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Schreder’s first sailplane, the HP (for ‘High Performance’) 7, first flew in 1957 and was destroyed in an aerotowing accident right after the 1957 U.S. Nationals. Schreder then built the improved HP-8 in 1958 and won the Nationals with it in that year again in 1960. He set world records with it in all three speed categories in 1959, and two of these were raised again by the same ship flown by George Moffat. The solo example belongs to the National Soaring Museum.
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The HP-9 was intended to fly in the Standard Class at the 1960 World Championships, but was not completed in time. It has an all-moving horizontal tail, retractable wheel, airbrakes and Fowler flaps which increase the wing area to 13.35 m./ 143.7 when extended, reducing the sink to 0.64 m/s/ 2.11 fps./ 1.25 kt. @ 76 kph/ 41 kt/ 47 mph.
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The V-tail HP-10 was flown by designer Schreder in the 1961 U.S. Nationals, winning the Stroukoff Trophy for a 57 kph/ 31 kt/ 35.5 mph 229 km/ 142 miles Goal & Return flight. Helisoar bought the production. Some ships were modified with fiberglass Hoerner wingtips mada available by Helisoar. One belongs to the National Soaring Museum.
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The HP-11 was produced in 1962 in time for the 1962 U.S. Nationals, in which Schreder placed third and made the longest flight, 754.8 km./ 469 miles; he later placed third in the Open Class at the 1963 World Championship at Junin, Argentina. The –11A, an improved version, has a retractable wheel. Some significant modifications were made in a number of the kit-built HP-11’s including, for example, the Kohler Alpha which mated a new fuselage on to the wings of an HP-11. Michael Bowlus used the tail of an HP-18 and the wings of an HP-11, reduced to 15 m., to develop his BZ-1, which first flew in 1984. This has an adapted North American F-86 Sabre drop tank for the front end of the fuselage, interconnected flaps and ailerons (the former extending to 90 degrees for approach control) and increased empty and gross weight of 249 kg/ 550 lb. And 364 kg/ 780 lb respectively. One HP-11 belongs to the National Soaring Museum.
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The Hp-12A is a modification of the original HP-12, which was a one-of-a-kind built to fly in the 1965 World Championships at South Cerney, England.
Specifications – HP-14 (HP-14T in parenthesis)
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The HP-14 was developed from the HP-13 which was essentially a HP-11 fuselage with the Wortmann airfoil used on the HP-12, with extended span. That wing was later mated to an improved fuselage to become the HP-14. The –14 used lower wing loading and reduced aspect ratio in an attempt to maximize performance in weak conditions. More than 40 of all versions were built in the U.S. and by Slingsby in Great Britain. The ship has appeared with all three tail styles : the original had the Schreder V-tail, Slingsby produced the –14C version with 18 m. wing and conventional tail, and the –14T version used the C wing tieh a T-tail. The Slingsby HP-14C’s are ATC’d. The type features a 90 degree landing flap for approach control, originally operated by a rack and pinion mechanism. The –14C adopted a rechargeable pneumatic system to ease aerodynamic operating loads at high speed. Specifications in parenthesis are for the HP-14T. As with many homebuilts, a number of builders have made design changes to their ships. In some cases these have been substantial. Andre Krutchkoff built his SHP-1 with his own design of fuselage with T-tail. Paul Bikle produced a modified –14 (the T-6) with a 17.37 m./ 57 ft. span wing and control system modifications. Otto Zauner constructed an 18 m. model (called the Zauner OZ-4) which has been modified substantially to have tip extensions with winglets to give a span of 19.2 m. / 63 ft, and a gross weight of 386 kg./ 850 lb.
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An extreme 33:1 aspect ratio, in time to fly the 1969 U.S. Nationals but with little success. The wing was later retired and te fuselage re-winged.
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The RS-15 has an innovative pod-and-boom desgin which originally was intended to convert into various configurations, with wingspans of from 13 to 20 m. being matched with booms o suitable length, two-place pods, etc. In the event, Schreder decided to go with the basic 15 m. single-seat version featuring a fiberglass cockpit pod and a six-inch-diameter tube for the boom. The wing is similar to that used for the HP-16. A number of significantly modified RS-15’s have been built including Otto Zauner’s One Yankee with his own design of fuselage and tailplane.
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The HP-16 involved major changes in Schreder’s HP-15 design, with a different wing similar to the RS-15 of much lower aspect ratio and grater area. The aluminum wing skins are bonded to foam ribs, including rivet use and construction time. The Hp-16 retains the very effective 90 degrees Schreder flaps. One belongs to the National Soaring Museum.
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The HP-18 is one of the most successful of all U.S. homebuilt aircraft in terms of number built. The ship has a forward fuselage of fiberglass and a sheet metal rear fuselage. The wing is built up from a metal spar with foam ribs to which the aluminum skin is bonded. This 15 m. racing class ship carries water ballast inside the wing box spar, features flap-aileron coupling and has 90 degree deflecting flaps to permit steeper landing approaches and lower, safer touchdown speeds. The control stick is side-mounted with attached brake handle and trim tab although modifications using a conventional stick have been made. One belongs to the National Soaring Museum.
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The HP-19 features a straight tapered wing employing a Schreder modification of a Wortmann airfoil and tip winglets. Large flaps provide glidepath control.
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