by Chris Evans

RCAeroTowing.com was asked to give a couple new sailplanes offered by Troy Built Models a first look and helpful critique.  I was chosen to start by building, flying and reviewing the strong and weak points of the High Ridge Soaring KA-7.

The four meter wing is two-piece, built up plywood and balsa, partially sheeted and finally covered with film. The wing mounts to a cavernous fiberglass fuselage with a rather substantial steel wing rod. A removable horizontal stabilizer is bolted on and therefore removable for transport. Controls are elevator, aileron & rudder with the option to install spoilers and an aerotow release. Judging by the size of the huge wing, spoilers are somewhat of a must-have. She’s a real floater.

What You Get

As a child I associated the size of something’s box with how much fun it would be. This box would have sent my fun-scale off the charts.  It’s HUGE! Nestled neatly inside lurked a sleeping beauty. While unpacking the big parts you’ll find an assortment of goodies including a moulded canopy, a nose-skid, the wing rod and a sizable bag-o-hardware.

Components Included in the Kit

• Major airframe parts: wing panels, fuselage, tail pieces, canopy, nose skid, wing-rod
• Wheel & mounting hardware
• Various hardware kits, including a pull-pull system for the rudder, servo hatches, control-horns, push-rods, linkages, hinges, etc.

Needed to Complete

The following is a list of additional items we used to complete the model:

• Servos – Four (4) Hitec HS-645MG servos (ailerons, rudder, tow-release), two Hitec HS-635HN servos (dual elevators)
• Transmitter – Spektrum DX7i 2.4-GHz
• Receiver – Spektrum AR7010 7ch
• Castle Creations 10a BEC
• Receiver Power – 3S 2200 mAh LiPo
• Hobby-Lobby aerotow release
• Two (2) 300mm MPI Servoless Spoilers
• Miscellaneous – Servo extensions, glue, epoxy, thread-locking compound
• Several pounds of lead-shot for nose weight
• One metal push-rod for the tow-release

Assembly

At first I thought the instruction manual was missing but soon discovered it is available instead as a PDF document at on the KA-7 page at Troy Build Models. In this digital age, printed manuals are like sooo last Wednesday. To tell you the truth I don’t miss them. A couple of taps and I had the manual up on my tablet.

Some instructions are cryptic at best. The KA-7’s manual employs very little written word, relying instead on clear and to the point line drawings. These are numbered so a builder may proceed step-by-step, but oddly begin at step 45?  After proceeding through step 50 we then jump back to 40 and only then do we arrive at step one. After some head-scratching I decided to ignore the numbering system and begin the build by installing the tow-release (step 44).

It’s a little unnerving drilling a big honkin’ hole in the nose of such a pretty fuselage. I took care to begin small and work my way up to the final size. You don’t want to go straight for a big drill-bit, that will chew things up for sure. With the release installed with epoxy, I dropped in the release servo linked with a standard push-rod. The cockpit area features pre-cut locations for the servos. They were a perfect fit, an indicator of well thought-out design and good tolerance quality.

I heard reports of a potential issue with the wheel mount on these planes, specifically the use of lite-ply in the hardware bolt area.  In a giant scale sailplane, unlike a smaller power model, there is far less need to weaken internal plywood structure with lightning holes.  Seeing that a model like this will require the addition of adding pounds of weight to the nose to achieve proper CG, I believe it would make more sense to have that weight in the structure instead.

I took some time to reinforce this critical area for strength and durability with solid, quality plywood. Basically I added a flat plate over the existing wheel mount then atop that added an extra bulkhead, glassed here & there with epoxy. I believe that will hold together much better over repeated landing cycles and the less than graceful arrival.

The elevator is one piece and employs two servos, one on each side. This dual setup is intended to provide an extra measure of strength and added precision.  Multiple servos on a single control surface are nothing new, but they were for me. Long story short… as I was using analogue servos on a Y-harness, I had issues getting each to move in perfect unison. I ended up ditching the Y-harness & ran each on its own channel, then used the radio to fine-tune the endpoints & trim.

I’ll probably invest in digital servos and utilize a programmable mixer.  It is also possible to remove the connecting structure between the two elevator halves, being certain to program centering and travel equally. I have a few options.

For any builder who has done pull-pull rudders before, the KA-7 is business as usual. All hardware is provided including wire and nice connectors. Guide tubes are already installed in the fuselage. Simply drill exit holes at the rear of the fuselage then install two short plastic tubes. These keep the wire from chafing. The rudder servo goes in the forward area of the fuselage and drops snugly into the pre-cut hole. After tensioning, I had the rudder operational with minimal fuss. The hardware is top-notch and made these steps quite enjoyable.

The aileron servos are installed in a fairly standard manner. The provided carbon fiber push-rods, ball joint connectors, and composite control horns were all really nice. Unfortunately I managed to lose some of the bits in my workshop clutter.  For the initial flights, I employed metal rods with a Z-bend at the aileron end.  The manufacturer deserves congratulations for supplying such complete and quality hardware.

The rest of the electronics; receiver, battery, BEC, etc. are not mentioned much in the manual. There is room in this fuselage to play a game of baseball so the choice of positioning is left to the builder. I opted to bolt in a simple plate to mount my electronics too. I also made up a battery tray complete with hook-n-loop strap.

The canopy is a project. Probably the most challenging part is trimming the clear part to size. There is a subtle ridge moulded into the plastic as a guide but one slip of the knife and you’ll be cursing from here to Sunday.  I resorted to using the Dremel tool, sanding the excess to the line. While effective, the canopy latch system is somewhat primitive. The rear is held in place with tabs that index slots in the fuselage. These you need to locate and then cut yourself which proved to be quite a challenge. The front of the canopy is held down with a rubber band/hook arrangement. This all works fine, but there is likely a better way.

To mount the wing, the builder tasked with drilling several holes. One set for a carbon fiber anti-rotation pin. Another for a retaining bolt that secures each wing panel against the fuselage. A plywood template is provided to aid in alignment. Hopefully the manufacturer will have addressed this issue by the time you read my review, but my template totally did not fit. I was able to fabricate one that did fit and it was not a big deal. Thankfully the main wing-rod alignment is already set. The steel rod is quite substantial while the structure surrounding the tube is very suitable for a 4-meter floater like this, not a high-speed aerobatic range of stresses.  I’m going to stick to lazy thermal hunting.

The spoiler bays are pre-cut, requiring only the removal of covering. The holes are intended for use with servoless spoilers.  In this case, a set of MPI 300mm e-spoilers from Esprit Models was a perfect fit. Not having to deal with servos and fiddly linkages was a real treat.

On the underside of the wing I added some black Ultracote. As I will be hunting thermals with this plane, visibility at altitude is important. A dark shape against a bright sky is much easier to see versus the stock white.

The nose skid and main wheel were installed without any issues. And with that, it was time to set the final center of gravity balance. After suspending the air frame at the recommended CG I added 2 lbs of epoxy soaked lead-shot to the nose. I used a cardboard tube to protect the tow-release.

The radio program was fairly standard; 30% expo, 60% dual rates, 25% differential. The only mixing was some aileron to rudder using the tow-release switch to disable that during tow. Oddly the manual suggests 30mm throws for all control surfaces. That didn’t sit right with me, seemed like a whole lot for the elevator and almost nothing for the rudder. I decided to go with what I thought was good instead.

So there she was all complete and ready to fly. She’s an impressive looking sailplane for sure.

In the Air

This is not the sort of air frame one can simply take down the local ball-field and fling into the air. As with most of my giant scale sailplanes, I do the bulk of my flying at aerotow events where I have access to powerful tow planes.

For the KA-7’s maiden flight I traveled to Lancaster, PA where to a three day aerotow hosted by the Lancaster Area Soaring Society. Some of the best RC soaring pilots on the East Coast attended, including my buddy Len Buffinton. He graciously agreed to fly the maiden.  Oh boy was I glad he did!

Let’s rewind to when I installed two pounds of lead in the nose to achieve the recommended CG. The manual clearly states a CG location of 100 mm back from the wing’s leading edge. On the diagram this looks about right, sitting at approximately 25 percent of chord. What the manufacturer seems to have failed to take into account is the KA-7’s aggressively forward swept wing. This, I would soon learn, greatly affects the CG location.

After performing the usual pre-flight routine and range check, it was time to get her airborne. The 1/3 scale Pilatus Porter tow plane began its roll out and both planes were quickly off the ground. “Houston, we have a problem!” exclaimed my test pilot. Well actually he said a few colorful metaphors followed by “… just take me straight up!”

During the assent the KA-7 was pitching wildly. After reaching a suitably safe altitude to provide sufficient time to sort out the problem, the tow release was activated. The KA-7 immediately entered two distinct flight modes; one pointing straight at the ground and the other pointing straight upward. There was no level flight to be had – a classic symptom of a grossly tail-heavy air frame. A pilot standing nearby announced, “ we’ve got a situation here!” I heard my poor test pilot mutter in a somewhat daunted voice, “how on Earth am I gonna get this down?”

Thanks to some smart piloting, first thing was to dump in full down trim. That slowed the wild oscillations somewhat but not enough to save the day. Next my test pilot Len held almost full down elevator. Things improved slightly but the situation still was not looking good. With tens of thousands of dollars worth of RC sailplanes parked along the edge of the field and event participants attentively staying out of harm’s way, our attentions turned to where we might crash land safely. Then in a last ditch effort, Len extended the spoilers and with the added drag and down-pitching force on the wing, the KA-7 stabilized. The plane touched down, perhaps a tad roughly but was on the ground intact! “Len you’re my hero!” I almost hugged him.

Returning to the flight line the KA-7 was soon surrounded by no small amount of folks all with opinions on where the CG should reside. Then out came a laptop and tape measure to assess the situation.  After some number crunching it was determined the correct CG should be somewhere right around the leading edge of the wing at the wing root, not 100 mm behind it! She was, in Len’s words, “screamin’ tail heavy.” Oops! That’ll be the last time I blindly trust any instruction manual for the CG. You live, you learn.  Always double check.

I borrowed an additional 3 lbs of lead from the other pilots, dropped that in the nose and set her back in the queue for a tow. Once again, Len took the reins.  Wow what a difference!  The KA-7 climbed gracefully from the grass and took a stable position behind and slightly above the tug. Upon release Len added some slight trim, then handed me the transmitter saying, “here you go.” Almost giddy with excitement I took control and spent the next fifteen minutes sporting a sizable grin. Serene, graceful, placid, tranquil are terms that came to mind. What a beautiful sailplane.

With ample dihedral the KA-7 rolls back to level and will self-stabilize. Pitch is rock solid; it maintains a slow stately pace with no need to ride the elevator. Hands off, she’ll fly herself. Turns are clean and although I’ve yet to really crank the wings over, we didn’t notice any tendencies to tighten in a hard turn and want to spiral. It is necessary to hold the turn somewhat or the wings naturally level off, but that’s a good thing with model like this one.

Although I wasn’t intending to thermal during this test flight, the KA-7 was maintaining altitude nicely. After fifteen minutes of simply flying around it was my choice, not the sailplane’s to come down.  This KA7 is a bit of a floater for sure. I tested the spoilers at altitude. Looking like there was no need to mix in any elevator, I was confident it would land well. “Want me to land?” asked Len. “I think I got this thanks”, I replied nervously. A few minutes later I bellowed out, “in the pattern! landing!” Crossing over into the field I fed in full spoilers and the plane gently descended. Len, still at my side, reminded me to, “work the spoilers”. So moments before touch-down I began to retract them. The KA7 kissed the grass ever so softly, rolled for a few feet then gently dropped a wingtip into the grass. I shook Len’s hand and with an even grander grin, went off to retrieve my beautiful new sailplane.

Preventing Hangar Rash and Arriving at the Airfield in Style

The KA-7 features a two panel wing which leaves its owner with two, six and a half foot wing-panels to safely transport. The fuselage is about the same length. The horizontal stabilizer unbolts which helps a lot. You’re probably not likely to fit this behemoth in a sub-compact car, although if the back seat folds down you may be in business.

I’d recommend using wing-bags to minimize dings. Also, bags for the horizontal stabilizer and  perhaps a rudder cover too. The canopy is quite delicate, especially the rear wings. Ideally you should transport that attached to the fuselage, covered with a blanket.

In Conclusion

For the price the High Ridge Soaring KA-7 is lot of sailplane. She’s big, beautiful and when balanced correctly is a joy to fly. Well-constructed, especially for the price.  I would consider this an excellent introductory air frame for giant-scale soaring and an individual intermediate RC soaring experience .  The big four meter span combined with classic vintage lines should look at home at any scale aerotow or slope event. The dramatic forward swept wings and sharp graphics add appeal on the ground and in the sky. This KA7 is definitely not out of place sitting on the flight line next to expensive European air frames and monster scale composite sailplanes.  The HRS KA-7 fits right in!

Although I wouldn’t consider this an aerobatic bird, I’m betting it will nicely perform low G loops and rolls. Just bear in mind a built up wooden wing is not a steel I-beam. Take it easy! For casual scale flying, lazing around in a thermal or cruising the slope, I think this KA-7 will be perfect.

Although the instruction manual has some shortcomings & the wheel area lite-ply could use reinforcing, I wouldn’t consider those roadblocks to purchase nor the KA-7 a difficult build. While considered an ARF, expect to spend time carefully assembling all the parts. Much of the work was quite enjoyable and is time well spent.  That makes it all the more special the first time it rolls out and takes to the air.

I’ll be taking the High Ridge Soaring KA-7 along to a bunch of events during the Summer of 2013. Thanks to RCAeroTowing.com and to Troy Built Models for the chance to review and own this easy-going sailplane.  It should be a lot of fun!

Initial Control Setup

Elevator:     1”            25 mm

Rudder:       1 3/16”  30 mm

Aileron:       3/4″        20 mm

Expo:             30%

Differential: 25%

Specifications:

Aircraft Type:                     Giant-scale sailplane

Pilot Skill:                              Intermediate

Wing Span:                            157” (3998 mm)

Length:                                   80” (2032 mm)

Wing Area:                            11.2 sq.ft (104 sq.dm)

Weight:                                   20 lbs (9.4 kg)

Wing Loading:                      28.6 oz/sq ft (87 g/sq.dm)

Cubic Loading:                     8.4 oz/cubic.ft

Controls:                                 Aileron, elevator, rudder, spoilers and tow-release

Construction:                        Fiberglass fuselage, built-up balsa and plywood wing & tail, 16mm steel wing-rod

Radio Channels:                    3 absolute minimum – 7 used for aerotow and best programming

Transmitter:                           Spektrum DX7i 2.4-GHz

Receiver:                                 Spektrum AR7010, powered by a 2200 mAh LiPo

Servos:                                     Four Hitec HS-645MG (aile, rud, tow), two Hitec HS-635HN (dual elevators)

Spoilers:                                   MPI 300 mm servoless

Tow Release:                          Hobby Lobby

Instruction Manual:           PDF available at www.troybuiltmodels.com

The model:

High Ridge Soaring – distributed by Troy Built Models

1650 Honore Ave.,

Sarasota, FL 34232

Phone: 941-342-8685

www.troybuiltmodels.com

References:

Castle Creations, Inc.

Phone: 913-390-6939

www.castlecreations.com

Esprit Models

Phone: 321-729-4287

www.espritmodel.com

Hitec RCD

Phone: 858-748-6948

www.hitecrcd.com

HobbyLobby International

Phone: 866-512-1444

www.hobby-lobby.com

Spektrum – distributed by Horizon Hobby, Inc

Phone: (217) 352-1913

www.spektrumrc.com

by Len Buffinton

The best way to describe it is WOW.

At the Weak Signals show in Toledo, I had the opportunity to get one on one with this big beauty, and it is a beauty. I’m really really impressed with the design and execution put forth in this model. This particular model was put together for towing by Horizon Hobby associate David Payne, one of the stellar pilots in the Horizon stable. Speaking to David today, he gave me a guided tour of the Decathlon and all of the unique features that make this model stand out from others in marketplace.

First thing I noticed was the overall look. The 138″ wing span reached to cover a large portion of the display area. The covering is expertly applied and white and black trim really makes this color scheme pop.

Since David is one of the front line tow pilots at the JR Aerotow, he elected to install the DA 120 powerhouse under the hood. I do mean “under the hood” too. The cowl if BIG. It swallows up the 120 with only the tips of the spark plug caps showing through the side cowl cheeks.

The most impressive part for ME was the strut system. The struts on any plane can be a pain in the butt, however Horizon has once again figured out how to make it simple and clean. Using clevis pins and keepers, you should be able to have the struts installed and ready for flight in under 3 minutes.

The door latch is another well thought out area. Looking at the photos, you can see the spring loaded system with magnets added in for good measure.

Inside the cabin, you’ll fine a scale instrument panel along with seats and enough room to install any radio system you wish, including the kitchen sink.

I can go on and on about this one, but I’ll let the pictures do the talking. If you area even remotely thinking about a tow plane or just a great aerobatic ship, this is the one. No kidding

Oh, I almost forgot, they’ll have two or three towing this year at the JR aerotow, so come on out and check it out for yourself. In the world of ARF’s, this one screams quality all over the place.

IT’S ANOTHER WINNER FROM HANGAR 9.

To find out more info or to just order the damn thing because you know you want it, check out their site.http://www.horizonhobby.com/products…cc-arf-HAN1070

Key Features

Needed To Complete

Join us in 2013 for what WILL be the largest aerotow event in the United States

Make plans to attend the 11th Annual JR Aerotow!

May 30 – June 2, 2013

The annual JR event is held in the beautiful countryside of Monticello, Illinois.  The team at RCAeroTowing.com encourages everyone in scale soaring to give this event serious consideration.  Fliers and spectators alike consistently come away from the experience very glad that they made the trip and ready to return the following year!

This is a Thursday-Sunday event and all four days are absolutely worth attending.  In fact, many folks arrive on Wednesday and get an extra day of flying under their belts.  The site for 2013 is once again the Illini Glider Club at Piatt County Airport. DIRECTIONS HERE

Hotels close by the site are the Monticello Best Western Gateway Inn and the Foster Inn on Market Street. Finally, there is about every chain hotel, box box store and restaurant very nearby in Champaign, IL in the N Prospect Avenue area.  Our preference is to stay in Champaign and make the easy 20 minute drive to Monticello each day.  The Courtyard, Fairfield Inn and Country Inns and Suites have gotten good reviews.

   Register Now!

http://www.jrradios.com/Articles/Article.aspx?ArticleID=2360

Weather in the area: http://www.usairnet.com/weather/cond…/?station=KCMI

Champaign, IL hotels and restaurants: http://www.tripadvisor.com/Tourism-g…Vacations.html

The Horizon Hobby team goes all out and takes great care of their guests

SHIPPING OF MODELS FROM THE WEST COAST:  Shipping information for JR Aero Tow west coast attendees: This year’s JR Areo Tow event is again offering free shipping from CA to the event. For specific information, please contact Missie Anderson at manderson@horizonhobby.com or 217-403-3172.

Here is contact information to learn more about any aspect of this great event…

REGISTRATION LINK:  http://www.jrradios.com/Register/Events/AeroTow.aspx

INFORMATION:  http://www.jrradios.com/Articles/Article.aspx?ArticleID=2360

E-MAIL: Manderson@horizonhobby.com

Entry Fee: $50 ($40 for Sat/Sun only)
Banquet Ticket: $20

Please make check payable to: Monticello Model Masters
Mail to:
Horizon Hobby, Inc.
Attn: Missie Anderson
4105 Fieldstone Road, Champaign, IL 61822

Wide open spaces and hat-sucker thermals await

HELPFUL LINKS…

CHAMPAIGN (CMI) – WILLARD REGIONAL AIRPORT
www.willardairport.com
American Eagle: Champaign – Chicago/O-Hare
1-800-433-7300
Northwest AirLink: Champaign – Detroit
1-800-225-2525
American Connection: Champaign – St. Louis
1-800-433-7300

INDIANPOLIS – INT’L AIRPORT
www.indianapolisairport.com
2500 S. High School Rd., Suite 100
Indianapolis, IN 46241
Administrative Offices (317) 487-9594

HOTEL INFORMATION
Best Western Gateway Inn, Monticello. 217-762-9436 (10 min)
Foster Inn, Monticello. 217-762-9835 (10 min)
Wingate, Champaign. 217-355-5566 (mention Horizon Hobby Aero tow for a group rate)
Marriott Courtyard, Champaign. 217-355-0411 (25 min)
Drury Inn & Suites, Champaign. 217-398-0030 (25 min)
Comfort Inn, Champaign. 217-352-4055 (25 min)

AREA CAMPGROUNDS
LODGE PARK – 217-762-4531
FRIENDS CREEK PARK (RURAL CISCO) – 217-795-8361

- Steve Pasierb

Some pilots use towlines with flags at the glider end — some with and some without bungee cords to absorb jerks on the line. Others use towlines that have neither flags nor bungee cords.

While there seem to be two schools of thought about towlines – with flags and/or bungee and without – most pilots agree on the following:

• All of us make towlines that are 120 ft long, more or less.
• All of us prefer 100 lb. test towline for 1/4 scale and smaller gliders, and 200 lb. test or better for larger sailplanes.
• All of us include a weak link in the towline at the glider end consisting of a loop — usually fashioned from heavy duty fishing tackle — attached to the glider’s tow release. Some of us put a weak link loop on the tug end of the towline as well.
• All of us use a snap at the glider end of the towline. The snap — which mates with the loop attached to the tow release — makes it easy to hook the sailplane up to the towline.

The snap is a good example of a little thing that makes a big difference! Without it, the glider loop on the towline needs to be attached to the glider’s tow release at takeoff time — a procedure that often involves time-consuming fiddling with a finicky tow release. This can be frustrating and discourteous to all, especially when the towplane is servicing more than one glider.

When the snap is used, the loop can be attached to the glider’s tow release before coming to the flight line. Then it takes only a few seconds to snap the towline to the loop. The time saved means more time is available for towing both directly and indirectly — a tug that doesn’t use up gas or drain its batteries waiting for a slow hookup has more time to tow.

Towlines with Flag and Bungee
The flag serves two purposes: it makes it easy to see when the glider is flying out of position on tow — too high or low, for example; it also makes it easy to tell when the glider is released at height.

The drawback to using a flag is that it can flutter and tangle the hookup loops on the snap. The way around this is to attach a badminton bird, pointing towards the towplane, between the flag and the loop, just in front of the loop. See the illustration below (not to scale). The bird will keep the line taught so the flag doesn’t tangle.

The bungee cord, which helps to dampen jerks on the line, should be attached to the towline about 20 feet behind the tug. See the illustration below (also not to scale). The 20 foot separation between tug and bungee is needed to prevent the bungee from slingshotting the towline into the propeller if the glider releases while pulling on the line. The bungee cord is particularly recommended for newcomers to airtowing. An alternative is “stretchy” line, which also dampens jerks on the line.

Towlines Without Flag or Bungee
German and Swiss pilots don’t use bungees or flags. Instead, they use a thick line — 1/4 inch or thicker — which has about three feet of built-in stretch and is brightly colored. This towline is easy to make up and its stretchiness provides a comfortable margin of error. It’s easily seen on the ground, doesn’t tangle, and looks more like the real thing since there is no flag fluttering in front of the glider on tow. However, without a flag, it’s harder to see the line part company with the glider at 2,000 feet. Pilots who want to try this simpler towline need to be careful not to tell the towpilot that they’re released until they’re absolutely certain that the glider has let go of the towline.

Where to Find Towline
You can purchase many varieties of towline at your local hardware store. Nylon is excellent because of its built in stretchiness. Surveyor’s line is available in day glow colors, but it’s only suitable for smaller sailplanes. Perhaps in time, colored 1/4 inch line will be locally available.

You Choose
Any combination of the elements above will work as long as the towline is strong enough (100 lb. test or better), roughly 120 feet long, and you use breakaway loops at either end. We hope our “variations on a theme” has inspired you to try a different approach next time you make or buy a towline. Smooth towing!

The music wire used by sailplane modelers to make landing gear and cabin struts is medium carbon steel heat-treated to spring temper or about 45 on the Rockwell C scale of hardness (RC45). On this scale, RC20 is soft, RC45 is tough, and RC60 is hard.1 Tough wire can be bent and cut using the proper tools and techniques, but sometimes it’s just too difficult to work with.

One way to soften steel music wire is to heat it, which makes it easy to bend and form. But after heating and forming, the subsequent cooling — often at an uncontrolled rate — can make the finished wire too hard or too soft since its hardness is determined by the rate at which it cools. For some parts, the final hardness isn’t critical. But a landing gear formed from wire softened too much won’t spring back to its original position; and a gear made from wire cooled to a harder than normal state will snap on its first use. To restore the wire to its original specific spring temper, it must be heat-treated a second time and cooled at a controlled rate.

THREE STEPS

To form wire easily, first anneal it; next, form or bend it to the desired shape; and then heat-treat the part back to spring condition — that is, temper it.

First the wire should be annealed2 at the location to be bent. To anneal it, heat the wire with a torch until it becomes a bright cherry red — about 1400 degrees Fahrenheit. Let it cool completely to the touch. Don’t quench3 it or blow on it. Just let it cool naturally away from any drafts. The wire should now be in the RC25 soft range, and it will bend easily. After forming, once again heat the wire with a torch until it becomes bright cherry red, but this time quench it — that is, cool it rapidly by immersing it in room temperature water. Plunge the steel into the water with a twisting, swirling motion to keep water vapor from insulating the wire against the cooling action of the water.

At this point the wire should be very hard, probably above RC60. To test the hardness, try to make a mark on the worked area with a file. The file should slide off without cutting into the steel at all. If it cuts the wire, try the heat and quench cycle again. If the file still cuts the wire, it isn’t high carbon steel. Get another piece of wire and start over — you won’t be able to add the necessary carbon to low-carbon steel. When the file test signals success, the wire is ready for the final step, but not for use, because it’s very hard and quite brittle, and will probably snap off.

The final step is to temper the wire back to the desired hardness. Tempering is a form of annealing but is controlled so that the steel achieves a specific hardness. Start by sanding the wire with steel wool or emery cloth. Then heat it gradually with the torch. Watch for the following colors as a guide: straw color (350 degrees), followed by dark blue (600 degrees), and then medium blue (750 degrees). At this point, remove the wire from the heat and allow it to cool slowly. Don’t quench it or blow on it; just let it cool naturally in still air. Once the steel returns to room temperature, it should be at the target RC45 hardness, which has a good spring temper. Try the file test again. You should be able to make a mark now, but only with some effort. If it passes this test, the wire is properly tempered.

Besides parts for model planes, tempered music wire can also be used to make special purpose tools. Instead of tempering to 750 degrees (medium blue), stop at the straw color stage. The wire will be at about RC60, which is still very hard, but not brittle. Wire at this temper can be used to drill wood and plastics, and most aluminum and copper.

NOTES

1.  Rockwell hardness testing: named after Stanley Rockwell who made his first testing machine in 1921, is a general method for measuring the bulk hardness of metallic and polymer materials. Although hardness testing does not measure performance properties, hardness correlates with strength, wear resistance, and other properties.

Rockwell hardness testing is an indentation testing method. An indenter is impressed into the test sample at a prescribed load to measure the material’s resistance to deformation. A Rockwell hardness number is calculated from the depth of permanent deformation of the sample after application and removal of the test load. Various indenter shapes and sizes combined with a range of test loads form a matrix of Rockwell hardness scales that are applicable to a wide variety of materials. The Rockwell B and C scales are used for metallic substances.

2.  Anneal: To heat and then cool (as steel or glass) usually for softening and making less brittle.

3.  Quench: To cool (as heated metal) suddenly by immersion (as in oil or water).

BIBLIOGRAPHY

For more information about working with metals in general and about hardness testing in particular consult these books by noted metallurgist, Harry Chandler.

Hardness Testing, 2nd Edition  Harry Chandler, 1999.
Metallurgy for the Non-Metallurgist,  Harry Chandler, 1998.

This article discusses the classification and properties of the metals most often used by sailplane modelers.

ALUMINUM

One of the most abundant metallic elements, aluminum is also one of the most versatile engineering and construction materials available today. Its wide range of alloys can satisfy many diverse requirements, including high strength, light weight, good corrosion and tarnish resistance, and good electrical and thermal conductivity. And aluminum’s attractive silvery luster makes it easy on the eye.

Although pure aluminum has a relatively high melting point — 1220 degrees Fahrenheit — most of its alloys can be easily fabricated, machined and joined. Aluminum is available cast, forged or wrought, such as in plates, bars or rods. It is non-toxic and can be attractively finished by many common methods including painting and anodization — a chemical etching process. The three alloys most commonly used for modeling are 2024-T4, 5052-H32 and 6061-T6.

2024-T4

T4 is a well known aluminum-copper alloy that has been heat-treated in solution and then naturally aged to a stable condition. It is available in sheet, strip, plate, block, rod and tube form. A very rigid metal, it is easily machined. Its mechanical properties include high strength and excellent resistance to fatigue under tensile or compressive loads. However, because it doesn’t bend easily under load, it is not easily formed by bending, as in a brake. In fact, T4 fractures readily at the bend line and is likely to crack at stress concentration points under vibration. Although it is not good for engine mounts it is commonly used to make pistons and connecting rods in engines, pivot blocks, scissors or air cylinders on retracts. It should not be used to make bending brackets of any type.

5052-H32

A strain-hardened and stabilized aluminum-manganese alloy, H32 has moderate to high strength properties but is not heat-treatable. However, it exhibits good welding and brazing characteristics with a high resistance to corrosion. Most commonly supplied in sheet metal form, it is generally not available in thickness over 3/16 of an inch. H32 is excellent for bending into brackets and similar hardware. When bending, keep the internal radius of the bend equal to 1.5 times the thickness of the material or greater.

6061-T6

T6 is an aluminum-silicon-magnesium alloy that has been heat-treated in solution and artificially aged. Of all the aluminum alloys, T6 machines the best and has excellent brazing and welding qualities. It demonstrates very high resistance to cracking under stress and is easily formed by bending or pressure. A medium strength alloy with high corrosion resistance, it is used in many heavy-duty structures such as engine mounts and landing gear components.

For machining aluminum, the best cutting agent and lubricant is kerosene. Next best is light machine oil like Marvel Mystery Oil, but even candle wax can be used without difficulty.

One thing to remember when finishing aluminum is that for the common man getting paint to stick to it is very tough. Not because we can’t paint right, It’s because our finishing method does not agree with what aluminum wants to see. aluminum naturally forms a thin surface layer of oxidation. (This is that black stuff you get on your hands when handling untreated aluminum.) This layer forms rapidly on fresh cut material and prevents the rest of the material underneath from oxidizing or corroding. Even if the part looks shinny, this layer may have already formed. This is why aluminum is considered very corrosion resistant. However, this very same layer is what makes it very hard for paint to stick. Well some of you may say, “I’ll out smart this material and use some epoxy paint”. Truth is, no matter what paint you use if the surface isn’t prepared right the paint will peal right off.

The best way to prepare aluminum is to dip the part in a chromic acid etching bath just prior to priming. This bath removes all oxidation and applies a thin protective top layer that adheres to the aluminum and accepts any paints very well. Painting should begin as soon as possible after the part is dried off but it is possible to wait up to 24 hrs. without too much harm. Once the primer is on all other painting can proceed at a normal rate. Well most of us don’t have a chromic acid bath at home so how do we handle this problem? The best way is to sand the entire part with 320 or 400 wet – dry sandpaper used wet. Dry the part off by use of a heat gun or forced air. Wash right away with Acetone or thinners compatible with the paint you will be using. Again dry off and commence applying primer. Once the primer is on you can relax. If you had to stop anywhere in the process before you got primer on the part you’ll have to start all over with the sand paper etc. The point here being that you have to get primer on an oxidation free surface.

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LEAD

Probably the second most used metal used by modelers. When was the last time you built a nose heavy plane? Lead is most commonly used by modelers as ballast. This bluish-gray metallic element is very dense with a specific gravity of 11.35. This means it is very heavy for a given volume. Lead is a soft, malleable and ductile material. Its melting point is quite low at 625 degrees F. Lead is also useful for generating electric current in electrochemical applications such as batteries. It can be readily and inexpensively fabricated into many forms. It is used as an additive to some metals to make them easier to machine and it is also a major alloy in most solders. Lead is sometimes added to “plain” bearings to aid in lubrication and ease of fabrication.

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COPPER

Probably the first metal to be smelted from its ore, Copper is a very useful material that has a number of desirable properties. It resists corrosion, provides outstanding electrical and thermal conductivity, and has good ductility. While its strength-to-weight ratio is relatively low, Copper is considered a heavy metal. Pure Copper melts at 1981 degrees F. It can be polished to a high luster. It is non-magnetic and combines well with other metals to form a wide variety of useful alloys. It is easy to fabricate and can be joined mechanically by soldering or brazing very easily. Copper and its alloys tend to work harden and can be either hot or cold worked to increase its strength. What this means is that as you bend Copper, if you were to bend the same area back and forth repeatedly the material actually gets stronger at the bend. The down side is that as the strength and stiffness goes up so does its stress cracking probability. So the trick here is to know just when to stop working it before you start to fatigue it. For most of our uses today there are two basic forms of Copper.

C110

This is 99.9 percent pure Copper. It can be bent, riveted, drilled, milled, filed, soldered, brazed and welded to most any configuration. Most common use is electrical connections and ground straps etc.

C112

A harder version of the C110 that can also be easily brazed and soldered. It is harder than the C110 so it may require annealing prior to bending and /or shaping. Annealing is a softening process that is accomplished by heating the part to a burgundy red color and letting it cool naturally. The annealing process can be applied to an entire part or it may be done locally (only to certain areas).

Like aluminum, Copper also likes Kerosene as a cutting agent when machining it. Also like aluminum; Copper forms a thin oxidation layer that helps it become very corrosion resistant. This oxidation layer, however, does not form as fast as aluminum’s so painting Copper is not as big a chore. The do-it-at-home modeler should follow similar techniques as used on aluminum when it comes to painting Copper.

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BRASS

Brass is really an alloy of 70 percent Copper and 30 percent Zinc. Brass is an excellent metal for cold working and shares many of the same properties of Copper but Brass is stronger. Increasing the Zinc content increases strength and ductility. Brass can also be annealed the same way Copper is. Brass is considered a “self lubricating” metal and very rarely requires a lubricant in either machining or in use. Brass sometimes has Lead added to aid in machining and forming. There are many special alloys available but the three basic forms of Brass in use today are:

C260

Known as “cartridge brass” C260 has a high Zinc content that gives it optimum strength and ductility yet still retains the high formability of Copper. It has excellent cold workability and is used extensively in the automotive field. It is also the most common form of Brass used for plumbing goods, builder’s hardware, and ammunition components.

C330

Most widely used for the fabrication of tubing. A low Lead content of .5 percent gives this alloy good machinability and excellent cold working properties. It can be fabricated by forming, bending, machining, piercing and punching. It can also be brazed, soldered and welded similar to Copper. Of all the Brass alloys this is the one that is used most widely for brazing steels and dissimilar metals together.

C360

Considered a “Leaded” Brass, this alloy also has a high Zinc content of up to 37 percent. The inclusion of lead gives this high strength alloy a “free-cutting” quality making it easier to machine. Often called “Leaded Brass” or “Free machining Brass” it finishes well and is the most easily plated, soldered and brazed Brass alloy.

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STEELS

For our purposes there are basically two types of steels that could be found in the average shop, Carbon Steel and Stainless Steel.

Carbon Steels

Carbon Steels come in a variety of alloys. Too many to list here. The predominant elements in Carbon Steels are Iron and Carbon. The Carbon content can range from a few hundredths to just over 1 percent. Doesn’t sound like big numbers, does it?

( Low Carbon Steels 0 – .30 %, Medium Carbon Steel .31-.70 %, High Carbon Steel .71-1.3 % ). Carbon Steel in its various forms represents more than three-quarters of the steels in production today. Carbon Steel is generally fine grained, and has little to no alloying agents. Most Carbon Steels are classified as hot rolled, cold drawn or cold rolled and are available in bar, sheet, wire, tubing, and structural shapes. They can also be forged and casted.

Carbon Steels are heat treatable to a degree. The carbon content is what gives these steels their heat treatable strength properties. For example; the higher the carbon content, the stronger the material can be heat treated to. The music wire we use for landing gear is one of the medium Carbon Steels heat-treated to a tough condition. One drawback to these steels is that they contain high amounts of Iron. This means they rust easily. They should not be left bare, as they will form an oxidation layer of rust. Unlike aluminum, this oxidation layer keeps on going until it has taken over the whole part. Eventually the part will deteriorate and disappear. Leaving you with a pile of rust…….

The best cutting agent for carbon steels is plain old motor oil. 30W works the best. Straight out of the can or bottle. Finishing steel is very easy. Clean off all oils and sand off all rust followed by a wipe down with thinner. Apply a coat of primer as soon as possible and finish off with the color of your choice.

Stainless Steel

Stainless Steels are high-alloy steels well known for their outstanding corrosion resistance. Valued for tough mechanical properties such as high strength and extreme thermal capacities they provide low maintenance and long service life. Typically Stainless Steels are iron-nickel-chromium alloys with a generally high percentage of nickel. There are two classes of Stainless Steels, Non-Ferric (300 series) and Ferric (400 series). The Ferric class (400 series) contains a higher percentage of iron and approximately 12 % chrome and even though these steels are classified as “stainless” they do rust.

The 400 series is magnetic and is heat treatable while the 300 series is not magnetic (generally) and is not heat-treatable. The 300 series contains a higher percentage of nickel and approximately 17 % chrome. It is the higher contents of nickel and chrome that give the 300 series their corrosion resistance. Most fasteners such as nuts, bolts and washers are of the 300 series. In cases where extreme high strength is required nuts and bolts would be made from heat treated 400 series and then coated to prevent corrosion. The best cutting agent for most Stainless is USED motor oil thinned with a little Kerosene. The older the motor oil the better. You know the stuff you drain out of your car after 70000 miles. Don’t mix it with rocks or sand; just add a little Kerosene and you’re good to go.

Finishing any Stainless is just like finishing any Carbon Steel with one exception. The non-ferric series does not rust and therefore does not require any finishing at all if you don’t need it painted. It can be left bare and will hold its luster for a very long time. Much longer than most of our models survive. The ferric series does rust so it should be given the prep and prime and paint treatment.

Sailplane: SZD-36 Cobra

Registration: PH-992

Manufactured by: PZL Bielsko

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: The Cobra 15 is a Standard Class design, which first flew in 1969. Franciszek Kepka flew one to second place at the 1970 World Championships at Marfa Texas. It incorporates the handling characteristics of the Foka 4 with a Wortmann profile and higher aspect ratio wing; 45 degree to 45 degree roll rate is less than three seconds. The ailerons and free-flying horizontal tail are mass balanced. It has a retractable gear which stows the wheel horizontally. The Cobra 17 is a 17 m. Open Class development which carries water ballast. Specifications are for the Cobra 15.

More information:

http://en.wikipedia.org/wiki/PZL_Bielsko_SZD-36

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=351

http://www.piotrp.de/SZYBOWCE/pszd36.htm

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Sailplane: SZD 30 Pirat

Registration: JA2225

Manufactured by: PZL Bielsko

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: The prototype Pirat first flew in 1966, a multi-purpose design intended to cover the spectrum from a basic single-place ship to a cloud flying and aerobatic sailplane. It has a three piece wing with upper and lower Schemp-Hirth type airbrakes and fixed main wheel.

More information:

http://en.wikipedia.org/wiki/PZL_Bielsko_SZD-30

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=350

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The images below show samples of what is in the PDF files. The PDF files are vector based files, so you can import them into any graphics program and get good resolution. Then can also be opened with Adobe Illustrator.

Our thanks to Frank for this fine work and for allowing us to makes these files available.

Copyright – This decal set is free for non-commercial use. Contact us for further information

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Below are logos that I have redrawn from a few sources. They are the two main versions currently shown, the originial or “old” logo with the drop shaddows and the more modern “cleaner” version.

The files are available in illustrator files (.ai), illustrator EPS files (.eps) and JPG (.jpg)

These files are for non-commercial use only. Please contact me for other information.

	Slingsby Sailplanes Ltd “Oldstyle” logo	Slingsby_oldstyle_final_AI Slingsby_oldstyle_final_EPS Slingsby_oldstyle_final
	Slingsby Sailplanes Ltd “Modern” logo	Slingsby_modern_final_AI Slingsby_modern_final_EPS Slingsby_modern_final
	Slingsby Sailplanes Ltd “Modern” logo with white outline	Slingsby_modern_final_whtoutline_AI Slingsby_modern_final_whtoutline_EPS Slingsby_modern_final_whtoutline

There are the two main versions – the original logo only version and then the specific model variants

The files are available in illustrator files (.ai), illustrator EPS files (.eps) and JPG (.jpg)

These files ae for non-commercial use only. Please contact me for other information.

	Schweizer main logo	Schweizer 1 PDF  Schweizer_1_AI  Schweizer_1_JPG
	Schweizer varients logos	Schweizer 2_PDF  Schweizer_2_AI  Schweizer_2_JPG

Sailplane: SZD-50-3 Puchacz

Registration: VH-OWL

Manufactured by: PZL Bielsko

Home Club/Hangar: Geelong Gliding Club

Known Modifications: N/A

Notes: The Puchacz was designed by PZL Bielsko of Poland. It is intended for primary, intermediate, and aerobatic flight training. It shares the responsive handling characteristics of other sailplanes stressed for upright and inverted aerobatic maneuvers, making it a popular sailplane with club pilots. “Puchacz” is the Polish word for “male owl”, and is roughly pronounced as “poo-hotch”. But most people call it “pook-hatch” – or simply “pooch”.

More information:

http://myweb.tiscali.co.uk/miskin/gliding/gliding/puchacz.htm

http://www.gliding-in-melbourne.org/puchacz.htm

http://en.wikipedia.org/wiki/PZL_Bielsko_SZD-50

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Sailplane: LET L-13 Blaník

Registration: HB-942

Manufactured by: LET

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: Although out of production for a number of years, the Blanik remains one of the most active two- place training and club aircraft throughout the world. An all-metal flush riveted sailplane with fabric covered control surfaces, the Blanik is stressed for aerobatics and has held many two- place records. It is equipped with DFS type airbrakes and Fowler-type flaps. The main wheel has an oleo strut shock absorber and is partially retractable. The horizontal tail surfaces fold up parallel to the fin for transportation and storage.

More information:

http://en.wikipedia.org/wiki/LET_L-13

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=45

blanik logo – Logo decal artwork

Copyright – This decal set if free for non-commercial use. Contact us for further information

Reference images:

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Sailplane: LET L-13 Blaník

Registration: HB-1287

Manufactured by: LET

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: Although out of production for a number of years, the Blanik remains one of the most active two- place training and club aircraft throughout the world. An all-metal flush riveted sailplane with fabric covered control surfaces, the Blanik is stressed for aerobatics and has held many two- place records. It is equipped with DFS type airbrakes and Fowler-type flaps. The main wheel has an oleo strut shock absorber and is partially retractable. The horizontal tail surfaces fold up parallel to the fin for transportation and storage.

More information:

http://en.wikipedia.org/wiki/LET_L-13

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=45

blanik_logo – Logo decal artwork

Copyright – This decal set if free for non-commercial use. Contact us for further information

Reference images:

Sailplane: LET L-13 Blaník

Registration: SE-UMT

Manufactured by: LET

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: Although out of production for a number of years, the Blanik remains one of the most active two- place training and club aircraft throughout the world. An all-metal flush riveted sailplane with fabric covered control surfaces, the Blanik is stressed for aerobatics and has held many two- place records. It is equipped with DFS type airbrakes and Fowler-type flaps. The main wheel has an oleo strut shock absorber and is partially retractable. The horizontal tail surfaces fold up parallel to the fin for transportation and storage.

More information:

http://en.wikipedia.org/wiki/LET_L-13

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=45

blanik_logo – Logo decal artwork

Copyright – This decal set if free for non-commercial use. Contact us for further information

Reference images:

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Sailplane: Woodstock

Registration: VH-HNW

Manufactured by: Jim Maupin (Kit Designer)

Home Club/Hangar: Bendigo gliding club

Known Modifications: N/A

Notes: The Woodstock is a plans built, wood and fabric glider designed by the late Jim Maupin of
California . It is available in 12 and 13 meter wingspans. It was designed to be simple and inexpensive to build with common tools and fabrication processes, using a minimum of space.

Woodstock was designed with a wing having an 18 % section for the root, 13 % at the tip and no twis. The principal design objectives were low cost and simplicity of construction. Douglas Air was used for all major structural parts and all tail and wing skins were birch. It first flew in 1978 and won the Sailplane Homebuilders Association design contest in 1984. A tail wheel is an option instead of a skid. The main wheel is fixed. Approach control is by wing top surface spoilers. As an option, wings of 13.1 m./ 43.0 ft.

More information:

http://members.aol.com/woodglider/

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=385

Reference images:

Sailplane: Duster

Registration: VH-HDT

Manufactured by: Hank Thor (Kit Designer)

Home Club/Hangar: Bendigo gliding club

Known Modifications: N/A

Notes: The BJ-1b Duster is a homebuilt, wooden sailplane with a 13 meter wingspan and an  L/D of 28+. It was designed by Hank Thor in the late-1960s to be simple and inexpensive  to build. To date, over 70 Dusters have  been  built and flown worldwide. During  the 1970s and 80s, the plans were sold by Hank Thor via California Sailplanes and a kit was offered by DSK (Duster Sailplane Kits.)  These are now available only on the secondary market, but  with 371 sets of plans and 169 kits produced, your odds are still good.

Currently this is the only one of this type flying in Australia.

More information:

http://www.classicglider.info/Duster/index.html

http://www.fiddlersgreen.net/AC/aircraft/Duster-Sailplane/duster.php

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=385

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Sailplane: Duo Discus

Registration: VH-VRD

Manufactured by:  Schempp-Hirth Flugzeugbau GmbH

Home Club/Hangar: Geelong Gliding Club

Known Modifications: N/A

Notes: The Duo Discus was conceived as an advanced trainer with good cross country ability. It has a four piece unflapped wing with a modified Discus planform. The fuselage is derived from that of the two-place Janus. Approach control is by top surface airbrakes.

More information:

http://en.wikipedia.org/wiki/Schempp-Hirth_Duo_Discus

http://www.schempp-hirth.com/index.php?id=33&L=1

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=93

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Sailplane: Duo Discus

Registration: D-KSFW

Manufactured by:  Schempp-Hirth Flugzeugbau GmbH

Home Club/Hangar: Fliegerschule Wasserkuppe

Known Modifications: N/A

Notes: The Duo Discus was conceived as an advanced trainer with good cross country ability. It has a four piece unflapped wing with a modified Discus planform. The fuselage is derived from that of the two-place Janus. Approach control is by top surface airbrakes.

More information:

http://en.wikipedia.org/wiki/Schempp-Hirth_Duo_Discus

http://www.schempp-hirth.com/index.php?id=33&L=1

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=93

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Sailplane: Duo Discus

Registration: D-KSFW

Manufactured by:  Schempp-Hirth Flugzeugbau GmbH

Home Club/Hangar: Fliegerschule Wasserkuppe

Known Modifications: N/A

Notes: The Duo Discus was conceived as an advanced trainer with good cross country ability. It has a four piece unflapped wing with a modified Discus planform. The fuselage is derived from that of the two-place Janus. Approach control is by top surface airbrakes.

More information:

http://en.wikipedia.org/wiki/Schempp-Hirth_Duo_Discus

http://www.schempp-hirth.com/index.php?id=33&L=1

http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=93

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Sailplane: KA6cr (modified)

Registration: PH-922

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: Zoetermeer, Netherlands

Known Modifications: Canopy and nose area.

Notes: The series began with the 14 m. Ka 6. This was followed by the Standard Class (15 m.) Ka-6b, with skid, and Ka6Br with main wheel. The Ka-6B won the OSTIV prize for the best Standard Class design at the 1958 World Championships at Leszno, Poland. The ?6c version was a ?6b with modified wing root. It has more of the wing covered with plywood and incorporates other minor improvements, and also comes in skid and wheeled (-6cr) models. All models have airbrakes for approach control. Some later ?6CR models are designated as Ka-6CRPE?s, the PE standing for pendulum elevators (the all-moving tail used on the Ka-6E). Heinz Huth of Germany won in the Standard Class at the 1960 Koln-Butzwelerhof, Germany and 1963 Junin, Argentina World Championships in Ka-6?s. In 1963 two Ka-6?s were flown 876.0 km./ 544.3 miles by Karl Betzler and Otto Schauble from Germany to France, setting a world distance record, and in 1964, Wally Scott of the U.S. flew his Ka-6CR to a world goal of 837.7 km./ 520.55 miles.

The Ka-6E was produced concurrently with the Ka-6CR for three years. The Ka-6E has, compared to the earlier ?6CR, a longer canopy a lower fuselage (cross section reduced 10%), a modified leading edge prodile and an all-moving tail. Hans Werner Grosse of Germany, flying a Ka-6E as a guest, was the highest scoring pilot at the 1965 U.S. Nationals. Wally Scott won the 1967 Barringer Trophy by flying 888 km./ 552 miles in a Ka-6E. One belongs to the National Soaring Museum.

More information:

http://www.k6-team.de/

http://vintagesailplanes.de/Ka6e.htm

http://www.sailplanedirectory.com/schleich.htm

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Sailplane: KA6cr

Registration: D-8381

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: The series began with the 14 m. Ka 6. This was followed by the Standard Class (15 m.) Ka-6b, with skid, and Ka6Br with main wheel. The Ka-6B won the OSTIV prize for the best Standard Class design at the 1958 World Championships at Leszno, Poland. The ?6c version was a ?6b with modified wing root. It has more of the wing covered with plywood and incorporates other minor improvements, and also comes in skid and wheeled (-6cr) models. All models have airbrakes for approach control. Some later ?6CR models are designated as Ka-6CRPE?s, the PE standing for pendulum elevators (the all-moving tail used on the Ka-6E). Heinz Huth of Germany won in the Standard Class at the 1960 Koln-Butzwelerhof, Germany and 1963 Junin, Argentina World Championships in Ka-6?s. In 1963 two Ka-6?s were flown 876.0 km./ 544.3 miles by Karl Betzler and Otto Schauble from Germany to France, setting a world distance record, and in 1964, Wally Scott of the U.S. flew his Ka-6CR to a world goal of 837.7 km./ 520.55 miles.

The Ka-6E was produced concurrently with the Ka-6CR for three years. The Ka-6E has, compared to the earlier ?6CR, a longer canopy a lower fuselage (cross section reduced 10%), a modified leading edge prodile and an all-moving tail. Hans Werner Grosse of Germany, flying a Ka-6E as a guest, was the highest scoring pilot at the 1965 U.S. Nationals. Wally Scott won the 1967 Barringer Trophy by flying 888 km./ 552 miles in a Ka-6E. One belongs to the National Soaring Museum.

More information:

http://www.k6-team.de/

http://vintagesailplanes.de/Ka6e.htm

http://www.sailplanedirectory.com/schleich.htm

Reference images:

see also:

http://www.planepictures.net/netshow.php?id=58905

http://www.planepictures.net/netshow.php?id=58904

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Sailplane: KA6cr

Registration: D-6782

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: This sailplane unfortunately came to its demise in 1999. See: http://www.k6-team.de/privat/ka6/

The series began with the 14 m. Ka 6. This was followed by the Standard Class (15 m.) Ka-6b, with skid, and Ka6Br with main wheel. The Ka-6B won the OSTIV prize for the best Standard Class design at the 1958 World Championships at Leszno, Poland. The ?6c version was a ?6b with modified wing root. It has more of the wing covered with plywood and incorporates other minor improvements, and also comes in skid and wheeled (-6cr) models. All models have airbrakes for approach control. Some later ?6CR models are designated as Ka-6CRPE?s, the PE standing for pendulum elevators (the all-moving tail used on the Ka-6E). Heinz Huth of Germany won in the Standard Class at the 1960 Koln-Butzwelerhof, Germany and 1963 Junin, Argentina World Championships in Ka-6?s. In 1963 two Ka-6?s were flown 876.0 km./ 544.3 miles by Karl Betzler and Otto Schauble from Germany to France, setting a world distance record, and in 1964, Wally Scott of the U.S. flew his Ka-6CR to a world goal of 837.7 km./ 520.55 miles.

The Ka-6E was produced concurrently with the Ka-6CR for three years. The Ka-6E has, compared to the earlier ?6CR, a longer canopy a lower fuselage (cross section reduced 10%), a modified leading edge prodile and an all-moving tail. Hans Werner Grosse of Germany, flying a Ka-6E as a guest, was the highest scoring pilot at the 1965 U.S. Nationals. Wally Scott won the 1967 Barringer Trophy by flying 888 km./ 552 miles in a Ka-6E. One belongs to the National Soaring Museum.

More information:

http://www.k6-team.de/

http://vintagesailplanes.de/Ka6e.htm

http://www.sailplanedirectory.com/schleich.htm

Reference images:

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Sailplane: KA6e

Registration: D-4368

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: N/A

Updated 12/2009: Frank has supplied some new images of the cockpit and extra detail. He also has supplied art for the instrument pannel.

Notes: The series began with the 14 m. Ka 6. This was followed by the Standard Class (15 m.) Ka-6b, with skid, and Ka6Br with main wheel. The Ka-6B won the OSTIV prize for the best Standard Class design at the 1958 World Championships at Leszno, Poland. The –6c version was a –6b with modified wing root. It has more of the wing covered with plywood and incorporates other minor improvements, and also comes in skid and wheeled (-6cr) models. All models have airbrakes for approach control. Some later –6CR models are designated as Ka-6CRPE’s, the PE standing for pendulum elevators (the all-moving tail used on the Ka-6E). Heinz Huth of Germany won in the Standard Class at the 1960 Koln-Butzwelerhof, Germany and 1963 Junin, Argentina World Championships in Ka-6’s. In 1963 two Ka-6’s were flown 876.0 km./ 544.3 miles by Karl Betzler and Otto Schauble from Germany to France, setting a world distance record, and in 1964, Wally Scott of the U.S. flew his Ka-6CR to a world goal of 837.7 km./ 520.55 miles.

The Ka-6E was produced concurrently with the Ka-6CR for three years. The Ka-6E has, compared to the earlier –6CR, a longer canopy a lower fuselage (cross section reduced 10%), a modified leading edge prodile and an all-moving tail. Hans Werner Grosse of Germany, flying a Ka-6E as a guest, was the highest scoring pilot at the 1965 U.S. Nationals. Wally Scott won the 1967 Barringer Trophy by flying 888 km./ 552 miles in a Ka-6E. One belongs to the National Soaring Museum.

More information:

http://www.k6-team.de/

http://vintagesailplanes.de/Ka6e.htm

http://www.sailplanedirectory.com/schleich.htm

 Ka6e_Wasserkuppe_decal – Adobe PDF Decals for this sailplane

 Ka6e_logo_decals

 Ka6e_rego_decals

 Ka 6e instrument pannel

Copyright – This decal set if free for non-commercial use. Contact us for further information

Reference images:

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Registration: VH-GNZ

Manufactured by: Edmund Schneider

Home Club/Hangar: Bordertown-Keith Gliding Club

Known Modifications: N/A

Notes: Edmund Schneider who for some years was Australia’s largest manufacturer of aircraft, even though he only made gliders. His designs set GFA’s many clubs on the way to modernising their fleets. In fact some of the designs won the Australian titles.

After the WW II the Schneider family was sponsored to emigrate to Australia. They eventually founded a glider factory at Gawler in SA producing over 100 gliders some of which were uniquely Australian designs.

Many sailplanes were designed and built by Edmund Schneider and his son Harry. Among these is the venerable Kookaburra, which was the backbone of two-seater training in Australia from the mid-1950′s to the end of the 60′s.

Over 30 of these two seaters were built in Australia and provided a great impetus to Australian gliding.

More information:

N/A

Reference images:

Images: Colin Smith & Henryk Kobylanski

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Sailplane: ASW15b

Registration: V5-GHM

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: The ASW-15, which first flew in 1968, was Schleicher?s first composite Standard Class design, originally appearing with a fixed wheel and no water ballast in conformity with the then Standard Class rules. It has an all-moving horizontal tail and metal airbrakes for glidepath control. With the modification of the Standard Class rules to allow water ballast and retractable gear, Schleicher fitted a retracting gear, installed 38 kg./ 83 lb. Tanks in each wing and strengthened keel, lengtened cockpit, larger rudder and increased all-up weight. Data in parenthesis in the specifications column pertain to the B-version.

More information:

http://www.asw15.org/

http://www.sailplanedirectory.com/schleich.htm

Reference images:

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Sailplane: ASW15b

Registration: PH-528

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: The ASW-15, which first flew in 1968, was Schleicher’s first composite Standard Class design, originally appearing with a fixed wheel and no water ballast in conformity with the then Standard Class rules. It has an all-moving horizontal tail and metal airbrakes for glidepath control. With the modification of the Standard Class rules to allow water ballast and retractable gear, Schleicher fitted a retracting gear, installed 38 kg./ 83 lb. Tanks in each wing and strengthened keel, lengtened cockpit, larger rudder and increased all-up weight. Data in parenthesis in the specifications column pertain to the B-version.

More information:

http://www.asw15.org/

http://www.sailplanedirectory.com/schleich.htm

 asw15B_decals – Logo decal artwork

Copyright – This decal set if free for non-commercial use. Contact us for further information

Reference images:

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Sailplane: ASW15b

Registration: D-2346

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: Winglets

Notes: The ASW-15, which first flew in 1968, was Schleicher?s first composite Standard Class design, originally appearing with a fixed wheel and no water ballast in conformity with the then Standard Class rules. It has an all-moving horizontal tail and metal airbrakes for glidepath control. With the modification of the Standard Class rules to allow water ballast and retractable gear, Schleicher fitted a retracting gear, installed 38 kg./ 83 lb. Tanks in each wing and strengthened keel, lengthened cockpit, larger rudder and increased all-up weight. Data in parenthesis in the specifications column pertain to the B-version.

More information:

http://www.asw15.org/

http://www.sailplanedirectory.com/schleich.htm

Reference images:

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Sailplane: ASW15b

Registration: D-2007

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: N/A

Notes: The ASW-15, which first flew in 1968, was Schleicher’s first composite Standard Class design, originally appearing with a fixed wheel and no water ballast in conformity with the then Standard Class rules. It has an all-moving horizontal tail and metal airbrakes for glidepath control. With the modification of the Standard Class rules to allow water ballast and retractable gear, Schleicher fitted a retracting gear, installed 38 kg./ 83 lb. Tanks in each wing and strengthened keel, lengthened cockpit, larger rudder and increased all-up weight. Data in parenthesis in the specifications column pertain to the B-version.

More information:

http://www.asw15.org/

http://www.sailplanedirectory.com/schleich.htm

 asw15B_decals – Logo artwork in PDF/illustrator format

Copyright – This decal set if free for non-commercial use. Contact us for further information

Reference images:

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Sailplane: ASW15b

Registration: D-0620

Manufactured by: Alexander Schleicher GmbH & Co.

Home Club/Hangar: N/A

Known Modifications: Winglets & Cockpit Modifications.

Notes: The ASW-15, which first flew in 1968, was Schleicher?s first composite Standard Class design, originally appearing with a fixed wheel and no water ballast in conformity with the then Standard Class rules. It has an all-moving horizontal tail and metal airbrakes for glidepath control. With the modification of the Standard Class rules to allow water ballast and retractable gear, Schleicher fitted a retracting gear, installed 38 kg./ 83 lb. Tanks in each wing and strengthened keel, lengtened cockpit, larger rudder and increased all-up weight. Data in parenthesis in the specifications column pertain to the B-version.

More information:

http://www.asw15.org/

http://www.sailplanedirectory.com/schleich.htm

Reference images:

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