Schempp-Hirth Standard Cirrus

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Schempp-Hirth Standard Cirrus
Standard Cirrus B-75
Type: FAI standard and club class glider
Design country:

GermanyGermany Germany

Manufacturer:

Schempp-Hirth , Grob , VTC, Lanaverre Industrie

First flight:

20th February 1969

Production time:

1969–1977 (1985 VTC / Jastreb)

Number of pieces:

824 of which 506 by Schempp-Hirth, 195 pieces by Grob, 83 pieces by VTC / Jastreb, 38 pieces by Lanaverre Industrie, 2 Standard Cirrus K (at LTB Borowski)

The Standard Cirrus is a glider manufactured by Schempp-Hirth . It was designed by Klaus Holighaus and flew for the first time in 1969. Due to the "standard class" design, it was designed with a span of 15 m and built in GRP construction. Except for the shape of the front part of the fuselage, the Standard Cirrus has little in common with the Schempp-Hirth Cirrus , the "large Cirrus".

Standard cirrus

In contrast to earlier gliders, the Standard Cirrus only has "Schempp-Hirth brake flaps" that extend upwards. The 10 m² wing is relatively small and has a high aspect ratio. Klaus Holighaus was able to fly in this aircraft in February 1969. In mid-1971 the glider was optimized. The wing restriction was changed and the flight behavior was improved. Over 700 pieces of this aircraft were manufactured up to 1977, 200 of them by Grob . Between 1977 and 1978 the French company Lanaverre Industrie built the Standard Cirrus or Standard Cirrus 75 model under the type designation CS 11/75 L St. and CS 11/78 L St. The serial / serial numbers overlap with those of the German models, however, start with ATC. The "L" in the name stands for "Lanaverre" as the manufacturer. Another 83 followed by 1979 at VTC. VTC was based in Serbia and stood for "Vazduhoplovno Tehnicki Centar". In the 1980s, VTC was taken over by Jastreb Fabrika Aviona Jedrilica. The last standard Cirrus models are the "G / 81" models, which were manufactured by Jastreb until 1985. The glider index is 100 (FAI) for the version with 16 m wingspan as well as for the standard Cirrus with winglets. Without winglets the Cirrus flies at 15 m wingspan with the index 99. The variant "Standard Cirrus TOP" with Fischer engine has the index 98. This means that the Standard Cirrus flies in the competition class "Club class".

Standard Cirrus with winglets over the Odenwald

Aerobatics and cloud flying

The normal standard Cirrus is already approved for simple aerobatics and cloud flying (provided that the legal requirements are / are complied with). Permitted maneuvers are:

  • Looping - entry speed according to manual 180 km / h
  • Turn - entry speed according to manual 180 km / h
  • Banked curve - entry speed according to manual 120 km / h
  • Spin

The maximum speed of the aircraft is 220 km / h (Vne). The Cirrus K , on the other hand, is a variant that was designed for unrestricted aerobatics.

Standard Cirrus 75

The standard Cirrus 75 , often just called Cirrus 75 , went into series production from spring 1975. The fuselage became a little longer towards the front and is more pointed than the original Standard Cirrus. The nose came from the Schempp-Hirth Janus. Furthermore, the twisting of the wings has been changed so that the Cirrus 75 exhibits less critical flight behavior. In addition to these changes, the standard Cirrus 75 also got a modified tail unit suspension and tail unit kinematics as well as 10% larger airbrakes.

Standard Cirrus B with winglets in flight

Further developments of the Cirrus 75 are the standard Cirrus B (or Cirrus 75B), which got removable surface ends and could thus be extended to a span of 16 m. In addition, the standard Cirrus B also received integrated flat-panel tanks as standard to accommodate water ballast. At the end of the 1970s, the standard Cirrus G got a dampened elevator instead of the pendulum tail unit used up until then. As part of a TM, previously built versions can also be converted to a damped tail unit. It is also possible to equip all standard Cirrus versions with so-called Rittner flaps (two-tier airbrakes). In 1971, 1972 and 1974 measurements were made of the performance of the Standard Cirrus. In 2011 another series of measurements was carried out to research bands (turbulators) on the wing surfaces. The test flights confirmed the results from the early 1970s and the very good glide ratio of ~ 37 for that time.

Standard Cirrus 75 B - close-up

In 2006, winglets were developed for the standard Cirrus, which enable more stable flying. In addition, as part of a small change (EASA Minor Change), it is also possible to install aileron discs, which significantly improve maneuverability and stability as well as aileron effectiveness when using winglets and 16 m surfaces. The backrest can also be replaced with that of the Discus 2 by making a small change (EASA Minor Change). This is done analogously to the technical notification TM 265-13 (Cirrus) after prior approval and a clearance certificate from the manufacturer and accordingly ensures a significant improvement in passive safety and comfort.

Standard Cirrus G / 81

The Standard Cirrus G / 81 is the new edition or further development of the Standard Cirrus 75. The "G" stands for a dampened elevator. Similar to the standard Cirrus 75, the “G / 81” has a longer hull and water ballast of 60 liters. The water ballast system is designed as an "integral tank system". The “G / 81” also has a slightly larger cockpit. The front part of the fuselage corresponds to that of the Mini Nimbus HS7. The 81 is based on the production year of the first "G / 81" - 1981. The serial / serial numbers overlap with those of the German models. The flight data and values ​​of the "G / 81" are largely identical to those of the standard Cirrus 75 - a slight deviation results from the damped horizontal stabilizer and the narrow fuselage (Mini Nimbus HS7) and its effects on aerodynamics.

Standard Cirrus TOP

The Standard Cirrus Top is the motorized version of the Standard Cirrus. As a sample, the Cirrus with the name Standard Cirrus TOP or the series Standard Cirrus B TOP is listed by the LBA with the motor glider identification sheet number 865. The motorization was developed and approved by the company Fischer + Developments (F + E GmbH & Co.) Sonnenring 38, 8300 Landshut / Altdorf. The standard Cirrus Top can be operated either with the engine unit attached or without it, as a glider or motor glider. The propeller is a 3-blade folding propeller made of FRP, which with a diameter of 1300 mm enables motorized flight. The aircraft has 2 tanks (left and right) with 4.0 l of petrol each, which can be used up to 0.05 l. A fuel level indicator, an hour meter, a tachometer and a cylinder head temperature display are required as additional instruments for the top version. With the engine attached, only the 15 m version without water ballast, winglets and attachment surfaces is permitted. Since March 5, 1992, it has been possible to convert to the motorized version.

(Standard) Cirrus K

The Cirrus K is an aerobatic variant of the Standard Cirrus built in only two copies on the initiative of Wilhelm Düerkop at the end of the 1980s. The two copies (D-4747 and D-3092) differ in that they have differently sized ailerons. The Cirrus K can be identified primarily by the cross tail with the large rudder and the wingspan reduced to 12.6 meters. The pendulum T-tail of the Standard Cirrus was replaced by a cross tail. In addition, reinforcements on the fuselage were necessary to cope with the increased tail unit torques. Modified in this way, the maximum permissible speed (VNE) is 290 km / h, permissible load multiples are + 7 / −5 g . The two copies were built in LTB Borowski in Winzeln. With the Cirrus K it is possible to fly a steered roll in two seconds.

Both copies still exist and are flown regularly. The Cirrus K "D-4747 Langohreater" was chartered out by the Association of Sailing Aerobatics in the BWLV eV, but is now back in pure private use.

Competitive success and world championship title

The Standard Cirrus (75) still flies extremely successfully in the club class to this day. Adrien Henry finished the 2019 European Championship in seventh place. Jaroslav Tomaňa finished the 2018 gliding world championship in third place. Tim Kuijpers won the 2017 European Championship with 4,248 points. The 2016 World Gliding Championships in Pociūnai were completed by the two standard Cirrus pilots Eric Bernard (France) and Riccardo Brigliadori (Italy) in second and third place. At the European Gliding Championship in Rieti in 2015, Standard Cirrus aircraft took first and second place (European champion was Ondrej Dvorak, runner-up was Jan Louda). At the Club Class World Championship in Argentina in 2013, Roman Mracek took third place and Tim Kuijpers took fourth place. 40% of the first ten aircraft at the 2013 World Cup were standard Cirrus gliders. 22% of the aircraft in the club class EM 2011 in Nitra are cirrus. Roman Mracek won the 2011 European Championship with the Cirrus "IF" standard. Standard Cirrus aircraft took six of the top 25 places in the 2010 Club Class World Championship. At the 2009 Junior Gliding World Championship in Räyskälä, Finland, Alexander Spaeth took 3rd place on a Standard Cirrus. Furthermore, in Räyskälä in 2009 a total of seven of the first ten places were occupied by standard Cirrus pilots. At the 2009 European Gliding Championships in Pociunai (Lithuania), club class pilots took 11th, 12th, 15, 24 and 28th place on the Standard Cirrus. Killian WALBROU (FRA) won the 2008 FAI class gliding championship in Rieti (Italy) the vice world championship with a Standard Cirrus 75, followed by Peter TEMPLE (AUS) in 3rd place and Didier HAUSS (FRA) also in a Standard Cirrus in 4th place. In 2007 Killian Walbrou (France) won the Club Class World Championship with a Standard Cirrus of the juniors in Rieti (Italy). Hana Vorinkova from the Czech Republic won the 2005 Women's World Championships at Klix Airport with a Standard Cirrus. At the Club Class World Championship in 2004 Jay Rebbeck (UK) was runner-up on a Standard Cirrus. In 2002 Thomas Suchanek from the Czech Republic in Musbach, Black Forest, became world champion in the club class with a Standard Cirrus. He was followed by Richard Hood (UK) and Pavel Louzecky (CZ) in 2nd and 3rd place - also both on a Standard Cirrus. At the 1974 World Cup in Australia, Ingo Renner was runner-up with a Standard Cirrus in the standard class.

Technical specifications

Standard cirrus Cirrus 75 Standard Cirrus B Standard Cirrus G / 81 Cirrus K Standard Cirrus TOP
span 15 m 16 m 15 m 12.6 m 15 m
Wing area 10.04 m² 10.36 m² 10.04 m² n.bek. 10.04 m²
Wing extension 22.5 24.7 22.5 n.bek. 22.5
Hull length 6.35 m 6.36 m 6.41 m 6.4 m 6.36 m
Empty weight with minimum equipment approx. 202 kg approx. 215 kg approx. 220 kg approx. 218 kg n.bek. approx. 220 kg
Water ballast 60 kg 50 kg 60 kg - not permitted with motor
Max. Takeoff mass 390 kg 330 kg 375 kg
Max. Wing loading 39 kg / m² 31.85 kg / m² 39 kg / m² n.bek. n.bek.
Slightest sinking 0.65 m / s 0.63 m / s 0.60 m / s 0.53 m / s 0.57 m / s n.bek. ~ 0.67 m / s
Glide ratio 36 * 36.4 at 90 km / h 38 * 30 * ~ 32 *

Predetermined breaking points: - breaking strength for winch towing max. 550 daN - breaking strength for aircraft towing 550 daN - breaking strength for motor vehicle towing 550 daN

Speeds: - Maneuvering speed / Maneuvering Speed ​​VA 170 km / h (178 km / h Cirrus K) - Maximum speed / Never Exceed Speed ​​VNE 220 km / h (290 km / h Cirrus K) - Maximum speed in strong turbulence / in rough air VRA 220 km / h - Maximum permissible speed for aircraft tow / in aero-tow VT 150 km / h - Maximum permissible speed for winch tow / in winch-launch VW 120 km / h - Maximum permissible speed for car tow / in car-launch 120 km / h - Maximum permissible speed with extended engine 160 km / h

(*) Flight tests have shown that the actual glide ratio is about 1.5 points lower.

The successor to the Standard Cirrus at Schempp-Hirth is the Schempp-Hirth Discus .

See also

literature

  • Martin Simons: Gliders 1945–1965. EQUIP Verlag, ISBN 3-9807977-3-2
  • Jürgen Gaßebner: The most beautiful vintage gliders. 1st edition, Motorbuchverlag, Stuttgart 2002, ISBN 3-613-02195-1 .
  • Günter Brinkmann / Hans Zacher: The evolution of gliders. Bernard & Graefe Verlag, ISBN 3-7637-6119-5 .
  • Dietmar Geistmann: The development of plastic gliders. Motorbuchverlag, ISBN 3-87943-483-2 .

Web links

Individual evidence

  1. ↑ [ Idaflieg comparison flies 1974, DFVLR, IB151-74 / 55, 1974 ]
  2. ↑ Schempp-Hirth: Technical Bulletin No. 278-38  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 49 kB), retrofitting of winglets, accessed on April 18, 2009@1@ 2Template: Dead Link / www.schempp-hirth.com  
  3. ↑ Schempp-Hirth: Technical Bulletin No. 265-13  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 85 kB), backrest, accessed on October 6, 2009@1@ 2Template: Dead Link / www.schempp-hirth.com  
  4. ↑ Results of the FAI European Championship 2019
  5. ↑ Results of the FAI World Championship 2018
  6. ↑ Results of the FAI European Championship 2017
  7. ↑ Results of the FAI World Gliding Championship 2016
  8. ↑ Results of the FAI Junior Gliding World Championship 2009 in Finland ( Memento of the original from June 27, 2009 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , accessed July 7, 2009  @1@ 2Template: Webachiv / IABot / www.jwgc2009.fi
  9. ↑ Results of the FAI World Gliding Championships 2008 in Italy ( Memento of the original from November 20, 2008 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , Retrieved April 18, 2009  @1@ 2Template: Webachiv / IABot / www.soaringspot.com
  10. ↑ Idaflieg 2011