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21-636: TG-4A may refer to: Schweizer SGS 2-33 , a glider used by the United States Air Force Academy, by 1962 United States Tri-Service aircraft designation Laister-Kauffman TG-4A , a glider used by the United States Army Air Force in World War II [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with

42-464: A fiberglass nose cone and a one-piece molded front canopy. Access to the rear seat is via door on the right-hand side. Instruments are fitted in the front cockpit only. Most 2-33s have a four-position bungee trim system, with aircraft starting with serial number 500 equipped with a "ratchet-lock trim". The United States Air Force Academy operated 13 2-33s as the TG-4A until they were replaced by

63-488: A kit is designated Model SGS-2-33AK. These K models will be eligible for an airworthiness certificate when accompanied by an affidavit certifying that the glider is constructed in exact accordance with the approved drawings and manual, and that the parts and materials furnished by the manufacturer in the kit have been used; and further when the following inspections have been satisfactorily passed: (a) An inspection for workmanship, materials, and conformity before any covering

84-427: A welded steel tube fuselage covered in aircraft fabric. The single-spar, aluminum structure wings are tapered from mid-span and feature top and bottom balanced divebrakes. The wings are covered in aluminum stressed skin. The tailplane and elevator are made from welded steel tube covered in aircraft fabric. The vertical fin is aluminum stressed skin construction, while the rudder is fabric-covered. The 2-33 has

105-585: Is a 2-33A on display at the Wings Over the Rockies Air and Space Museum . Data from Jane's All the World's Aircraft 1988-89, Pre-Course Information Package for Glider Candidates General characteristics Performance Related lists Crashworthiness Crashworthiness is the ability of a structure to protect its occupants during an impact. This is commonly tested when investigating

126-479: Is applied. (All woodwork may be sealed.) (b) A final inspection of the completed glider. (c) Check of flight characteristics. The 2-33 type certificate is currently held by K & L Soaring of Cayuta, New York who now provide all parts and support for the Schweizer line of sailplanes. The 2-33 was designed to be rugged, easy to maintain and with a high degree of crashworthiness . The 2-33 has

147-405: Is measured after the fact by looking at injury risk in real-world crashes. Often, regression or other statistical methods are used to account for the many other factors that can affect the outcome of a crash. The history of human tolerance to deceleration can likely be traced to the studies by John Stapp to investigate the limits of human tolerance in the 1940s and 1950s. In the 1950s and 1960s,

168-602: The Pakistan Army began serious accident analysis into crashworthiness as a result of fixed-wing and rotary-wing accidents. As the US Army 's doctrine changed, helicopters became the primary mode of transportation in Vietnam. Due to fires and the forces of deceleration on the spine, pilots were getting spinal injuries in crashes that they would have survived otherwise. Work began to develop energy-absorbing seats to reduce

189-733: The TG-10B ( L-23 Super Blanik ) in 2002. The USAFA TG-4s were all donated to other US government agencies, such as the Civil Air Patrol or to aviation museums. Under the 1962 United States Tri-Service aircraft designation system the USAF 2-33 was designated as the TG-4A. This can cause confusion with a World War II training glider made by Laister-Kauffman and used by the United States Army Air Forces from 1941 to 1947. The Laister-Kauffman LK-10A also bore

210-616: The Army published the Aircraft Crash Survival Design Guide. The guide was changed several times and turned into a set of books with different volumes for different aircraft systems. The goal of this guide is to show engineers what they need to think about when making military planes that can survive a crash. Consequently, the Army established a military standard (MIL-STD-1290A) for light fixed- and rotary-wing aircraft. The standard sets minimum requirements for

231-449: The USA. By the early 1960s it became obvious to Schweizer Aircraft that a replacement for the 2-22 was needed. At that time the single seat Schweizer SGS 1-26 was becoming very popular for one-design competition flying. The company realized that the new trainer should have similar performance to the 1-26, in order to be used as the 1-26's two seat transition trainer. SGU 2-22 production

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252-413: The chance of spinal injuries during training and combat in Vietnam. A lot of research was done to find out what people could handle, how to reduce energy, and how to build structures that would keep people safe in military helicopters. The primary reason is that ejecting from or exiting a helicopter is impractical given the rotor system and typical altitude at which Army helicopters fly. In the late 1960s,

273-641: The cockpit continued to occur. This led to the consideration of additional protective devices such as airbags. Airbags were considered a viable solution to reducing the incidents of head strikes in the cockpit, in Army helicopters . The National Highway Traffic Safety Administration , the Federal Aviation Administration , the National Aeronautic and Space Administration , and the Department of Defense have been

294-413: The deformation patterns of the vehicle structure, the acceleration experienced by the vehicle during an impact, and the probability of injury predicted by human body models. Injury probability is defined using criteria , which are mechanical parameters (e.g., force, acceleration, or deformation) that correlate with injury risk. A common injury criterion is the head impact criterion (HIC). Crashworthiness

315-623: The designation TG-4A, but from an earlier USAAF designation system. There were 254 SGS 2-33s registered in the US as of November 2017, including: There were 93 SGS 2-33s registered in Canada as of November 2017, including: The SGS 2-33 remains popular with glider schools, the largest operator is the Air Cadet League of Canada with a fleet of 79 2-33s and 2-33As as of 2022. Caesar Creek Soaring Club operates 2 2-33A's as of 2024. There

336-460: The safety of aircraft and vehicles . Different criteria are used to figure out how safe a structure is in a crash, depending on the type of impact and the vehicle involved. Crashworthiness may be assessed either prospectively, using computer models (e.g., RADIOSS , LS-DYNA , PAM-CRASH , MSC Dytran , MADYMO ) or experiments, or retrospectively, by analyzing crash outcomes. Several criteria are used to assess crashworthiness prospectively, including

357-563: The safety of human occupants in a crash. These requirements are based on the need to keep a space or volume that can be used for living and the need to reduce the deceleration loads on the occupant. Crashworthiness was greatly improved in the 1970s with the fielding of the Sikorsky UH-60 Black Hawk and the Boeing AH-64 Apache helicopters. Primary crash injuries were reduced, but secondary injuries within

378-517: The same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=TG-4A&oldid=1041420850 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Schweizer SGS 2-33 The 2-33

399-524: Was designed to replace the Schweizer 2-22 , from which it was derived. The aircraft first flew in 1965 and production was started in 1967. Production was completed in 1981. From its introduction until the late 1980s, the 2-33 was the main training glider used in North America. The SGU 2-22 two-seat training glider was introduced in 1945 and quickly became the most popular training glider in

420-457: Was ended at serial number 258 in 1967 to commence production of the new model. The SGS 2-33, indicating Schweizer Glider, Sailplane, 2 Seats, Model 33 , was designed by Ernest Schweizer. The aircraft was a derivative of the 2-22, which in turn was based on the SGU 1-7 single place glider of 1937. The 2-33 retained the 2-22 and 1-7's metal wing, single spar and single strut arrangement. The 2-33

441-536: Was manufactured in three variants and remained in production for 14 years. Production was only curtailed when demand dropped off due to the import of higher-performance two-place sailplanes from Europe. The 2-33 received type certificate G3EA on 10 February 1967. A number of 2-33s were delivered as kits to the purchaser and designated as SGS 2-33AK. These were accepted by the Federal Aviation Administration as certified aircraft and not amateur-builts , subject to conditions: Each Model SGS 2-33A glider assembled from

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