ASW-24

[Lee Rusconi]

I have an opportunity to buy a 1988 ASW-24 which is
in beautiful condition, good electronics and great
trailer. The glider is equipped with M&H winglets.
The asking price is $45,000 US. I would appreciate
any feedback regarding the winglets and/or the price.

Thanks

[[email protected]]

Lee,
The ASW-24 is a great aircraft, but I'm sure you have discovered in
your research that the 24's original airfoil was discovered to not
perform as well as expected in rough air. There was a relatively
simple remedy which was to "blunt" the leading edge. Before worrying
about the winglets I'd check to ensure that this modification has been
done.
And to answer your question, if the avionics are top notch and the
winglets PROPERLY installed and the finish in very good condition, then
$45k sounds like a fair price in my opinion.
It's a beautiful aircraft.
Respectfully,

Lee Rusconi wrote:
> I have an opportunity to buy a 1988 ASW-24 which is
> in beautiful condition, good electronics and great
> trailer. The glider is equipped with M&H winglets.
> The asking price is $45,000 US. I would appreciate
> any feedback regarding the winglets and/or the price.
>
> Thanks

[Udo Rumpf]

In fact it is the other way around.
Is the winglets that is the key.
The "blunting", changing the first 10% of the airfoil in the outboard
section
of the wing was thought to improve the climb but it turns out to be a well
designed winglet that made the difference. The factory winglet did not
perform as well. Those in the know are changing back to the original airfoil
as
the cruise is improved but climb does not deteriorate.
It was not the airfoil but rather the small Reynolds numbers in the wing tip
region that caused the problem, which the winglet corrected.
The 24 is still very competitive indeed.
I do agree with the rest of your comments.
Regards
Udo

> wrote in message
oups.com...
> Lee,
> The ASW-24 is a great aircraft, but I'm sure you have discovered in
> your research that the 24's original airfoil was discovered to not
> perform as well as expected in rough air. There was a relatively
> simple remedy which was to "blunt" the leading edge. Before worrying
> about the winglets I'd check to ensure that this modification has been
> done.
> And to answer your question, if the avionics are top notch and the
> winglets PROPERLY installed and the finish in very good condition, then
> $45k sounds like a fair price in my opinion.
> It's a beautiful aircraft.
> Respectfully,
>
> Lee Rusconi wrote:
>> I have an opportunity to buy a 1988 ASW-24 which is
>> in beautiful condition, good electronics and great
>> trailer. The glider is equipped with M&H winglets.
>> The asking price is $45,000 US. I would appreciate
>> any feedback regarding the winglets and/or the price.
>>
>> Thanks
>

[J.A.M.]

I fly an ASW-24, original airfoil, and it climbs nicely, paired with
another -24B. Also climbs well with LS-3, DG-200, DG-400, Discus, PW-5 and
so on. I fly in Spain, so thermals are usually strong and turbulent. No
problem there.
I am in the belief that the leading edge thing is more a factory response to
gliding gossip, than an actual aerodinamic problem.

Great bird, great cockpit, rigging, handling, etc. You wouldn't regret
buying it.
Replace the electric ballast dump with a mechanic one. The electric takes
forever to dump.
> escribió en el mensaje
oups.com...
> Lee,
> The ASW-24 is a great aircraft, but I'm sure you have discovered in
> your research that the 24's original airfoil was discovered to not
> perform as well as expected in rough air. There was a relatively
> simple remedy which was to "blunt" the leading edge. Before worrying
> about the winglets I'd check to ensure that this modification has been
> done.
> And to answer your question, if the avionics are top notch and the
> winglets PROPERLY installed and the finish in very good condition, then
> $45k sounds like a fair price in my opinion.
> It's a beautiful aircraft.
> Respectfully,
>
> Lee Rusconi wrote:
> > I have an opportunity to buy a 1988 ASW-24 which is
> > in beautiful condition, good electronics and great
> > trailer. The glider is equipped with M&H winglets.
> > The asking price is $45,000 US. I would appreciate
> > any feedback regarding the winglets and/or the price.
> >
> > Thanks
>

[[email protected]]

I slightly disagree with Udo. The best result, in my opinion, having
flown '24's in all the combinations, is the leading edge mod and
improved winglets together give the best total result.
I never saw any deterioration of glide with leading edge mod and did
see improvement in gust sensitivity.
He is very much correct that winglet is most important as it keps the
tip working and aileron effective down to a speed where overall drag on
the airfoil begins to rise due to separation.
'24 is a great glider, I'd still have it today if Gerhard had not made
a little bit better glider in the "28.
Good Luck UH

[John Sinclair]

As I recall, the ASW-24 had a climb problem until it
was discovered the ship must be flown a bit faster
while thermaling. Is this true and at what speed do
you thermal the ship?
JJ

At 02:00 26 May 2005, Udo Rumpf wrote:
>In fact it is the other way around.
>Is the winglets that is the key.
>The 'blunting', changing the first 10% of the airfoil
>in the outboard
>section
>of the wing was thought to improve the climb but it
>turns out to be a well
>designed winglet that made the difference. The factory
>winglet did not
>perform as well. Those in the know are changing back
>to the original airfoil
>as
>the cruise is improved but climb does not deteriorate.
>It was not the airfoil but rather the small Reynolds
>numbers in the wing tip
>region that caused the problem, which the winglet
>corrected.
>The 24 is still very competitive indeed.
>I do agree with the rest of your comments.
>Regards
>Udo
>
> wrote in message
oups.com...
>> Lee,
>> The ASW-24 is a great aircraft, but I'm sure you have
>>discovered in
>> your research that the 24's original airfoil was discovered
>>to not
>> perform as well as expected in rough air. There was
>>a relatively
>> simple remedy which was to 'blunt' the leading edge.
>> Before worrying
>> about the winglets I'd check to ensure that this modification
>>has been
>> done.
>> And to answer your question, if the avionics are top
>>notch and the
>> winglets PROPERLY installed and the finish in very
>>good condition, then
>> $45k sounds like a fair price in my opinion.
>> It's a beautiful aircraft.
>> Respectfully,
>>
>> Lee Rusconi wrote:
>>> I have an opportunity to buy a 1988 ASW-24 which is
>>> in beautiful condition, good electronics and great
>>> trailer. The glider is equipped with M&H winglets.
>>> The asking price is $45,000 US. I would appreciate
>>> any feedback regarding the winglets and/or the price.
>>>
>>> Thanks
>>
>
>

[Udo Rumpf]

J.J.
Since I am a relative late comer to the ASW 24
and have flown it only with the B mod. and Nixon winglet
My target speed "at a 45deg". bank and empty at 7.3lb/sqft
is about 50kt.
Regards
Udo

"John Sinclair" > wrote in message
...
> As I recall, the ASW-24 had a climb problem until it
> was discovered the ship must be flown a bit faster
> while thermaling. Is this true and at what speed do
> you thermal the ship?
> JJ
>
> At 02:00 26 May 2005, Udo Rumpf wrote:
>>In fact it is the other way around.
>>Is the winglets that is the key.
>>The 'blunting', changing the first 10% of the airfoil
>>in the outboard
>>section
>>of the wing was thought to improve the climb but it
>>turns out to be a well
>>designed winglet that made the difference. The factory
>>winglet did not
>>perform as well. Those in the know are changing back
>>to the original airfoil
>>as
>>the cruise is improved but climb does not deteriorate.
>>It was not the airfoil but rather the small Reynolds
>>numbers in the wing tip
>>region that caused the problem, which the winglet
>>corrected.
>>The 24 is still very competitive indeed.
>>I do agree with the rest of your comments.
>>Regards
>>Udo
>>
>> wrote in message
oups.com...
>>> Lee,
>>> The ASW-24 is a great aircraft, but I'm sure you have
>>>discovered in
>>> your research that the 24's original airfoil was discovered
>>>to not
>>> perform as well as expected in rough air. There was
>>>a relatively
>>> simple remedy which was to 'blunt' the leading edge.
>>> Before worrying
>>> about the winglets I'd check to ensure that this modification
>>>has been
>>> done.
>>> And to answer your question, if the avionics are top
>>>notch and the
>>> winglets PROPERLY installed and the finish in very
>>>good condition, then
>>> $45k sounds like a fair price in my opinion.
>>> It's a beautiful aircraft.
>>> Respectfully,
>>>
>>> Lee Rusconi wrote:
>>>> I have an opportunity to buy a 1988 ASW-24 which is
>>>> in beautiful condition, good electronics and great
>>>> trailer. The glider is equipped with M&H winglets.
>>>> The asking price is $45,000 US. I would appreciate
>>>> any feedback regarding the winglets and/or the price.
>>>>
>>>> Thanks
>>>
>>
>>
>
>
>

[[email protected]]

JJ,

Good winglets fix the climb "problem" (which wasn't much of a
problem--I flew mine sans winglets the first year and loved it). Hank
Nixon and I have a friendly ongoing debate over whether the modified
leading edge (the famous "B" mod) does anything beneficial. He did the
mod; I didn't. I think he's just keen to see me take a file to my
leading edge.

With Hank's latest winglets, my ship climbs with anything. I'd thought
until last year that I had to fly it a little faster; e.g., low 50s
(kts.) in moderate banks. But I discovered at New Castle that in
survival conditions, I could fly it just like a 1-26 and it climbs
great: i.e., slow it down until it's on the edge of buffet.

There may or may not be some benefit to the blunter "B" leading edge in
gusty thermals but I haven't noticed. I do agree with those who believe
that the debate over the airfoil, micro-turbulence, etc., was primarly
a very effective (obviously!) marketing campaign on the factory's part.
After all, how do you sell a brand new glider that doesn't seem to go
any better than the old model unless you can point to something that's
been "fixed"? :)

Chip Bearden
"JB" ASW-24 owner since 1992

John Sinclair wrote:
> As I recall, the ASW-24 had a climb problem until it
> was discovered the ship must be flown a bit faster
> while thermaling. Is this true and at what speed do
> you thermal the ship?
> JJ
>

[J.A.M.]

It's true what you say. The first flights I tried to thermal at 80-85kph,
just as I had done on ASK-21, Astir, and Discus I previusly flew. Found it
harder to climb. I thermal now around 90-95kph and I find no problem. Just
had to be slightly more careful about speed. It climbs very well if you
respect the speed range.

"John Sinclair" > escribió en el
mensaje ...
> As I recall, the ASW-24 had a climb problem until it
> was discovered the ship must be flown a bit faster
> while thermaling. Is this true and at what speed do
> you thermal the ship?
> JJ
>

[Udo Rumpf]

Of course it would be true, at 80km/k you would be flying to slow
if you tried to thermal.
This is minimum sink speed in level flight at 6.5 lb/sqft.
at 7.5 lb/sqft you would be approaching stall speed.

To recap the ASW24 does not have to be flown any faster then
other glider of its type. Two gliders you have mentioned have a much
lighter wingloading and the Discus and the ASW24 with 7.5 lb/sqft
will fly at about the same speed.

Now I know how misinformation gets started.

Regards
Udo


"J.A.M." > wrote in message
...
> It's true what you say. The first flights I tried to thermal at 80-85kph,
> just as I had done on ASK-21, Astir, and Discus I previusly flew. Found it
> harder to climb. I thermal now around 90-95kph and I find no problem. Just
> had to be slightly more careful about speed. It climbs very well if you
> respect the speed range.
>
> "John Sinclair" > escribis en el
> mensaje ...
>> As I recall, the ASW-24 had a climb problem until it
>> was discovered the ship must be flown a bit faster
>> while thermaling. Is this true and at what speed do
>> you thermal the ship?
>> JJ
>>
>
>

[Papa3]

Udo Rumpf wrote:
> Of course it would be true, at 80km/k you would be flying to slow
> if you tried to thermal.
> This is minimum sink speed in level flight at 6.5 lb/sqft.
> at 7.5 lb/sqft you would be approaching stall speed.
>
> To recap the ASW24 does not have to be flown any faster then
> other glider of its type. Two gliders you have mentioned have a much
> lighter wingloading and the Discus and the ASW24 with 7.5 lb/sqft
> will fly at about the same speed.
>
> Now I know how misinformation gets started.
>
> Regards
> Udo

Udo,

A related question in terms of data points. How significant is the
in-flight CG on climb performance? It's purely subjective, but my LS8
seems to climb markedly better now that I've moved the CG back to about
80% of aft limit (from a previous 45%). Locically, aft CG would
reduce the amount of lift (nose up pitch) required of the
elevator/stabilizer, reducing induced drag from these surfaces. As a
percentage of total induced drag I'm sure this relatively small, but is
it significant?

Erik Mann (P3)

[Udo Rumpf]

Eric
From my initial set-up I flew with a C of G in the 50% to 55% range.
This worked out nicely. The up elevator in climb was identical
to the down in cruise. I was happy with this compromise.
Then I loaded water 55 litres in each tank about 240 lb total.
To thermal, I needed much more control input and up elevator,
due to the water being ahead of the C of G. Also I had the sense,
aside from being heavier, it was not climbing as well. This could
have been subjective. I added 5 lb to the tail and the handling
improved and felt just as before when dry.
I was surprised when I dumped the water how much more nimble
and responsive but still very comfortable it felt. I am flying dry now
at 85% C of G. The elevator with the new C of G, once the bank and turn
is established, has a minimal up deflection but in cruise the elevator
is even more in a down deflection. This causes more drag. This can
be corrected by placing a washer under the bolt attachment of the
stab to reduce the angle of incidence to reduce the down deflection
in cruise. Ideally the ASW 24 should have a tail tank.
Anyone know of someone that made this mod on the 24?
Regards
Udo



"Papa3" > wrote in message
ups.com...
>
>
> Udo Rumpf wrote:
>> Of course it would be true, at 80km/k you would be flying to slow
>> if you tried to thermal.
>> This is minimum sink speed in level flight at 6.5 lb/sqft.
>> at 7.5 lb/sqft you would be approaching stall speed.
>>
>> To recap the ASW24 does not have to be flown any faster then
>> other glider of its type. Two gliders you have mentioned have a much
>> lighter wingloading and the Discus and the ASW24 with 7.5 lb/sqft
>> will fly at about the same speed.
>>
>> Now I know how misinformation gets started.
>>
>> Regards
>> Udo
>
> Udo,
>
> A related question in terms of data points. How significant is the
> in-flight CG on climb performance? It's purely subjective, but my LS8
> seems to climb markedly better now that I've moved the CG back to about
> 80% of aft limit (from a previous 45%). Locically, aft CG would
> reduce the amount of lift (nose up pitch) required of the
> elevator/stabilizer, reducing induced drag from these surfaces. As a
> percentage of total induced drag I'm sure this relatively small, but is
> it significant?
>
> Erik Mann (P3)
>

[Papa3]

Udo Rumpf wrote:
> Eric
> The elevator with the new C of G, once the bank and turn
> is established, has a minimal up deflection but in cruise the elevator
> is even more in a down deflection. This causes more drag. This can
> be corrected by placing a washer under the bolt attachment of the
> stab to reduce the angle of incidence to reduce the down deflection
> in cruise. Ideally the ASW 24 should have a tail tank.
> Anyone know of someone that made this mod on the 24?
> Regards
> Udo
>

What you really need is a lead weight on a track mounted in the
fuselage driven by a small motor. Move the weight back for climb.
Move it forward for cruise :-)) Actually, the flight research
department at my University had this installed in Navions. I guess
I'm only half-joking...

P3

[Bob Johnson]

Papa3 wrote:
>
> Udo Rumpf wrote:
>
>>Eric
>> The elevator with the new C of G, once the bank and turn
>>is established, has a minimal up deflection but in cruise the elevator
>>is even more in a down deflection. This causes more drag. This can
>>be corrected by placing a washer under the bolt attachment of the
>>stab to reduce the angle of incidence to reduce the down deflection
>>in cruise. Ideally the ASW 24 should have a tail tank.
>>Anyone know of someone that made this mod on the 24?
>>Regards
>>Udo
>>
>
>
> What you really need is a lead weight on a track mounted in the
> fuselage driven by a small motor. Move the weight back for climb.
> Move it forward for cruise :-)) Actually, the flight research
> department at my University had this installed in Navions. I guess
> I'm only half-joking...
>
> P3
>
Reminds me of the "mercury pump" gadget Moffat supposedly revealed to
his fellow contestants on the start grid one long-ago day.

Didn't matter whether it worked or not, the other guys were so psyced
out they were beaten before they hooked up.

Bob Johnson

[Nyal Williams]

At 19:30 27 May 2005, Bob Johnson wrote:
>Papa3 wrote:
>>
>> Udo Rumpf wrote:
>>
>>>Eric
>>> The elevator with the new C of G, once the bank and
>>>turn
>>>is established, has a minimal up deflection but in
>>>cruise the elevator
>>>is even more in a down deflection. This causes more
>>>drag. This can
>>>be corrected by placing a washer under the bolt attachment
>>>of the
>>>stab to reduce the angle of incidence to reduce the
>>>down deflection
>>>in cruise. Ideally the ASW 24 should have a tail tank.
>>>Anyone know of someone that made this mod on the 24?
>>>Regards
>>>Udo
>>>
>>
>>
>> What you really need is a lead weight on a track mounted
>>in the
>> fuselage driven by a small motor. Move the weight
>>back for climb.
>> Move it forward for cruise :-)) Actually, the flight
>>research
>> department at my University had this installed in
>>Navions. I guess
>> I'm only half-joking...
>>
>> P3
>>
>Reminds me of the 'mercury pump' gadget Moffat supposedly
>revealed to
>his fellow contestants on the start grid one long-ago
>day.
>
>Didn't matter whether it worked or not, the other guys
>were so psyced
>out they were beaten before they hooked up.
>
>Bob Johnson
>

Moffat comes from a racing sailboat tradition, where
trickery is admired if not the norm and where clever
rule beating devices are constantly developed. I heard
of one sailor who, not allowed ballast at his weighing,
put several boxes of tomato soup (highest specific
gravity) in the bilges as crew provisions.

I never met George and I'm not accusing him of cheating,
but the out-psych'em strategy is certainly a NE tradition.

[[email protected]]

Hy its probably a bit late for this thread but i thought, this would be a good adress for what i'm searching for.
I'm looking for some nixon winglets for my 24, are there any tips where i could order a pair or if they are still available they could also be used already or even damaged. Sadly i found nothing on the internet and there are also no other 24 owners with nixon winglets here in switzerland.
Would be cool if someone still reads this haha.
greetings and thank you from switzerland
Yves Müller ASW 24 HB-3008 "CRN"

[Charlie M. (UH & 002 owner/pilot)]

Hank Nixon will likely read this thread this morning and get back to you. He still does winglets, wouldn't be surprised if he could do a set of -24 for you.
But, let him tell you.

[[email protected]]

Hank Nixon (UH) is completing a set of ASW 24 winglets for another pilot as I write this. He still builds them, especially now that they are approved by Schleicher. Just respond directly to any posting by UH on this forum.

Chip Bearden

[Jonathan St. Cloud]

As I understand it, there are three different sets of winglets for the ASW-24. I had the Nixon ones and liked them. I think there is a Mark Maughmer designed winglet and also a factory winglet.

One of Rex's rentals has the Maughmer set and the other has one of the others.


On Wednesday, May 25, 2005 at 4:54:34 PM UTC-7, Lee Rusconi wrote:
> I have an opportunity to buy a 1988 ASW-24 which is
> in beautiful condition, good electronics and great
> trailer. The glider is equipped with M&H winglets.
> The asking price is $45,000 US. I would appreciate
> any feedback regarding the winglets and/or the price.
>
> Thanks

[Dan Marotta]

My aerodynamic interest is piqued.Â* As small as winglets are with
respect to the wings, can you notice or measure a performance difference
between the three different types of winglets mentioned in this thread?

On 3/9/2018 5:30 PM, Jonathan St. Cloud wrote:
> As I understand it, there are three different sets of winglets for the ASW-24. I had the Nixon ones and liked them. I think there is a Mark Maughmer designed winglet and also a factory winglet.
>
> One of Rex's rentals has the Maughmer set and the other has one of the others.
>
>
> On Wednesday, May 25, 2005 at 4:54:34 PM UTC-7, Lee Rusconi wrote:
>> I have an opportunity to buy a 1988 ASW-24 which is
>> in beautiful condition, good electronics and great
>> trailer. The glider is equipped with M&H winglets.
>> The asking price is $45,000 US. I would appreciate
>> any feedback regarding the winglets and/or the price.
>>
>> Thanks

--
Dan, 5J

[Michael Opitz]

At 15:36 10 March 2018, Dan Marotta wrote:
>My aerodynamic interest is piqued.Â* As small as winglets are with
>respect to the wings, can you notice or measure a performance
difference
>between the three different types of winglets mentioned in this
thread?
>
>On 3/9/2018 5:30 PM, Jonathan St. Cloud wrote:
>> As I understand it, there are three different sets of winglets for
the
>ASW-24. I had the Nixon ones and liked them. I think there is a
Mark
>Maughmer designed winglet and also a factory winglet.
>>
>> One of Rex's rentals has the Maughmer set and the other has
one of the
>others.
>>
>>
>> On Wednesday, May 25, 2005 at 4:54:34 PM UTC-7, Lee Rusconi
wrote:
>>> I have an opportunity to buy a 1988 ASW-24 which is
>>> in beautiful condition, good electronics and great
>>> trailer. The glider is equipped with M&H winglets.
>>> The asking price is $45,000 US. I would appreciate
>>> any feedback regarding the winglets and/or the price.
>>>
>>> Thanks
>Dan, 5J
>

Yes. The factory winglets help noticeably with slow speed handling,
especially climbing in bumpy lift. They do hinder at the higher
speeds though. The Maughmer winglets provide the better climb
performance while not hindering the higher speed glide
performance. Personal observation experience (not scientifically
measured) from having 2 ASW-24's over a period of 10 years.

RO

[Charlie M. (UH & 002 owner/pilot)]

Yes.
Chip, Hank and I were at a contest in Elmira many years ago. Chip was not convinced about winglets for the -24 yet.
We had an off day, so testing insued.
Chip flew his -24 with an early "Nixon slip on winglet" (no wing cutting needed), I flew Hanks -24 with an early Nixon winglet that required cutting the wing and Hank flew his -20 chatting and watching from behind so he could see.

We did straight runs at different speeds to check glide as well as thermaling with Chip and I alternating who led.
Minor gains on the later winglets vs. the slip ons, both were better than no winglets.
The big difference was in, "Yank and bank rough thermals". I could fairly consistently turn inside Chip in a hot spot and get above him.

So yes, stock vs. Nixon slip on or cut the wing was better with a winglet. Later "cut the wing" Nixon winglets were even better all around.
Not sure if they were tested against other brand winglets, likely, but I don't remember.

AFAIK, Chip may still even have those slip on winglets........

[[email protected]]

On Wednesday, May 25, 2005 at 7:54:34 PM UTC-4, Lee Rusconi wrote:
> I have an opportunity to buy a 1988 ASW-24 which is
> in beautiful condition, good electronics and great
> trailer. The glider is equipped with M&H winglets.
> The asking price is $45,000 US. I would appreciate
> any feedback regarding the winglets and/or the price.
>
> Thanks

I own an ASW24 that once belonged to a wonderful man named Ray Galloway, P1..
My wife and I fly the 24 often and I think it is an excellent flying and handling bird.I do agree that it needed a water tank in the tail. I made lead weights to insert in the rear top of the vertical fin. Only drawback is that my wife must always remove the tail surface and remove the weights before flight. My thermal speed depends on the thermal, strong days I find myself going a bit faster, and on weaker days maybe 45 or so. Bob

[Dan Marotta]

Wow - I think it's terrific that your wife flies, too!Â* Maybe you need
another ship so you can fly together, or a Stemme...

On 3/10/2018 10:59 PM, wrote:
> On Wednesday, May 25, 2005 at 7:54:34 PM UTC-4, Lee Rusconi wrote:
>> I have an opportunity to buy a 1988 ASW-24 which is
>> in beautiful condition, good electronics and great
>> trailer. The glider is equipped with M&H winglets.
>> The asking price is $45,000 US. I would appreciate
>> any feedback regarding the winglets and/or the price.
>>
>> Thanks
> I own an ASW24 that once belonged to a wonderful man named Ray Galloway, P1.
> My wife and I fly the 24 often and I think it is an excellent flying and handling bird.I do agree that it needed a water tank in the tail. I made lead weights to insert in the rear top of the vertical fin. Only drawback is that my wife must always remove the tail surface and remove the weights before flight. My thermal speed depends on the thermal, strong days I find myself going a bit faster, and on weaker days maybe 45 or so. Bob

--
Dan, 5J

[[email protected]]

I recall that day very well, Charlie. I had been uncertain about winglets only until KS outclimbed me in a survival thermal at Littlefield with early Maughmer winglets when my ship was new. Once I started flying with UH's "slip on" winglets a year later, there was no going back. I could outclimb non-winglet 24s (and many other types) but the big difference was better low-speed handling.

My impression was that these early UH tips were better than the factory's. On more than one occasion, I was able to climb away from 24s with the factory winglets in weak thermals where I was pretty sure wing loading was not a factor.

It's true that on that day, Charlie was able to climb through me pretty convincingly with a later version of UH's tips. But the cross-over point in glide on that early developmental design was a little too low for me (75-80 kts?).

However, UH continued to refine his design and the final version retained the superior climb with no perceivable loss at the high-speed end. That's when I made the switch. I've been flying with them for 15 years and consider them essential. They're also Schleicher approved, now.

Chip Bearden

[[email protected]]

On Sunday, March 11, 2018 at 11:35:24 AM UTC-4, Dan Marotta wrote:
> Wow - I think it's terrific that your wife flies, too!Â* Maybe you need
> another ship so you can fly together, or a Stemme...
>
> On 3/10/2018 10:59 PM, wrote:
> > On Wednesday, May 25, 2005 at 7:54:34 PM UTC-4, Lee Rusconi wrote:
> >> I have an opportunity to buy a 1988 ASW-24 which is
> >> in beautiful condition, good electronics and great
> >> trailer. The glider is equipped with M&H winglets.
> >> The asking price is $45,000 US. I would appreciate
> >> any feedback regarding the winglets and/or the price.
> >>
> >> Thanks
> > I own an ASW24 that once belonged to a wonderful man named Ray Galloway, P1.
> > My wife and I fly the 24 often and I think it is an excellent flying and handling bird.I do agree that it needed a water tank in the tail. I made lead weights to insert in the rear top of the vertical fin. Only drawback is that my wife must always remove the tail surface and remove the weights before flight. My thermal speed depends on the thermal, strong days I find myself going a bit faster, and on weaker days maybe 45 or so. Bob
>
> --
> Dan, 5J

Dan, for better or worse , but not for flying together! She flies better than 90% of the guys. She flew an ASW 20 that we owned back in the 80's for several years. She does have her own ship, an KA6 that is like new and she likes the vintage sailplanes. Please note, at 120 pounds she will show you how to climb, She usually stays up for hours and leaves most of the guts shaking their heads.

[Dan Marotta]

:-D

On 3/12/2018 3:38 AM, wrote:
> On Sunday, March 11, 2018 at 11:35:24 AM UTC-4, Dan Marotta wrote:
>> Wow - I think it's terrific that your wife flies, too!Â* Maybe you need
>> another ship so you can fly together, or a Stemme...
>>
>> On 3/10/2018 10:59 PM, wrote:
>>> On Wednesday, May 25, 2005 at 7:54:34 PM UTC-4, Lee Rusconi wrote:
>>>> I have an opportunity to buy a 1988 ASW-24 which is
>>>> in beautiful condition, good electronics and great
>>>> trailer. The glider is equipped with M&H winglets.
>>>> The asking price is $45,000 US. I would appreciate
>>>> any feedback regarding the winglets and/or the price.
>>>>
>>>> Thanks
>>> I own an ASW24 that once belonged to a wonderful man named Ray Galloway, P1.
>>> My wife and I fly the 24 often and I think it is an excellent flying and handling bird.I do agree that it needed a water tank in the tail. I made lead weights to insert in the rear top of the vertical fin. Only drawback is that my wife must always remove the tail surface and remove the weights before flight. My thermal speed depends on the thermal, strong days I find myself going a bit faster, and on weaker days maybe 45 or so. Bob
>> --
>> Dan, 5J
> Dan, for better or worse , but not for flying together! She flies better than 90% of the guys. She flew an ASW 20 that we owned back in the 80's for several years. She does have her own ship, an KA6 that is like new and she likes the vintage sailplanes. Please note, at 120 pounds she will show you how to climb, She usually stays up for hours and leaves most of the guts shaking their heads.

--
Dan, 5J

[Wingdriver]

Hank Nixon will likely read this thread this morning and get back to you. He still does winglets, wouldn't be surprised if he could do a set of -24 for you.
But, let him tell you.

If Hank Nixon still produce winglets for the 24 I would be glad if he contacts me.