Anyone flown a SHK-1?

I now own the SHK that Scott Williams restored. I have also owned and flown an SH -1 and a K 6E. The longer cockpits of the Later serial number SH-1 and SHK are very comfortable for tall pilots. The K6E is cramped by comparison. The SHK will climb very well and handles well. The K6E is one of the nicest handling gliders ever built and performs well for its vintage. Compare sports class handicap numbers for the SHK and K6E. Scott Williams built a custom trailer for the SHK and his restoration is probably the nicest SHK in the U.S. He made a Utube video"Winch Launching thw SHK" worth viewing. I do have his documentation, factory drawings, spare parts, etc

What specifically are you wanting?

Do you have a flight and maintenance manual? Do you have anything detailing the proper rigging? I'm trying to get some concrete data to better assure that it is airworthy per the designers intentions all the way back when they designed it. I'm trying to avoid rigging and maintaining it by the process of best guess. Do you fly yours often? I've seen that YouTube video...amazing looking aircraft! It's a shame more aren't around. I'm 5, 10" by the way. Do you think I'd fit comfortably?

On Saturday, May 20, 2017 at 7:00:09 PM UTC-7, wrote:
Do you have a flight and maintenance manual? Do you have anything detailing the proper rigging?

I own a Standard Austria S, was relieved of my documents by a break and enter thief. Schempp-Hirth provided a replacement Flight and Service Manual for a fee of 50 euros. That manual does have some key rigging data; a good start at least.

I'm 5, 10" by the way. Do you think I'd fit comfortably?

I am 5' 11", with long legs and short back. I gather I have the 'short' cockpit, and fit fine. I am glad my back is not longer, but legroom is not an issue. Numerous 8 hour flights, comfortably.

My Scarlet Lady has flown a lot - and will again this year if the field dries out! Yes, let's keep the Austrias in the air where they belong. I can't count the number of times other pilots have announced their adjacency by saying "looking pretty up there".

Bruce

Send a private email to for more info

I emailed Schempp Hirth and was informed that they no longer support this model. For 100 euros you can get a disk that contains scanned images of the component and major assembly drawings. I'd have to purchase (which I plan to do) to validate what comes on the disk. That being said I'm kind of hoping to develop a more concrete resource. i love hearing from you guys that have flown or own...it's such a rare aircraft and I appreciate your input!

-Nick

On Saturday, May 20, 2017 at 11:24:43 PM UTC-5, wrote:
I emailed Schempp Hirth and was informed that they no longer support this model. For 100 euros you can get a disk that contains scanned images of the component and major assembly drawings. I'd have to purchase (which I plan to do) to validate what comes on the disk. That being said I'm kind of hoping to develop a more concrete resource. i love hearing from you guys that have flown or own...it's such a rare aircraft and I appreciate your input!

-Nick

Hi, Nick. I'm surprised that SH is asking 100 Euros for the SHK disk now. They sent me one for free last year. I shared these drawings with several others using Google Drive, I believe. I can do the same for you, if you'd like.

I'm currently refurbishing an Austria S.

Jeff

I flew one for many years. 1000 hrs+ Can't add anything on the technical
side but what I would say is that it remains fantastic value for money.
Make sure you get or make good rigging aids, a root trestle at rigging
height and a tip trestle along with a wing dolly at the root end and I
could easily rig mine single handed without any lifting of the wings.

Flew at least 8 flights over 500k here in the UK longest was 564k. Climbs
beautifully on the early thermals so could leave early in the mornings.
Longest flight time was over 8 hours and never found any discomfort in the
cockpit. I'm just under 6'0.

Brakes are weak if you have no headwind but a tip I was given (which goes
against all training)! was that if seriously too high IN NO WIND conditions
and NO TURBULENCE you can open the brakes and raise the nose to take it to
the back of the drag curve. It comes down smoothly and rapidly. When back
to the correct angle lower the nose and complete approach as normal. It
works. I'll bet people will want to come on here who have never flown one
and say different but try it at altutude first. I could even do this whilst
playing with the rudder and it showed no tendency to drop a wing.

Lovely glider, sometimes I regret moving on.

On Sunday, May 21, 2017 at 1:00:07 PM UTC+3, Mike Oliver wrote:
I flew one for many years. 1000 hrs+ Can't add anything on the technical
side but what I would say is that it remains fantastic value for money.
Make sure you get or make good rigging aids, a root trestle at rigging
height and a tip trestle along with a wing dolly at the root end and I
could easily rig mine single handed without any lifting of the wings.

Flew at least 8 flights over 500k here in the UK longest was 564k. Climbs
beautifully on the early thermals so could leave early in the mornings.
Longest flight time was over 8 hours and never found any discomfort in the
cockpit. I'm just under 6'0.

Brakes are weak if you have no headwind but a tip I was given (which goes
against all training)! was that if seriously too high IN NO WIND conditions
and NO TURBULENCE you can open the brakes and raise the nose to take it to
the back of the drag curve. It comes down smoothly and rapidly. When back
to the correct angle lower the nose and complete approach as normal. It
works. I'll bet people will want to come on here who have never flown one
and say different but try it at altutude first. I could even do this whilst
playing with the rudder and it showed no tendency to drop a wing.

Std Libelle brakes are similar. But a slip works better.

On Sunday, May 21, 2017 at 3:00:07 AM UTC-7, Mike Oliver wrote:

Brakes are weak if you have no headwind but a tip I was given (which goes
against all training)! was that if seriously too high IN NO WIND conditions
and NO TURBULENCE you can open the brakes and raise the nose to take it to
the back of the drag curve. It comes down smoothly and rapidly. When back
to the correct angle lower the nose and complete approach as normal. It
works. I'll bet people will want to come on here who have never flown one
and say different but try it at altutude first. I could even do this whilst
playing with the rudder and it showed no tendency to drop a wing.

Lovely glider, sometimes I regret moving on.

To get my Austria S down, I go the opposite way. I add about 5 knots airspeed. It is my experience that the air brakes are significantly more effective at or above 60 knots. 55 knots, not much happening. 65 knots, she is coming down, for sure.

My particular airframe - and, note, mine is an early example with a NACA airfoil - seems to have a 'knee' in the lift/speed curve. It tends to pop up on aerotow round about the end of the runway. I have thought that and the airbrake behaviour may be related.

Bruce

Hi Jeff,
I have inherited a Standard Austria serial no. 6 for my friend Peter Reid Roberson.
The aircraft is in a poor state and needs a lot of work to restore her.Peter started repairing the one wing that was damaged in a landing incident but stopped for some reason.He unfortunately passed away last year. The glider was hanging in the rafters for many years.
I am thinking of restoring her and would really appreciate if you could share the drawings you have and possibly the flight manual with me.

Best Regards,
Manfred Springer,
Johannesburg.
South Africa.