General Questions
Kit Questions
Silent Pure-Sailplane Questions
Fuel-Injected Self-Launch Silent Questions
Electric Self-Launch Questions
Silent 2 and TARGA Wing Questions
Trailer/Rigging Questions
North America Specific Questions

Thank you for taking the time to see if your questions have already been asked by other soaring enthusiasts. Click on one of the categories above to jump to the relevant section or simply scroll down.

General Questions

Q: I don't see any prices on the website?
A: Our web site caters to clients worldwide and the prices do vary because of shipping differences (we have thus elected to not place the prices on the website - seems to add confusion). Just fill out the contact form for either USA/Canada or for Europe/Other and we'll send you the current price list immediately. The contact form requires minimal information and your personal information is never distributed.

Q: Are there any other websites dedicated to Silent sailplanes?
A: Alisport has one global website with multiple language choices. We feel it makes sense for us to do this so that the information posted is always up to date and there is one definitive source of information. Our partner, AirEnergy, has a separate website for the electric sailplanes (see links) and several builders/owners have personal websites or have created discussion groups (again, see the links page).

Q: Are the gliders/trailers insured while in transit to their point of delivery?
A: Yes, we insure all of our shipments and these costs are embedded in the shipping fees. Generally speaking, the gliders are insured until they reach the port of entry at which point the purchaser's policy comes into effect (owner policies generally become valid once the glider/trailer are on the soil of the country in which the customer's personal policy is purchased).

Q: Do you carry manufacturer's liability insurance? I would hate to see a lawsuit impact your business and be unable to purchase parts for my glider or obtain future support.
A: This is a harsh reality in today's society and we absolutely must and certainly do carry manufacturer's liability insurance to ensure the long term viability of our company. The cost of this is borne by every customer. However, we have made every effort to keep the costs as low as possible by working closely with our insurer to demonstrate stringent quality control, document all testing, and ensure that our aircraft have no undesirable handling traits. Additionally, we have worked with various aviation insurance companies to ensure that our customers are able to obtain owner insurance of their sailplanes. If your preferred insurer is unable or unwilling to insure your Silent glider please do not hesitate to let us know and we will work with your insurer to remedy any issues.

Q: Are instruments included with the kits or the finished gliders?
A: Yes, please see the price list for included items.

Q: Is a tinted canopy available?
A: The clear canopy is standard. Tinted canopies are available on a custom basis and can be quoted at time of order. Canopy transparencies are produced by MecaPlex^TM and provide UV protection.

Q: Do the wing-tip wheels include a hole or way to tie the wing down outside?
A: Yes, they have molded wheels with openings between the spokes that can be used for occasional tie-down situations. The composite fairings that support the wheels are not rated for permanent tie-down. The Silents are light and easy to dissassemble. We recommend storage in the closed trailer.

Q: Which is better, the standard instrument panel or the large panel?
A: The standard panel weighs less (mostly due to fewer instruments), permits easier entry into the cockpit, and does not obstruct any vision in flight. The large panel permits more instruments. Only the upper corners of the large panel infringe slightly on field of view (considered by most to be a non-issue). An "approval drawing" of your instrument panel is developed along with your purchase agreement (ready-to-fly sailplanes only).

Q: Which variometer should I order with my glider?
A: Alisport offers several variometers and flight computers when purchased with the sailplane (see the price list for available options). Three basic variometer choices are:

1. Winter^TM mechanical variometer, Ø57mm (Ø2 1/4")

2. Ilec^TM SC-7 electric variometer, Ø80mm (Ø3 1/8")

3. Ilec^TM SB-9 electric variometer, Ø57mm (Ø2 1/4")

For the pure sailplane without electrics, the mechanical variometer is the recommended solution (unless using the SB-9 which has its own 9V battery). An audio box for the mechanical unit is available and can be added later. It plumbs in series between the TE probe and the mechanical vario. The SC-7 is a large instrument with an embedded smaller vario display window. It has an Off/Mute/On switch, volume control, 1 sec and 3 sec averager rates, digital display for average climb/sink which also shows temperature and percentage charge of battery. The SB-9 is a small instrument and looks like the vario display window of the larger SC-7. It does not have digital display features. It does have a reserve 9V battery on the back and two averager settings. Of the two electrical variometers, if panel space is a premium, use the SB-9. Otherwise the additional features of the SC-7 are worth it.

Q: What is the cockpit width?
A: The cockpit is 560mm (22.0") measured across the aft corners of the canopy ledge (inside to inside).

Q: Is the main wheel brake a drum or disc?
A: It is a cable actuated drum brake and full aft travel of the airbrake handle activates the wheel brake. The wheel is a standard 4 inch unit with a relatively large diameter tire to roll smoothly.

Q: Can the high-visibility paint job be purchased as an extra? Good idea in congested flying areas.
A: Yes, the high-visibility anti-collision paint is now available as an option. Please see the price list.

Q: Was the Silent Club one of the original World Class design entrants?
A: No, even though there are certainly some performance and specification similarities between the Silent Club and some of the World Class aircraft, the Silent Club design constraints and goals evolved from the requirements for Sport and Recreation Aircraft (European Ultralight). The Silent Club and subsequent models were designed from the outset to accept a powerplant (initially both retractable and pod-mounted Koenig engine versions were available). Only two prototypes of the Italian World Class design entrant, the "Velino", were ever produced and series manufacture was never pursued.

Q: Are any R/C scale models available of the Silent?
A: We are not aware of anyone selling plans or producing kits of a Silent scale model. The Italian magazine "Modellismo" featured two beautiful scratch-built Silent R/C aircraft. Reports are that they fly exceptionally well. See the Italian "Articles" page of the website.

Kit Questions

Q: Could I build a self-launch Silent as a first kit?
A: Both the pure sailplane and self-launch versions of the Silent are easy to build. There is no fiberglass lay-up in the traditional sense (only bonding of some pre-molded panels). Also, difficult or critical steps are done by the factory (wing halves are closed, fuselage halves are joined, composite frame bonded to canopy, etc.). The manual, profusely illustrated with over 600 photos and drawings, "walks" the builder through each step. All parts are organized and packaged according to the task in which they will be used.

Q: Is the self-launch Silent kit estimate of 500 hours reasonably accurate, and would that include paint/finish?
A: The estimate is based on double the factory time to complete the aircraft from the kit stage. We believe it is conservative for the basic self-launch kit and it does include paint and finish with pneumatic surface prep tools. Extensive profiling of the airfoil shape and surface finishing will increase build times. Actual build times for the self-launch Silent Club appear to be in the 300 to 400 hour range (documented via builder logs) depending on builder experience, level of finishing detail, and options. The Silent 2 and Silent 2 TARGA self-launchers take only slightly longer due to a few differences such as removable winglets, tapered flaperon hinge line, flap linkage system, and retractable gear.

Q: What epoxy and fillers will I need for my kit?
A: A small amount of epoxy resin and fillers are required. The materials used to build a Silent are typical for composite construction and, should additional material be needed, are also available from Alisport, Aircraft Spruce, Wicks, and other aviation supply companies. The construction manual provides information on the specific materials, surface preparation, bonding techniques, recommended tools, etc.

Q: Are simple aerobatics (loops) permitted in the Silent?
A: The official flight manual specifically states that aerobatics are not permitted. The structural load ratings of the aircraft are also published. For a kit sailplane, the "manufacturer" is the kit builder and in theory it can therefore be certified by the builder to any level of flight capability including sport aerobatics (the flight test program will need to include the relevant aerobatic maneuvers). During factory flight testing, the Silent was subjected to loops, rolls, and inverted flight (Silent Club only) and had no undesirable handling traits.

Q: What tools do I need to build a Silent?
A: The following table from the extensive Construction and Workshop Manual lists the recommended tools, equipment, and materials:

Many of the items, such as a band-saw, orbital sander, cordless drill, air compressor, and paint gun, are desirable but not absolutely necessary. Some builders prefer to borrow some of the more expensive equipment or, in the case of painting, prefer to have their aircraft professionally painted.

Silent Pure Sailplane Questions

Q: Can I upgrade a Silent pure-sailplane to a self-launch Silent at a later date?
A: The Silent Club, Silent 2, and Silent 2 TARGA can easily be upgraded to the self-launch configuration. A complete powerplant kit is available for this transformation.

Q: I am 90 kg (200 lbs). Can I fly the Silent in the FAI-DU Class for record attempts?
A: The FAI-DU Class dictates a flight weight of no more than 220kg (485 lbs). The empty weight of a 12.0m Silent Club pure glider is 135kg (298 lbs) if kept simple (minimum instruments, no polyurethane paint, etc). This leaves 85kg (187 lbs) for pilot and flight gear. With the introduction of the Silent 2 and Silent 2 TARGA with their better glide ratios, attempting FAI-DU records with a Silent Club no longer makes a lot of sense. The 13.0 meter Silent 2 and 13.3 meter Silent 2 TARGA pure gliders have the additional advantage of lighter carbon wings allowing slightly more weight for the pilot and flight gear. The TARGA does have a slightly higher weight due to the retractable landing gear. Some additional weight savings can be attained on a custom basis - feel free to contact us if absolute minimum weight is required.

Fuel-Injected Self-launch Silent Questions

Q: Can I fly a self-launch Silent mostly as a power-plane and occasionally go soaring?
A: NO! This is not what self-launchers are designed for! Self-launchers generally spend minimal time in the power mode and most of their lives soaring. Their engines are used for some taxiing, predominantly for launching, and occasionally for retrieval or ferry flights. Basically the engine exists to provide opportunities. Opportunities to launch on any day at any location, without a tow-plane, when soaring conditions are less than optimum, and to venture further from home because a ground crew is not necessary. The powerplants in self-launchers are not intended to make gliders into power-planes, and they are certainly not to be used as life-savers. They are intended to be flown as gliders first and in-flight re-starts should always be performed with the utmost conservatism. If you need to run the engine most of the time and prefer to shut it down only when soaring conditions are excellent then consider a touring motorglider. They are designed to spend most of their lives in the power mode, unlike self-launchers.

Q: Can I run electrical instruments off the main battery in a self-launch Silent?
A: The self-launch Silent Club, Silent 2, and Silent 2 TARGA each have an engine battery (8Ah) that is charged via a flywheel generator when the engine is running. We do not recommend running instruments or avionics that draw much current from the engine battery (basic variometers are usually ok). Instead, we recommend the auxiliary battery tray option for electrical instruments, radio, GPS, Palm, transponder, etc. This way the engine battery will always be fully charged in case the engine needs to be re-started in flight.

Q: How is the single-blade centered after climbing to altitude?
A: The usual procedure after climbing to altitude is to briefly run at low power to avoid shock cooling the engine. The glider is re-trimmed after reducing power. When the ignition/fuel-injection switch is turned off (the master switch remains on) the propeller will windmill for a few revolutions (quantity depends on airspeed) and it will stop arbitrarily. At this point the blade-stop lever in the cockpit is moved forward and a corresponding flexible plastic tab located adjacent to the engine rotates forward into the plane of the propeller "arc". Now it is a simple matter of looking in the small rear-view mirror located on the instrument panel and lightly tapping the starter button a few times until the propeller is in the 6 o'clock position and resting against the plastic tab. If the starter button is held too long the blade simply overshoots, the tab flexes out of the way, and the prop must be "bumped" all the way around by tapping the starter button again. When the blade is centered, the blade-stop lever is moved back and the UP/DN rocker switch is held DN until the pylon is completely lowered. The master switch can now be turned off. The entire procedure is more complicated on paper than in practice. Most pilots become adept after only 2 or 3 tries.

Q: Can you sell just the Silent self-launch engine and propeller and if so, what is the price?
A: Unfortunately we cannot offer the Alisport engine and pylon for use in other aircraft. It has been specifically designed for use in the Silent self-launchers.

Q: Is oil mixed with fuel? What type of fuel and octane rating?
A: Oil must be pre-mixed with the fuel. We recommend Castrol^TM TTS two-stroke oil (available worldwide). The engine's Electronic Control Unit (ECU) is programmed for Europe and North America to accommodate slightly different octane ratings. We recommend using the highest octane alcohol-free unleaded auto-fuel that is available. This is generally 98 RON (Research Octane Number) in Europe and 93 PON (Pump Octane Number) in North America (except California which is 92). Always try to use a brand of fuel without ethanol and alcohol additives (minimal quantities up to a few percent of these additives are ok). Fuels with MTBE additive are acceptable. If fuel with zero or minimum ethanol or alcohol content is not available, then AvGas (100LL) is acceptable (may require more frequent sparkplug changes).

Q: What is the T.B.O. for the engine and do you produce this engine? What about spare parts?
A: The engine TBO rating is 300 hours which is conservative for modern two-stroke engines using the latest in material technology. The highest time engine in service has over 200 hours. The engine is assembled in-house by Alisport using mostly stock parts that are common with the MZ engine produced both in Italy and in Canada (CRE). The Silent powerplant package was engineered specifically for the self-launch application and therefore it does have a few unique and proprietary features specific to integration with the engine pylon (for example an external counterbalance shaft). The fuel-injection system is comprised of mostly off-the-shelf Bosch^TM components. Parts are therefore readily available from a variety of sources. The fuel-injection addresses the issue of carburetors leaking fuel when the pylon is lowered into the engine bay. Not to overlook the easier starting, elimination of mixture control, choke, etc. Other choices for a reliable single-cylinder two-stroke are virtually non existent (note that Rotax^TM no longer manufactures any single-cylinder engines - two cylinders causes a domino effect and ultimately both the glider size, weight, and cost go up).

Q: What stops the engine/propeller from being cranked by the starter before the pylon is fully raised?
A: A limit switch detects when the pylon is in the fully raised position and only when this happens will the starter work. This eliminates the possibility of accidentally cranking the engine and having the propeller impact the engine bay doors or fuselage. The ignition/fuel-injection system can be turned on prior to raising the pylon (i.e. fuel can circulate before pylon is fully raised).

Q: What happens if I start the engine with the blade stop extended?
A: The plastic blade stop flexes and sacrificially wears as the blade contacts it (the noise will sound like a bicycle with playing card touching the wheel spokes, only louder). Typically, a line of smeared plastic will form on the blade's tough polyurethane surface - at first glance it may look like a gouge but it can easily be removed with a fingernail. However, running the engine for extended periods with the stop extended or at speeds above idle will damage the propeller paint.

Q: Does the engine automatically lean the fuel ratio as altitude changes?
A: The electronic control unit (ECU) has a built in pressure sensor that, along with the intake air temperature, determines density altitude. The ECU then uses its mapped parameters and this information (along with throttle position and RPM) to vary the injector duration and attain in the correct fuel delivery for the given altitude. Generally speaking, internal combustion engine power output as a function of density altitude is as follows:

Q: What is the maximum engine RPM?
A: At proper climb angle, the engine speed will be on the order of 6000 to 6300 rpm. If the engine is over-revved the Electronic Control Unit (ECU) will automatically limit the maximum speed to 6400 rpm by intermittently cutting the ignition (as would occur if the nose was lowered during a full power climb).

Q: The published empty weight of the self-launch Silent Club is 170 kg (375 lbs). I assume that this is without options such as the tip-up canopy and steerable tailwheel?
A: You are correct. The published weight is that of the basic glider without fuel. With polyurethane paint, cockpit paint, hinged tip-up canopy, steerable tailwheel, aero-tow nose hook, auxiliary battery, large instrument panel, radio, headset, etc. the empty weight can easily creep up to around 190 kg (418 lbs). The self-launch Silent 2 and Silent 2 TARGA have the additional advantage of lighter carbon wings allowing slightly more weight for the pilot and flight gear (although the TARGA does have the additional weight of the retractable landing gear). Regardless of the aircraft, we strongly recommend that you take your own weight and airport conditions (runway length, altitude, temperature) into account when deciding on options. It is very easy to make any aircraft heavy. The design intent of the Silent series of sailplanes focuses on simplicity and light weight. Ask questions like, "Are two variometers, large instrument panel, steerable tailwheel, etc. really necessary?" More is not necessarily better in every case.

Q: Should I install an aero-tow nose hook on a self-launch Silent?
A: It does add some additional weight, but here are some possible advantages:

1. Allow friends without self-launch experience to fly your sailplane

2. Back-up plan in case of motor related problems or extremely high density altitude conditions

3. Maintain aero-tow proficiency (can also be interpreted as a gesture of support for your local aero-tow operation)

4. Sailplane can be flown as a pure glider for record attempts with the engine removed.

Q: Should I put a steerable tailwheel on my self-launch Silent?
A: Before answering your question, we should point out that a fixed tailwheel is standard equipment on the pure sailplanes. The fuel-injected self-launch Silent Club, Silent 2, and Silent 2 TARGA sailplanes come standard with steerable tailwheels and wingtip wheels. A steerable tailwheel does not make much sense for the un-powered versions of the Silent or for the electric self-launch Silent Club.

Q: In some of the photos it looks like the self-launch Silent Club is on the nose wheel when occupied by the pilot. It seems that this would negate the use of the steerable tailwheel - so how does this work?
A: The glider remains in the tail-down position with a pilot on board. The glider only pitches onto the nose wheel when substantial power is applied (in other words, the thrust is applied at a point above the CG and creates the nose-down pitching moment). This is the condition visible in the photos. For taxiing, the glider remains in the tail-low position. If an obstruction is encountered (ex. main wheel in a rut) then full power can be applied to move the glider forward (the tail will obviously lift, until power is reduced after clearing the rut). The nose-wheel provides several advantages for the Silent Club:

1. Allows for a static full-power test prior to taking the active runway. This is not always feasible with many self-launchers.

2. Permits full-power to be developed prior to releasing the brake and beginning the take-off roll. Many self-launchers (including the Silent 2 and Silent 2 TARGA) are obligated to increase power gradually and thus the pilot must verify maximum engine rpm before liftoff.

3. The main wheel is located further aft (located closer to the cg). This results in better ground handling, less chance of "ballooning" when the main-wheel first contacts the runway, and less effort when lifting the tail to install the tail dolly.

Q: What is the L/D of a self-launch Silent with the pylon extended?
A: Most self-launchers with an extended pylon and stationary propeller experience a sink rate from 2 to 3 times worse than the corresponding clean sailplane. For example, the self-launch Silent Club at 83 km/h (45 knots) with the pylon extended and the propeller at the 12 o'clock position has a sink rate of approximately 1.8 m/s (350 fpm) yielding a corresponding L/D of 13:1. For comparison, the same sink rate can be obtained with approximately 1/4 air-brake extension. The sink rate is similar for the Silent 2 and Silent 2 TARGA. It is important to note that the power-on climb-rate is at least 35% higher than the sink rate. A "dirty" glider can therefore glide back to the airport in a worst case scenario, assuming sufficient altitude has been attained to turn around. This does not take into account the typical advantages of climb-out into the wind and return glide with a tailwind. With the propeller positioned at the 6 o'clock position (ready for retraction), the sink rate is lower and the L/D greater, but this is not representative of the worst case scenario.

Electric Self-Launch Silent Questions

Q: Are the electric self-launch Silent sailplanes available as kits?
A: The electric self-launch Silent sailplanes are presently only available in ready-to-fly form. There are no plans at present to develop kits. Let us know if you are interested!

Q: What is the max altitude under power to battery depletion for the electric self-launch Silent?
A: With the standard batteries the electric self-launch Silent Club can climb to approximately 2000m (6600ft) on a charge. Most pilots will climb to a lesser altitude and shut it down in the first thermal, retaining the remainder of the charge for a save. Re-charge times are rapid and depend on the available outlet voltage (not the batteries). The Silent electric powerplant was initially developed for gliderports in Europe that have noise restrictions and are only allowed to winch launch. The electric Silents effectively circumvent these restrictions. The electric Silents represent the best solution based on available technology and cost. The Silent Club was the world's first series production electric self-launcher and is the world's only viable electric light sailplane.

Q: What is the lifespan of the batteries? Run time per flight?
A: The life of the batteries is measured in cycles as opposed to years and they are rated for 500 full cycles. One launch a week equates to approximately 10 years. Regarding the duration, if in full power climb, a full charge will last about 20 minutes whereas in cruise they will last about one hour.

Q: What is the propeller diameter of the electric self-launch Silent?
A: The propeller is a two-blade folding design (folding motion is in the plane of the propeller disc) and the blades swing outward by centrifugal force. Propeller diameter is 1.92 m (75.6").

Q: Max RPM?
A: The maximum electric motor speed is 4000rpm. Best climb performance is at 3400rpm. With a belt reduction of 25:64 (1:2.56) the propeller speed during climb is approximately 1300rpm.

Q: Empty Weight (with batteries)?
A: The empty weight with batteries is typically 200 to 208kg (440 to 458lbs) depending on instruments and accessories.

Q: Electric Silent ground roll on paved surface?
A: Takeoff distance is conservatively published as being less than 200m (650 ft) to be on the safe side even for unprepared grass fields. However, the electric Silents have demonstrated take-off distances in the low 100 meter range with zero wind conditions.

Q: Electric Silent rate of climb?
A: Rate of climb is published as being greater than 2.0 m/sec or 390 fpm (the actual climb rate is generally on the order of 2.5 m/sec or 500 fpm). Additionally, the electric motor output is not degraded by increasing density altitude.

Q: Weight, Number and Type of batteries (Volts/Amps/Watts)?
A: There are 12 battery packs (72VDC, 230A) wired in parallel with a combined weight of approximately 42kg (92lbs).

Q: Silent electric motor type and specifications?
The electric Silents use an AirEnergy permanent magnet motor that is de-rated to 13kW (it can be taken to 16kW continuous power). It has replaceable brushes and weighs 8.5kg (18.7lbs). The brushes can be inspected without loosening or removing the belt drive.

Q: What type of charger do you use, and how long does it take to charge a flat pack? If you are not using a Delta Peak Detection charger, my question is why not?
A: Recharge time varies with available supply voltage. Using 220VAC, charge time is approximately 45 minutes (using 380VAC, 25 minutes). Three cables connect the charger to the sailplane: (1) a common negative connector, (2) a twelve-pin positive connector (one pin per battery), and (3) a twelve-pin temperature connector (one temperature probe per battery). The batteries are charged with a constant current system with a proprietary AirEnergy voltage detection algorithm that far supercedes the delta peak detection system (we cannot go into more detail about it). Other chargers will not work with the glider.

Q: What cockpit instrumentation and controls do the electric Silents have for the motor?
A: The power controls comprise a key switch, master switch, throttle, main fuse, and LCD display. All of the controls are designed for left hand operation, so the right hand remains at the stick. The following summarize the shut-down and start-up procedures:

Shut-Down Sequence

1. Pull back the power lever (linear precision potentiometer on the left side)

2. Turn off the motor control (toggle switch in the instrument panel)

3. Turn off main fuse (on the right side at the "three-lever retraction control unit" TLRCU)

The left hand has moved from the left side (power lever), to the toggle switch on the instrument panel, and is now across the chest at the TLRCU on the right side of the cockpit near the canopy frame.

4. Activate the motor brake (lever "1" at the TLRCU pulls a disk brake and stops the windmilling propeller, this can be observed in the rear-view mirror)

5. Activate prop positioner (lever "2" at the TLRCU releases the brake and extends the indexing stop against which the blades now turn by wind force until they are hanging down parallel, again the mirror shows what is happening

6. Retract unit (lever "3" at the TLRCU actuates the electric actuator that retracts the prop unit)

The entire procedure takes about ten seconds and is quite intuitive. For example, once the motor has been turned off and the propeller blades are still windmilling, one instinctively expects a brake (lever 1), and if the blades are not folded correctly and are out of position, the pilot logically looks for a means to bring them into the 6 o'clock position (lever 2), and then the pylon obviously has to be retracted (lever 3).

Start-Up Sequence

1. Extract unit (lever "3" at the TLRCU actuates the electric actuator that raises the pylon)

2. De-activate prop positioner (lever "2" at the TLRCU activated the brake and retracts the indexing stop, the propeller unfolds)

3. Release the motor brake (lever "1" at the TLRCU releases the disk-brake and the propeller starts windmilling, mechanically the motor is now ready to be turned on)

4. Turn on main fuse (on the right side at the TLRCU)

5. Turn on the motor control (toggle switch in the instrument panel)

6. Push forward the power lever (linear precision potentiometer on the left side)

Now the left hand has moved from the right side (TLRCU) via the instrument panel to the left side (power lever). This procedure also takes about ten seconds.

Q: Is pylon Extracted/Retracted using the motor batteries?
A: The electric Silent pylon is raised using the engine batteries driving an electric ball-screw linear actuator. The electric actuator will retract the pylon, however it is perfectly feasible to allow gravity assisted retraction without using any battery power (linear actuator simply back-drives).

Silent 2 and TARGA Wing Questions

Q: Why should I consider a Silent Club since the Silent 2 and Silent 2 TARGA have a much better glide ratio?
A: The 12.0m Silent Club wing has delightful handling, excellent climb performance, very acceptable glide performance, docile stall, and is cost effective due to the fiberglass construction and relatively simple planform shape. We know of many Silent owners that would still select the 12.0m wing today because it meets both their flying needs and budget. The biggest advantage of the 13.0m Silent 2 and 13.3m Silent 2 TARGA wings is a substantial increase in glide ratio allowing for excellent cross-country performance. Saying that one is "better" than the other does not apply to all pilots equally. Compare and weigh the qualities that you consider important.

Q: What are the structural differences between the longer wings and the 12.0m wing?
A: The 13.0m and 13.3m wings have pultruded carbon-fiber spar caps whereas the 12.0m wing has unidirectional fiberglass spar caps. Both wing types use synthetic core sandwich structures that are vacuum bagged and heat cured, but the skins on the Silent 2 and TARGA wings include carbon fiber while the Silent Club wings are entirely fiberglass. All wing types have carbon fiber flaperons dictated by stiffness requirements.

Q: What are the load factors of the Silent 2 and Silent 2 TARGA wings?
A: The maneuvering loads are +4.6g/-2.65g (based on a gross weight of 300kg). The ultimate (limit) loads use the JAR safety factor of 1.50 plus an additional factor of 1.15 to account for hand lay-up of the fabrics. The wings have been statically tested to beyond +8.0g.

Q: Is wing flutter analysis and testing really necessary for light sailplanes?
A: We believe that light aircraft still need complete engineering analysis and testing. This professional and long term approach requires significant investment in computational software, skilled personnel, and testing time. The Silent 2 also underwent complete ground and in-flight aeroelastic testing to ensure that there were no flutter tendencies.

Q: Does your Construction and Workshop Manual have detailed information on the 13.0m and 13.3m wings like it does for the 12.0m wing?
A: Absolutely! The same type of profusely illustrated and detailed technical information is included the Construction and Workshop Manual for the Silent 2 and Silent 2 TARGA. This is certainly a requirement for those owners building a kit. Owners of factory-built aircraft find the manual extremely beneficial too and continue to comment on the quality, detail, and usefulness of the technical information (in addition to the Flight and Maintenance Manual).

Q: Can I use the standard 12.0m trailer for the performance 13m wing?
A: Yes, the existing trailer can be used. Holders for the removable winglets will need to be added. Trailers ordered with the 13.0m Silent 2 or 13.3m Silent 2 TARGA sailplanes are longer than the Silent Club trailer.

Q: Is a larger engine needed for the Silent 2 or Silent 2 TARGA?
A: No, our overall design focus is still the same. Keep the glider light and the costs for self-launch independence within reason. Even with a longer span, the weight of the 13.0m and 13.3m wings is slightly less than the 12.0m wing and the aerodynamic efficiency is higher, so the power-on climb rate is slightly better. Self-launchers manufactured from late 2003 onward use the A302efi engine which has the same displacement and power output as the earlier A300efi engine.

Q: Are you developing a retractable gear version of the Silent 2?
A: The Silent 2 is a sailplane served well by fixed landing gear. However, we do listen to what our customers prefer, hence the development of the Silent 2 TARGA with its retractable landing gear and variable-incidence stabilizer. An optional retract upgrade kit is available for the Silent 2.

Trailer/Rigging Questions

Q: One-man rigging and wing panel weight?
A: The Silent lends itself very well to single-person rigging. However, each wing panel cannot be lifted by one person, so a "one-person rig" is required. One-person wing assembly rigs are available - please see our price list. Wing panel weight for the 12.0m wing is on the order of 39.5 to 40.0kg (87 to 88lbs) and approximately 2/3's of that is at the root. The 13.0m and 13.3m wing panels are approximately 4kg (10lbs) lighter than the 12.0m panels due to extensive use of carbon fiber.

Q: Who makes the clamshell trailers?
A: The trailer manufacturer is Avionic^TM of Poland - same manufacturer as for the PW-5 and other East European ships. Running gear is all Alko-Kober^TM (like on many of the German trailers), but the clamshell and chassis are simpler, hence the price difference.

Q: I'd like to keep the Silent Club glider trailer in my two-car garage. What are the trailer dimensions?
A: The length of the Silent Club trailer "box" is 6600mm (259.9") and the tongue is 900mm (35.4"). This gives an overall length of 7500mm (295.3"). When level, the height of the fin is 2200mm (86.6"), the height of the front edge of the box is 1700mm (66.9"), and the top of the ball is 400mm (15.8") off the ground. The maximum width is 1700mm (66.9") at the wheels. Tire size is 165 R13. The trailers for the Silent 2 and Silent 2 TARGA are slightly longer. See the trailer pages of the website for additional information.

Q: Do the trailers have a jack on the tongue, a hand brake, a surge brake?
A: Yes, they have a jack with a caster wheel. They also have a parking brake and surge brakes.

Q: Are the trailers available with an aluminum top?
A: We do not offer a standard trailer with an aluminum top. However, an aluminum top is available via special request from our trailer supplier (additional cost item). Glider delivery time requirements may be impacted.

Q: Are the wing trolleys held captive so that they do not tip over?
A: Yes, there is an aluminum channel running the length of the trailer sidewalls that holds the trolley captive.

Q: I saw a non-clamshell trailer in Kitplanes^TM - is it still available?
A: The closed trailer is a previous version produced by Umbra of Italy. With exception to not being a clamshell, it was generally considered to be an excellent trailer, but not as cost effective as the Avionic. It is no longer offered.

Q: What holds the wheeled wing dolly to the tapered end of the Silent Club wing?
A: The ground handling wing dolly (saddle) fits the 12.0m wingtip in a glove-like manner. The dolly has minimal tendency to come off and is very safe for most ground maneuvering. Note that, the ground handling wing dolley for the 13.0m Silent 2 and 13.3m Silent 2 TARGA clamps to the wing since it cannot slide onto the wingtip.

North America Specific Questions

Q: Does the Silent have a race handicap?
A: Yes, all versions of the Silent are listed in the contest handicap spreadsheets maintained by the SSA. The handicap for the Silent Club pure glider is 1.21 and the handicap for both the fuel-injected and electric Silent Club self-launchers is 1.18. The values for the Silent 2 are 1.17 and 1.15 for the pure glider and self-launchers, respectively. Silent 2 TARGA handicap values are pending.

Q: Do you have any self-launch Silents in stock here in the US? The reason I ask is that I can't get financing until the glider is on US soil.
A: We try to keep at least one kit available for immediate pick-up, but there are times that we are without one on hand. For ready-to-fly gliders the deposit can be paid and then financing finalized the moment the glider arrives in port.

Q: Can the deposit be put into a third person (bank) escrow account in case the aircraft is not delivered within a reasonable agreed upon time. I got burned to the tune of $10,000 on an aircraft purchase refundable deposit when the builder went bankrupt.
A: Very valid and understandable concern. We know of one self-launch Silent owner who,