When slightly opened the upper brakes will spoil the elevator, just when fully opened will present a big surface and so can provide meaning drag. Some gliders have terminal velocity dive brakes, which provide enough drag to keep its speed beneath maximum permitted speed, even if the glider were pointing straight downwards. This capability is considered a safer way to descend without instruments through cloud than the only culling which is an intentional spin.
Flaps: Flaps are movable surfaces on the trailing edge of the wing, inboard of the ailerons. The main purpose of flaps is to increase the slant of the wing then increase the maximum elevator coefficient and reduce the stall speed. Another feature that some flapped gliders possess is negative flaps that are also able to deflect the abaft edge upward a small amount. This characteristic is included on some competition gliders in order to reduce the pitching moment acting on the wing and and so reduce the down strength that must be provided by the horizontal stabiliser; this reduces the induced elevate acting on the stabilizer. On some types the flaps and ailerons are linked, known a 'flaperons'. Simultaneous movement of these allows a greater rate of roll.
Parachute: Some high operation gliders from the 1960s and 1970s were designed to conduct a minor drogue parachute considering their air brakes were not particularly effective. This was stored in the tail-cone of the glider during flight. When deployed, a parachute causes a large increase in drag, but has a significant disadvantage over the other methods of decision-making the glide slope. This is considering a parachute does non allow the airplane pilot to finely adjust the glide slope. Consequently, a pilot may take to jettison the parachute entirely, if the glider is non going to accomplish the desired landing area.

Landing [edit]

Early glider designs used skids for landing, but mod types generally land on wheels. Some of the primeval gliders used a dolly with wheels for taking off and the dolly was jettisoned as the glider left the ground, leaving just the skid for landing. A glider may be designed so the centre of gravity (CG) is backside the master bicycle and then the glider sits nose loftier on the basis. Other designs may have the CG forward of the master bicycle so the nose rests on a olfactory organ-bicycle or skid when stopped. Skids are at present mainly used only on training gliders such every bit the Schweizer SGS 2–33. Skids are effectually 100mm (3 inches) wide past 900mm (3 feet) long and run from the olfactory organ to the main bicycle. Skids assist with braking after landing by allowing the pilot to put forrard force per unit area on the control stick, thus creating friction between the sideslip and the basis. The wing tips also have small skids or wheels to protect the wing tips from ground contact.

In about high performance gliders the undercarriage can be raised to reduce drag in flight and lowered for landing. Wheel brakes are provided to allow stopping one time on the ground. These may exist engaged by fully extending the spoilers/air-brakes or past using a separate control. Although at that place is only a single master wheel, the glider's wing can be kept level by using the flight controls until it is almost stationary.

Pilots normally country back at the airfield from which they took off, simply a landing is possible in whatsoever flat field about 250 metres long. Ideally, should circumstances let, a glider would fly a standard design, or circuit, in preparation for landing, typically starting at a elevation of 300 metres (1,000 feet). Glide slope control devices are and so used to adjust the height to assure landing at the desired betoken. The ideal landing blueprint positions the glider on final arroyo then that a deployment of thirty–60% of the spoilers/dive brakes/flaps brings it to the desired touchdown indicate. In this way the pilot has the option of opening or closing the spoilers/air-brakes to extend or steepen the descent to reach the touchdown point. This gives the pilot wide safety margins should unexpected events occur. If such control devices are non sufficient, the pilot may use maneuvers such as a forward slip to further steepen the glider slope.

Auxiliary engines [edit]

Near gliders require help to launch, though some accept an engine powerful enough to launch unaided. In addition, a high proportion of new gliders take an engine which volition sustain the glider in the air, but is insufficiently powerful to launch the glider. Compared with self-launchers these lower powered engines have advantages in weight, lower costs and pilot licensing. The engines can be electric, jet, two-stroke gasoline.

Pocket-size retractable jet engines are on some types such as this HPH Shark
Retractable turbo two-stroke sustainer engine
Turbo engine retracting 1
Turbo engine retracting ii
Turbo engine retracting 3

Instrumentation and other technical aids [edit]

Gliders in continental Europe employ metric units, like km/h for airspeed and m/s for lift and sink rate. In the The states, United kingdom, Australia and some other countries gliders to use knots and ft/min in common with commercial aviation worldwide.

In addition to an altimeter, compass, and an airspeed indicator, gliders are often equipped with a variometer and an airband radio (transceiver), each of which may exist required in some countries. A transponder may be installed to assist controllers when the glider is crossing busy or controlled airspace. This may be supplemented past ADS-B. Without these devices access to some airspace may become increasingly restricted in some countries. In countries where cloud-flight is immune, an artificial horizon or a turn and slip indicator are used when there is nil visibility. Increasingly, anti-standoff alert systems such as FLARM are too used and are even mandatory in some European countries. An Emergency Position-Indicating Radio Beacon (ELT) may also be fitted into the glider to reduce search and rescue time in example of an blow.

Much more than in other types of aviation, glider pilots depend on the variometer, which is a very sensitive vertical speed indicator, to measure the climb or sink rate of the plane. This enables the pilot to detect infinitesimal changes acquired when the glider enters ascension or sinking air masses. Near often electronic 'varios' are fitted to a glider, though mechanical varios are often installed as back-up. The electronic variometers produce a modulated audio of varying aamplitude and frequency depending on the strength of the lift or sink, so that the pilot can concentrate on centering a thermal, watching for other traffic, on navigation, and weather condition conditions. Rising air is announced to the pilot as a rising tone, with increasing pitch equally the lift increases. Conversely, descending air is announced with a lowering tone, which advises the pilot to escape the sink area as soon as possible. (Refer to the variometer commodity for more information).

Variometers are sometimes fitted with mechanical or electronic devices to indicate the optimal speed to fly for given conditions. The MacCready setting can exist input electronically or adjusted using a ring surrounding the dial. These devices are based on the mathematical theory attributed to Paul MacCready^[12] though it was showtime described past Wolfgang Späte in 1938.^[13] MacCready theory solves the problem of how fast a airplane pilot should prowl between thermals, given both the average elevator the pilot expects in the next thermal climb, as well every bit the amount of lift or sink encountered in cruise fashion. Electronic variometers brand the same calculations automatically, subsequently assuasive for factors such as the glider's theoretical performance, water anchor, headwinds/tailwinds and insects on the leading edges of the wings.

Soaring flight computers running specialized soaring software, accept been designed for use in gliders. Using GPS applied science in conjunction with a barometric device these tools tin can:

Provide the glider'southward position in 3 dimensions by a moving map brandish
Alarm the airplane pilot to nearby airspace restrictions
Indicate position along rails and remaining distance and form direction
Show airports within theoretical gliding distance
Determine wind direction and speed at current altitude
Show historical lift information
Create a GPS log of the flight to provide proof for contests and gliding badges
Provide "final" glide data (i.e., showing if the glider can attain the finish without additional lift).
Indicate the best speed to fly nether current conditions

After the flying the GPS data may exist replayed on computer software for assay and to follow the trace of one or more than gliders against a properties of a map, an aeriform photograph or the airspace.

Markings [edit]

So that ground-based observers may identify gliders in flight or in gliding competition, registration marks ("insignias" or "competition numbers" or "contest ID") are displayed in large characters on the underside of a single wing, and also on the fin and rudder. Registration marks are assigned by gliding associations such equally the Us Soaring Order of America, and are unrelated to national registrations issued by entities such as the US Federal Aviation Administration.^[14] This need for visual ID has somewhat been supplanted by GPS position recording. Insignias are useful in ii means: Start, they are used in radio communications between gliders, as pilots use their competition number as their phone call signs. Secondly, to easily tell a glider's contest ID when flight in close proximity to ane another to alarm them of potential dangers. For example, during gatherings of multiple gliders within thermals (known equally "gaggles"), one pilot might report "Six-7-Romeo I am correct below you".

Fibreglass gliders are invariably painted white to minimise their skin temperature in sunlight. Fibreglass resin loses strength as its temperature rises into the range doable in directly dominicus on a hot day. Color is not used except for a few small bright patches on wing tips; these patches (typically orange or red) improving a glider's visibility to pilots while in flight. Such patches are obligatory for mountain flying in France.^[15] Non-fibreglass gliders made of aluminum or forest are non so subject field to deterioration at higher temperatures and are often quite brightly painted.

Comparing between dissimilar types of gliding aircraft [edit]

At that place is sometimes defoliation almost gliders/sailplanes, hang gliders and paragliders. In item, paragliders and hang gliders are both pes-launched. The main differences betwixt the types are:

	Paragliders	Hang gliders	Gliders/Sailplanes
Undercarriage	airplane pilot's legs used for take-off and landing	pilot's legs used for take-off and landing	aircraft takes off and lands using a wheeled undercarriage or skids
Wing construction	entirely flexible, with shape maintained purely by the pressure of air flowing into and over the wing in flight and the tension of the lines	generally flexible but supported on a rigid frame which determines its shape (note that rigid-wing hang gliders also be)	rigid wing surface which totally encases wing structure
Pilot position	sitting in a harness	commonly lying prone in a cocoon-like harness suspended from the wing; seated and supine are also possible	sitting in a seat with a harness, surrounded past a crash-resistant construction
Speed range (stall speed – max speed)	slower – typically 25 to 60km/h for recreational gliders (over 50km/h requires use of speed bar),^[16] hence easier to launch and wing in light winds; least wind penetration; pitch variation can exist achieved with the controls	faster	maximum speed up to near 280 km/h (170 mph);^[17] stall speed typically 65 km/h (40mph);^[17] able to fly in windier turbulent conditions and tin can outrun bad weather condition; good penetration into a headwind
Maximum glide ratio	nigh 10, relatively poor glide performance makes long distance flights more than difficult; current (as of May 2017^[update]) world record is 564 kilometres (350 mi)^[18]	about 17, with up to twenty for rigid wings	open class sailplanes – typically effectually lx:1, but in more than common fifteen–eighteen meter span aircraft, glide ratios are between 38:1 and 52:i;^[xix] high glide performance enabling long distance flight, with 3,000 kilometres (1,900 mi) being current (as of November 2010^[update]) record^[20]
Plow radius	tighter turn radius^{[ citation needed ]}	somewhat larger turn radius^{[ citation needed ]}	even greater plow radius but yet able to circle tightly in thermals^[21]
Landing	smaller infinite needed to land, offering more than landing options from cross-country flights; also easier to deport to the nearest route	longer approach and landing expanse required, but can attain more landing areas due to superior glide range	when flying cantankerous-country, glide performance tin let glider to attain 'landable' areas, possibly even a landing strip and an aerial call back may be possible but if not, specialized trailer needed to retrieve past road. Note some sailplanes have engines that remove the need for an out-landing, if they start
Learning	simplest and quickest to learn	teaching is done in single and two-seat hang gliders	teaching is done in a two-seat glider with dual controls
Convenience	packs smaller (easier to transport and store)	more than awkward to ship and store; longer to rig and de-rig; often transported on the roof of a machine	often stored and transported in purpose-built trailers nigh nine metres long, from which they are rigged. Although rigging aids are used, sailplane wings are heavy. Some oftentimes used sailplanes are stored already rigged in hangars.
Price	price of new is €1500 and up,^[22] cheapest but shortest lasting (around 500 hours flying time, depending on handling), agile second-hand market^[23]		cost of new glider very loftier (top of the range 18m turbo with instruments and trailer €200,000) simply information technology is long lasting (up to several decades), so agile second-manus market place; typical toll is from €2,000 to €145,000^[24]

Competition classes of glider [edit]

Eight competition classes of glider have been defined past the FAI.^[25] They are:

Standard Class (No flaps, xv chiliad fly-span, water ballast allowed)
fifteen metre Class (Flaps allowed, 15 k fly-span, water ballast allowed)
eighteen metre Class (Flaps allowed, 18 chiliad wing-span, water ballast immune)
Open Form (No restrictions except a limit of 850 kg for the maximum all-upwardly weight)
Two Seater Class (maximum wing-bridge of 20 1000), also known past the German name "Doppelsitzer"
Gild Grade (This class allows a wide range of older pocket-sized gliders with dissimilar performance, so the scores have to exist adjusted past handicapping. H2o ballast is not immune).
Globe Class (The FAI Gliding Committee which is part of the FAI and an associated body called Arrangement Scientifique et Technique du Vol à Voile (OSTIV) announced a competition in 1989 for a low-cost glider, which had moderate performance, was easy to assemble and to handle, and was safe for low hours pilots to wing. The winning blueprint was appear in 1993 equally the Warsaw Polytechnic PW-5. This allows competitions to be run with simply i blazon of glider.
Ultralight Grade, for gliders with a maximum mass less than 220 kg.

Major manufacturers of gliders [edit]

A large proportion of gliders have been and are even so made in Germany,^[26] the birthplace of the sport. In Germany in that location are several manufacturers simply the iii principal companies are:

DG Flugzeugbau GmbH
Schempp-Hirth GmbH
Alexander Schleicher GmbH & Co

Germany also has Stemme and Lange Aviation. Elsewhere in the earth, there are other manufacturers such every bit Jonker Sailplanes in South Africa, Sportinė Aviacija in Lithuania, Allstar PZL in Poland, Let Kunovice and HpH in the Czechia and AMS Flight in Slovenia.^[27]

References [edit]

^ FAA Glider handbook
^ ^a ^b Definition of gliders used for sporting purposes in FAI Sporting Code
^ Civil Aviation Authorization: Personnel Licensing Department (two December 2005). LASORS 2006: The Guide for Pilots. The Stationery Office. ISBN978-0-11-790501-6.
^ Flight magazine 1954
^ "History of Gliding & Soaring" (PDF). Us Soaring Squad. seven August 2004. Archived from the original (PDF) on 6 June 2022. Retrieved 23 February 2010.
^ "Gliding Magazine | Features". Archived from the original on 26 July 2022. Retrieved 23 February 2010.
^ "List of FAI claimed and ratified records". Archived from the original on sixteen March 2022. Retrieved 11 September 2022.
^ On-line contest web page
^ Space Shuttle Technical Conference pg 258
^ See German Wikipedia: Aerodrome Albstadt-Degerfeld
^ Piggott, Derek (1 March 2002). Gliding: A handbook on soaring flying. A & C Black. ISBN978-0-7136-6148-4.
^ "MacCready Theory". Archived from the original on 17 September 2007. Retrieved 24 August 2006.
^
^ Reference to competition numbers on FAI web site Archived 7 October 2008 at the Wayback Machine
^ Gliding In France
^ "Technical data for Advance Omega 8". Accelerate AG. Archived from the original on thirty May 2022. Retrieved 22 Oct 2022.
^ ^a ^b Flight Manual of Scheicher ASW27b. Alexander Schleicher GmbH & Co. 2003.
^ "FAI Paragliding record". Fédération Aéronautique Internationale. Archived from the original on 9 May 2022. Retrieved 30 November 2010.
^ "Handicap list 2008" (PDF). Deutsche Meisterschaft im Streckensegelflug. Deutscher Aero Club. Archived from the original (PDF) on 24 February 2009. Retrieved vii August 2008.
^ "FAI records". Fédération Aéronautique Internationale. Archived from the original on 11 September 2022. Retrieved xxx November 2010.
^ Stewart, Ken (1994). The Glider Airplane pilot's Manual. Airlife Publishing Ltd. p. 257. ISBN185310504X.
^ "Brochures Ozone". Ozone France. Archived from the original on 27 Oct 2022. Retrieved 21 October 2022.
^ "Typical set of classified ads for paragliders". Archived from the original on 30 March 2022. Retrieved 22 October 2022.
^ "Typical set of classified ads for gliders". Archived from the original on six Dec 2010. Retrieved 18 January 2022.
^ Contest classes as defined by FAI
^ Francis Humblet (November–Dec 2022). "World Glider Product". Gliding International.
^ Simons, Martin (2002). Sailplanes 1965–2000. Eqip. ISBN978-3-9808838-1-viii.

External links [edit]

Wikimedia Commons has media related to Gliders.

Look up sailplane in Wiktionary, the free dictionary.

Information about all types of glider

Sailplane Directory at the Wayback Machine (archived 21 April 2022) – An enthusiast'south web-site that lists manufacturers and models of gliders, past and present.

FAI webpages

FAI records – sporting aviation page with international world soaring records in distances, speeds, routes, and altitude
National Gliding Federations at the Wayback Machine (archived 23 November 2010)