Schempp-Hirth Standard Cirrus

The default is the manufacturer Cirrus Schempp- Hirth glider. It was designed by Klaus Holighaus and first flew in 1969. Due to the interpretation of " standard class " it was designed with a wingspan of 15 meters and built in GRP construction. Except for the shape of the hull front part has the standard Cirrus little with the Schempp-Hirth Cirrus, the "big Cirrus ", mean.

Standard Cirrus

Unlike previous gliders the standard Cirrus has only " Schempp- Hirth airbrakes " that extend upward. The 10 m² large wing is relatively small and has a high aspect ratio. Klaus Holighaus could fly this aircraft in February 1969. Mid- 1971, an optimization of the glider. The Flügelschränkung was changed and the flight behavior so improved. About 700 pieces of this aircraft were produced until 1977, of which 200 are in coarse. Between 1977 and 1978, the French company Lanaverre industry built the Model Standard Cirrus or Standard Cirrus 75 under the designation CS 11/75 L St. and CS 11/78 L St.. , The series / serial numbers overlap with those of the German models but start with ATC. The "L " in the name stands for " Lanaverre " as the manufacturer. More 83 followed up in 1979 with VTC. VTC was located in Serbia and stood for " Vazduhoplovno Tehnicki Centar ". In the 1980s, VTC was taken over by the Jastreb Fabrika Aviona Jedrilica. The last standard Cirrus models are the models " G/81 ", which were manufactured by Jastreb to 1985. The glider - index is 100 ( FAI) and with 16 m span or in Germany for national competitions and 15 m span 98 Thus flies the Standard Cirrus Competition Class " Club Class ".

Aerobatics and cloud flying

The normal standard Cirrus is already for simple aerobatics and cloud flying (assuming that the statutory provisions are complied with / be ) allowed. Permitted maneuvers are:

• Looping - according to the manual entry speed 180 km / h
• Turn - entry speed in the Manual of 180 km / h
• Steep curve - according to the manual entry speed 120 km / h
• Spin

The maximum speed of the aircraft is 220 km / h ( Vne ). The Cirrus K, however, is a variant that is designed for unlimited aerobatics.

Standard Cirrus 75

The Standard Cirrus 75, often just called Cirrus 75, went from spring 1975 series. The hull was towards the front slightly longer and more pointed than running to the original Standard Cirrus. The fuselage nose came from Schempp- Hirth Janus. Furthermore, the twist of the wing was changed so that the Cirrus 75 specifies a unkritischeres flight behavior on the day. In addition to these changes was the Standard Cirrus 75 and a modified tail unit and tail suspension kinematics and to 10% larger brakes.

Further developments of the Cirrus 75 are the standard Cirrus B (or Cirrus 75B ), which was removable wing ends and could be extended to a span of 16 m. In addition, the Standard Cirrus B was also integrated as standard wing tanks for holding water ballast. The default Cirrus G got the end of the 1970s, a muffled elevator instead of the pendulum tail used until then. As part of a TM also previously built versions on a damped tail can be converted. Furthermore, it is possible to fit all standard Cirrus versions with so-called Rittner - flaps ( double-deck spoilers ).

In 2006, were developed for the standard Cirrus winglets, which allow a eigenstabileres flies. Besides, it is possible within the framework of a small change (EASA Minor Change ) still installed aileron pulleys that significantly improve maneuverability and stability and aileron effectiveness in the use of winglets and 16- m- surfaces. And the backrest can be replaced by a small change (EASA minor change ) by the discus 2. This is analogous to the technical bulletin TB 265-13 ( Cirrus ) for clearance and clearance by the manufacturer and shall mutatis mutandis to a significant improvement of passive safety and comfort.

Standard Cirrus G/81

The default Cirrus G/81 is the new edition or further development of the standard Cirrus 75 The "G " stands for a subdued elevator. Similar to the Standard Cirrus 75 has the " G/81 " over a longer fuselage and on ballast water of 60 liters. The design of the water ballast system is designed as " integral -tank system ". Further, the " G/81 " a slightly larger cockpit. The front part of the hull is similar to the Mini Nimbus HS7. The 81 is a reference to the year of production of the first " G/81 " - The 1981 series / serial numbers overlap with those of the German models.. The flight data and values ​​of the " G/81 " are those of the Standard Cirrus 75 largely identical - a slight deviation results from the damped horizontal stabilizer as well as the narrower hull ( Mini Nimbus HS7 ) and its effect on the aerodynamics.

(Default) Cirrus K

When Cirrus K is a built on the initiative of William Düerkop end of the 1980s in only two copies aerobatic version of the Standard Cirrus. The two models (D - 4747 and D- 3092 ) are distinguished by different-sized ailerons. The Cirrus K is visibly recognized especially in the cross-tail with the large rudder and the truncated to 12.6 meters wingspan. The pendulum - T-tail of the standard Cirrus was replaced by a cruciform tail. In addition, reinforcements were on the fuselage needed to meet the increased tail moments justice. As so modified, the maximum speed ( VNE ) is located at 290 km / h Load multiples 7 / - 5g. Built by two copies in the LTB Borowski in Winzeln. With the Cirrus K, it is possible to fly a controlled role in two seconds.

Both copies still exist and are flown regularly. The Cirrus K "D- 4747 long-eared Eater " was far from the Friends of glider aerobatics in BWLV chartered eV, is now but back in pure private use.

Competition successes and world titles

To date, the Standard Cirrus (75 ) is still flying extremely successful in the Club Class. In the Club Class World Championship in Argentina in 2013 took place novel Mracek 3 and Tim Kuijpers fourth place. 40 % of the first ten aircraft at the 2013 World Cup were the standard Cirrus gliders. 22% of the aircraft in the Club Class Championship 2011 in Nitra are cirrus clouds. Roman Mracek has won with the Standard Cirrus "IF" the 2011 European champion. In the Club Class World Championship 2010 Standard Cirrus aircraft occupied six of the first 25 places. In the World Gliding Championships for Juniors 2009 Finnish Räyskälä Alexander Spaeth took 3rd place on a standard Cirrus. Furthermore, seven of the top ten spots have been occupied by Standard Cirrus pilots in Räyskälä 2009. When gliding Championship 2009 Pociunai (Lithuania ) finished Club class pilots on the Standard Cirrus places 11, 12, 15, 24 and 28 In the World Gliding Championship FAI classes in Rieti ( Italy) in 2008 won Killian WALBROU ( FRA ) Vice world Champion title with a standard Cirrus 75, followed by Peter TEMPLE (AUS) at No. 3 and Didier HAUSS ( FRA ) also in a Standard Cirrus ranked fourth in 2007 won Killian Walbrou (France) with a standard Cirrus Club class world Championship the juniors in Rieti (Italy). In the Women's World Cup 2005 in Germany Klix Hana Vorinkova won from the Czech Republic with a Standard Cirrus. In the Club Class World Championship in 2004 was Jay Rebbeck (UK) Vice World Champion on a Standard Cirrus. 2002 Thomas Suchanek from the Czech Republic in Musbach, Black Forest, World Champion of Club Class with a Standard Cirrus. He was followed by Richard Hood (UK) and Pavel Louzecky (CZ ) in positions 2 and 3 - also both on a Standard Cirrus. In the 1974 World Cup in Australia Ingo Renner vice world champion was a default in the standard class Cirrus.

Specifications

Break points:

- Breaking strength for wind drag max. 550 daN

- Breaking strength for aircraft towing 550 daN

Speeds:

- Maneuvering speed / Manoeuvring speed VA 170 km / h ( 178 km / h Cirrus K)

- Maximum permitted speed / Never Exceed Speed ​​VNE 220 km / h ( 290 km / h Cirrus K)

- Maximum speed in rough air / in rough air VRA 220 km / h

- Maximum permissible speed for aircraft towing / in aero- tow VT 150 km / h

- Maximum speed of wind drag / in winch -launch VW 120 km / h

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

Successor to the Standard Cirrus Schempp -Hirth is the Schempp-Hirth Discus.