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HIGH
PERFORMANCE GLIDER 18 METER SPAN/SELF LAUNCHING SAILPLANE
There was a large demand for15m sailplanes with plug-in
wingtips. Pilots who don't only fly in competitions,
have ordered their racing class sailplanes from the
beginning with plug-in wingtips
Of
the many ASW 20 ordered, at least 35 % were supplied
from the factory with the larger span, (retrofited plug-in
tips have not been included in this number). The demand
for the ASH 26 has already confirmed that the decision
for the 18m span design was right.
18m
: the class for self-launching sailplanes.
With
this wing span an engine for self-launch may be carried
on board without cutting down the gliding performance.
This also meets the multiple requests for more independence
due to the engine installation. We have applied new methods
to develop a new conception for the engine unit. The smooth
running of the engine produces remarkably less vibrations
and thus contributes to its reliability and conveniences.
The low noise emission, owing to the large exhaust silencer,
is particularly important. For this kind of aircraft noise
was a big problem in the past. The noise emission of the
ASH 26 E is measured to be 4.5 dB(A) below the noise limits
of the "Blue Angel" and far below the values so far measured.
ASH
26 is optimized for 18m.
As
SCHLEICHER had started parallel another new design,
the ASW 27, for the 15m racing class, the ASH 26 design
could be optimized for the larger span - with no compromises.
This provided a sailplane with well-balanced flight
characteristics as have been known in particular from
all SCHLEICHER sailplanes. Despite more narrow flaps
and ailerons the maneuverability is good and landing
configuration enables short and steep final approaches
as known from the ASW 20 and ASH 25.
New
profiles offer performance which was so far reserved
to the Open Class
Less
wing span is in any case better in high speed flights
and this certainly is not a new discovery. But together
with the airfoil section this advantage has its effect
already with the normal forward flight speeds as per
McCready. Very seldom do pilots actually fly at the
speed of the best glide ratio. Very often most of us
fly faster than that speed and then the performance
advantage of the large span dwindles away. The lower
aspect ratio of the 18m wing span inevitably provides
less performance compared to the Open Class. However,
this minus applies only just up to the speed of the
best glide, on the other hand it is rewarded by a big
plus in handling.
POLAR
The glide ratio is a performance criterion. But the
curve of the entire polar is more decisive. The flater
this line moves along the glide ratio tangent, the wider
the range in which the sailplane may be flown with good
performance. For the given example of a wing loading
of 34.6 kg the glide ratio for the speed range from
85 to 1 1 0 km/h is above 50. At the speed of 170 km/h
this wing loading will produce a sink of 1.55 m/s only.
Owing to the good cooperation with the specialists for
airfoil section, structure and fluter this aircraft
discloses a new class even for pure gliding. A performance
measurement with zig-zag tape applied to the airfoil
underside showed that for this selected airfoil only
a boundary layer control by means of blast turbulators
will be suitable. AJI sailplanes were then retrofifted
with blast turbulators and now obtain the values stated
in the calculated polar.
DESIGN
SPECIFICATION
Midwing sailplane, with flaps and T-tail, retractable
landing gear and waterballast system. (Keviar) monocoque
fuselage with roomy FRP-safety cockpit. Shock-mounted,
retractable landing gear with 5.00-5 tire, retraction
mechanism has counter spring for ease of operation.
Hydraulic disc brake which is connected to the airbrake
lever. In flight adjustable rudder pedals and back rest.
Cockpit ventilation through intake in the fuselage nose
with continuously adjustable outlets, one on the front
canopy frame and the other through a fresh air nozzles
for the pilot. TOST C.G. tow release coupling and nose
tow release coupling. Infinitely variable speed trim,
lockable by a stick key.
CANOPY
The full-vision, gas-spring assisted canopy is hinged
at the front. On the left side sliding window. Canopy
frame with tongue and groove type sealing.
INSTRUMENT PANEL
The instrument panel is made to hinge upwards with the
canopy; even when the canopy is open, the instruments
are still covered. When the canopy emergency jettison
system is operated, the canopy together with the instrument
panel coaming can be removed and the instruments are
easily accessible.
WING
Cantilever, two-part wing with new developed laminar
airfoil with boundary layer control. The wing surface
is a carbon- fiberglass- hard foam sandwich; wing spars
with carbon fiber caps. Metal dive brakes on the upper
wing side (airbrake paddles with spring-loaded caps).
The wing assembly is straight forward with a conventional
tongue and fork spar extension secured with two cylindrical
main pins.
WATER BALLAST
Waterballast system with automatic connections. Easy
maintenance because of removable waterbags. Filling
through two drain outlets on the wing underside. Ballast
capacity: approx. 2 x72 kg or2 x3O kg.
TAIL UNIT AND FLAPS
T-tail (elevator with stabilizer). Stabilizer in CRP-SRP
sandwich construction. Vertical fin in CRP-SRP sandwich
construction because of the VHF-antenna radiation. All
control surfaces and flaps are new-technology sandwiches
of Aramid / fiber-reinforced plastics with a hard foam
core which gives extremely light and stiff control surfaces.
CONTROL CIRCUITS AND FITTINGS
Aileron, elevator, flaps and dive brakes are actuated
by means of push rods running in ballbearings. The actuating
levers and belicranks are supported in roller bearings
or in linear ball race guides. This provides the lowest
possible actuating forces for the pilot and guarantees
comfortable, non-fatigueing flying.
All push rods use automatic connections at the assembly
joints. The rudder is actuated by stainless cables.
The fittings are welded steel and milled or turned Duraluminium
respectively.
BOARD EQUIPMENT AND ACCESSORIES
Static pressure vents (for the A.S. 1.) in the fuselage
tail boom left and right. Pitot, static pressure and
TE-compensation through 3-way-nozzle (multi-probe) in
the fin. VHF antenna in the fin. Threaded bushings at
the canopy frame left & right for possible f@ng of camera
mountings.
POWER-PLANT
The development of a new power-plant conception has
solved many of the known problems with retractable engine
units. Because of the foldable drive belt the engine
could get a stationary installation in the fuselage.
This has a particularly positive effect on the size
of the exhaust silencer. Furthermore, it provides an
improved support of all components of the power-plant.
The entire power-plant can be removed after undoing
only the three screw mounting attachments.
The C.G. of the power-plant is below the front mounting
attachment point which means that in the case of a crash
landing the pilot is protected against the propeller
tower. The power-plant can be retrofitted quite easily
into the pure sailplane as the engine bay doors, engine
mounting attachments etc. are already installed in the
airframe.
ENGINE
The 38 kW (50 bhp) rotary engine was developped by the
renowned manufacturer NORTON MOTORS, Great Britain,
and it is outstanding for its high power-to-weight ratio
and its remarkable smooth running. The manufacturer
has succeeded in solving typical 'Wankel-type" problems.
The seals are the latest state of the art technology
and through the internal air cooling it was possible
to solve the problem of the rotor overheat. This power-plant
is built in Great Britain by MidWest Engines LTD under
the designation MidWest AE50R and they also took care
of the type-certification in Great Britain and in Germany.
As of December 1992 this engine has been type certified
by the CAA under JAR 22 for installation in powered
sailplanes. The German Type Certification was granted
in March 1995.
ENGINE DATA
Wankel-rotary engine, single rotor with 294 cc displacement.
It has a liquid cooled housing with a forced air cooled
rotor. Carburefted with dual electronic ignition, firing
2 plugs with electrical starting and 18 amp generator.
SERVICE LIFE
The engine is not subject to a time limit! Contrary
to conventional two-stroke engines no dismantling inspection
is required after 6 years. If a detailed inspection
(no dismantling of the engine) after 150 hours in operation
reports no wear of the rotor seals and its faces, the
engine can be operated for further 150 h. Total service
life is currently stated to be 1,000 hours.
TECHNICAL
DATA
TYPE
ASH 26 /ASH26E
Sailplane
18-Meter-Class
Span 18.00 m /18.00 m
Wing Area 11.68 M2 /11.68 M2
Aspect Ratio 27.74 - /27.74 -
Fuselage length 7.05 m /7.05 m
Cockpit seat height 0.82 m /0.82 m
Cockpit width 0.64 m /0.64 m
Height at the tail 1.44 m /1.44 m
Wing airfoil DU 89-134/14 /DU 89-134/14
Empty
mass incl. minimum ca. 270 kg /ca. 360 kg equipment.
Max.take-off mass 525 kg /525 kg
mass of one wing ca. 72 kg /ca. 72 kg
Max.wing loading 45 kg /M2 /45
kg /M2
Min. wing loading (pilot+fuel ca. 30 kg/M2 /ca.
37 kg/M2 80 kg)
Water ballast max. 155 /max. 100
Useful load in the pilot seat max. 110 kg /max.
110 kg incl. chute.
Max.speed VNE 270 km/h /270 km/h
At a flight mass of 345 kg /405 kg
min. speed ca. 65.5 km/h /ca. 71 km/h
min. sink ca. 0.44 m/s /ca. 0.48 m/s
best glide ratio > 50 />50 at ca. 88 km/h /at
ca. 96 km/h
| Price:
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| ASH-26:
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71,100.00 EUR |
| ASH-26E:
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102,500.00 EUR |
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PRICES ARE LISTED IN EUROS. US DOLLAR VALUE IS
DEPENDENT ON CURRENT EXCHANGE RATE |
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