Photo: Carsten Karge, CC BY 4.0, via Wikimedia Commons · ASG 29 E pictured
A racing glider's direct speed feel: very harmonious controls, quick roll into thermals, and a working pre-stall buffet that pilots actually fly by.
Sources: Schleicher published data; Schleicher AS 33 flight manual.
The AS 33 is Schleicher's current 18-metre racing sailplane: a new wing over the proven AS 31 fuselage, built to convert invisible energy into cross-country speed. There is no engine note, no propwash, no vibration floor; every sensation is the air itself.
For a simmer the glider is the purest force-feedback case in the fleet. The profile turns off everything mechanical and spends its budget on the air: the strongest vertical-air response in the fleet, honest low-speed lightness, and a centre that firms markedly as ridge-running speeds build.
Alexander Schleicher Segelflugzeugbau, founded in 1927, is the oldest sailplane maker still building, and the AS 33 continues a racing line that runs back through the ASG 29 and ASW 27, two of the most successful 18-metre designs ever flown.
The 33 flew in 2020 with a new high-lift airfoil family and quickly went to work in championship gliding. The Es modeled here is the pure sailplane variant; the Me adds a self-launch motor.
Each finding pairs our reading with the evidence it rests on. Fly the type and read something wrong? Every claim links straight to the corrections form.
The first flight found the control coordination very harmonious ("die Ruderabstimmung sehr harmonisch"), with the aileron/flap mixer carried over from the ASG 29. The long-term test calls it agile even at max mass, with a quick roll into thermals.
Full aft stick holds stable on rudder alone with no notable wing-drop, and glider doctrine makes the buffet an instrument — pilots thermal by easing back until they feel it. Open airbrakes can mask it, so the airbrake buffet is its own channel.
Flapped-racer technique calls for a good shove on the stick while moving the flap lever; negative flap at speed changes the pitching moment.
From a forward-trimmed start, back pressure builds through the wire — which is why the centering spring being alive from 15 kt matters.
| Gate | Knots | Notes |
|---|---|---|
| VsoStall, landing configuration | 50 | Low-speed floor; varies with wing loadingRepresentative |
| VrRotation | 55 | Aerotow lift-off bandRepresentative |
| VyBest rate of climb | 57 | Climb-band norm; blue line varies with ballastRepresentative |
| Yellow triangle | 54 | Minimum approach at max mass · AS 33 Es flight manual (2020) |
| Vw | 75 | Max winch launch, 140 km/h · AS 33 Es flight manual (2020) |
| Vt | 97 | Max aerotow, 180 km/h · AS 33 Es flight manual (2020) |
| VaManeuvering | 108 | 200 km/h; also the rough-air speed · AS 33 Es flight manual (2020) |
| VneNever exceed | 145 | 270 km/h; ≤1/3 control deflection at Vne · AS 33 Es flight manual (2020) |
The complete starter profile, in the same order and with the same names as the desktop Tuning page. Highlighted rows cite evidence. Hover a row to see its profile-JSON path.
The final overall output scale applied to everything the model produces, before the device cap.
▲ More: everything (spring, loads, effects) gets stronger together. ▼ Less: everything softens together.
Why here: Class default 85%.
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
▲ More: firmer centring that resists your hand at all times. ▼ Less: a limper stick that leans on aerodynamic load alone.
Why here: 70%: a light, precise centre. There is little mass anywhere in this aircraft, including the stick.
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
▲ More: a calmer but looser centre with more free play. ▼ Less: a tighter centre that may chatter at rest.
Why here: Small and clean.
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
▲ More: a firmer stick while parked and taxiing. ▼ Less: a floppier parked stick that only wakes up with airspeed.
Why here: 40%: the lowest floor in the fleet. A parked glider stick is nearly free; everything arrives with airspeed.
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
▲ More: heavier sustained pitch forces at speed. ▼ Less: a lighter elevator that takes less muscle to hold.
Why here: Reference at 100%.
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
▲ More: heavier roll forces. ▼ Less: lighter, quicker-feeling ailerons.
Why here: 100%: the 18 m wing's ailerons genuinely load up to match pitch when fast; harmony on gliders is close by design.
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
▲ More: both axes load up harder. ▼ Less: both axes lighten together.
Full aerodynamic load against the 100 kt upper-green-arc reference.
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
▲ More: loads arrive later; the stick stays light up to a higher speed. ▼ Less: loads arrive earlier and cruise feels heavier.
Why here: 100 kt: fast cross-country glide. Loads peak in the racing band.
How sharply stick load builds with airspeed. 1.0 is linear; about 2.0 matches real aerodynamics, where dynamic pressure grows with the square of speed, so controls are much lighter slow and firm up fast. Felt when holding the stick off centre, not at rest.
▲ More: lighter at low speed with a steeper rise toward cruise. ▼ Less: a more linear build that loads up earlier.
The pronounced, direct speed feel a glider pilot design driver asked for and the class literature supports.
How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.
▲ More: a centre that hardens noticeably as you go faster. ▼ Less: constant centre feel at every speed.
The strongest airspeed stiffening in the fleet — speed is force on a racing glider.
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
▲ More: stronger peak steady forces before clipping. ▼ Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: 55%: enough ceiling for the firm end without ever slamming.
For hydraulically-boosted or fly-by-wire types: how much of the raw aerodynamic load actually reaches the pilot's hand. 1.0 is a fully manual control run; lower values model the artificial-feel systems that isolate the pilot from true surface loads.
▲ More: more raw aerodynamic load reaching your hand. ▼ Less: more isolation, closer to pure artificial feel.
Why here: Inert for a manual control run.
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
▲ More: trim removes more of the held pitch force; at 100% full trim zeroes it. ▼ Less: you keep holding force even when trimmed.
Why here: 30% on the spring trim.
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
▲ More: roll trim removes more held roll force. ▼ Less: roll trim does less.
Why here: A token 10%.
Extra spring stiffness as positive G rises above 1G: the pull-up loads your arm as well as the wing. Too little and steep turns feel weightless; too much and maneuvering becomes tiring.
▲ More: pull-ups and steep turns stiffen the stick more per g. ▼ Less: g has less effect; maneuvering stays light.
Why here: 16%: thermalling pulls and ridge gusts load the stick honestly.
Extra centre deadband added at parked and taxi speeds, narrowing away as airflow builds. It keeps the stick calm on the ramp without costing precision in flight.
▲ More: a calmer, looser stick on the ground. ▼ Less: ground handling as precise as flight, and as twitchy.
Why here: Minimal; there is no engine to idle through.
How far through the travel the edge-of-throw spring boost begins. High values leave most of the range linear and put a firm wall only near full deflection.
▲ More: the end-of-travel wall starts later, leaving more linear throw. ▼ Less: the wall begins earlier in the travel.
Why here: Wall from 85%.
How strong that edge-of-travel boost is once triggered: a soft warning versus a hard stop near full throw.
▲ More: a harder stop near full deflection. ▼ Less: a softer edge you can push through.
Why here: Gentle stops.
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
▲ More: louder surface texture through the stick. ▼ Less: a smoother taxi.
Why here: 30%: one small wheel on grass; present, brief, and soft.
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
▲ More: sharper hits from joints and ruts. ▼ Less: softer ground detail.
Why here: The ground roll is short and honest.
Vibration under brake pressure while rolling. Invisible braking feels wrong; too much makes every stop feel like an anti-skid event.
▲ More: more shudder under braking. ▼ Less: quieter stops.
Why here: The wheel brake is modest and so is its cue.
The fore-aft pull on the pitch axis from acceleration on the ground. The takeoff surge draws the column aft; braking pushes it forward.
▲ More: a stronger fore-aft pull under acceleration and braking. ▼ Less: a subtler surge cue.
Why here: Aerotow and winch surges are gentle fore-aft cues.
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
▲ More: a louder pre-stall shake. ▼ Less: a quieter wing; the horn carries the warning.
The buffet is the strongest low-speed cue because pilots genuinely fly by it.
Airframe shake past the overspeed warning, the airframe's own protest at exceeding Vne/VMO.
▲ More: a harsher protest past the redline. ▼ Less: a gentler overspeed warning.
Why here: 50%: flutter margins make Vne sacred in a glider; the warning is unmistakable.
Shake from deployed spoilers or speedbrakes at speed. Zero for types without them.
▲ More: more shake with boards out. ▼ Less: quieter speedbrakes.
Why here: 35%: airbrakes out is the defining glider deceleration and lands as a firm rumble.
Random shake from short-term G variation in rough air, so bumpy air is felt and not just seen.
▲ More: rough air hits the stick harder. ▼ Less: calmer chop.
Why here: 45%: minimum wing loading in the fleet; the air's texture IS the instrument.
Pitch-axis response to sim-reported updrafts and downdrafts: rising and sinking air, not the aircraft's own climb or descent. The lever that makes gliders and thermal soaring feel alive.
▲ More: stronger response to updrafts and sink. ▼ Less: smoother vertical air.
Why here: 40%, unique in the fleet: thermals and sink arrive as direct pitch-axis pressure. This single lever is the glider experience.
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
▲ More: a harder kick at touchdown. ▼ Less: softer arrivals.
Why here: 50%: a single-wheel arrival, softened by technique.
The short shudder of gear extension and retraction in motion. Zero for fixed-gear types.
▲ More: a stronger shudder while the gear cycles. ▼ Less: a subtler gear cue.
Why here: 30%: the retracting monowheel clunks under your seat.
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
▲ More: more vibration while the flap surfaces travel. ▼ Less: quieter flap runs.
Why here: Camber-flap changes are subtle.
The small airframe settle when flap-surface travel completes, driven by the surface arriving, not the handle command.
▲ More: a firmer settle as flaps reach the notch. ▼ Less: a softer arrival.
Why here: Faint detent settles.
The short mechanical click on each flap-handle detent. The handle, not the surfaces.
▲ More: a sharper detent click. ▼ Less: a fainter click.
The flaperon transient the class notes describe.
The sustained pitch-force change from flap drag at airspeed. Extending flaps should change what your hand holds, not just make noise.
▲ More: a bigger stick-load change when the flaps come out. ▼ Less: less trim shift from flap.
Why here: Camber changes rebalance pitch slightly.
The sustained load change from deployed spoilers. Zero for types without them.
▲ More: a bigger load change from the boards. ▼ Less: less.
Why here: 10%: airbrakes change the sustained load modestly; the buffet above carries the event.
Resistance proportional to the aircraft's pitch rotation rate. It settles the stick after abrupt pitch inputs; zero on both axes turns rate damping off.
▲ More: the stick settles harder against pitch rotation. ▼ Less: less resistance to quick pitch changes.
Why here: Light settle; a glider stick should ring slightly.
The roll-axis counterpart: damping against roll rate to stop post-input wobble.
▲ More: more resistance to roll rate. ▼ Less: a livelier roll axis.
Why here: Lighter still.
The airspeed where the forward slump has fully faded, typically almost as soon as airflow builds on the takeoff roll.
▲ More: the slump lingers further into the takeoff roll. ▼ Less: it vanishes almost as soon as you roll.
Why here: Lifts on the launch roll.
How firmly the stick holds the autopilot's commanded position while following is active.
▲ More: a firmer hold on the AP's commanded position. ▼ Less: softer, easy to override.
Why here: Minimal.
Research pass validated the glider-pilot-driven tuning — no value changes; the q-law levers, buffet-first stall cue, and thermal vibration channel now carry citations.
Initial starter baseline, tuned with a glider pilot as design driver.
If your time in the type says this page got something wrong, correct it here.
This page is built from cited references, and real time in the type beats a citation. Quote the claim that reads wrong and tell us what the actual aircraft does. Corrections go to the maintainer for review and feed the next revision of this research.
What the research could not pin down. If you fly the type, or can point at a source, a correction on any of these feeds the next revision directly.
No public measured stick-force data for the AS 33 (full magazine tests are paywalled); absolute magnitudes are bench-set under the ADR-0026 glider-pilot pass.
No AS 33-specific launch-handling account found; winch behavior is class doctrine.
Open conversation about flying and tuning the Alexander Schleicher AS 33 Es, in the community forum. Corrections above go privately to the maintainer; hangar talk is public.