Std. twist of 1.5 degrees. Climb performance seemed excellent in tests against the big Cirrus, the greater maneuverability of the small ship at least making up for the lower rate of sink of the 18-meter version." Finally, as Klaus had intended, the new ship had a slower safe approach
outclimbing all comers."
Despite a claimed L/D ratio of 38, measured performance by both Paul Bikle and Ricard H. Johnson demonstrated less than 36. Klaus Holighaus at the Schempp-Hirth factory and is a 15 m glider without flaps, originally designed to compete in the standard class. (It is also possible to add a bluetooth system such as a As of July 4, 2011, our Cirrus was equipped with a Cambridge 302 Vario/flight Standard Cirrus.org Unofficial Flight and service manual These awards recognise forward-thinking organisations who view culture and employee experience as fundamental to business performance. Two Standard Cirrus gliders were delivered to George Moffat from the factory. The Standard Cirrus was produced between 1969 and 1985, when it was replaced by the Discus. Flying at MC = 0 leads to very slow airspeeds (on an unballasted Std. panel before Cambridge 302 installation, Photo by Brent Gourley.
85 kts. Built in the years of the ubiquitous all-flying tailplanes, the Standard Cirrus is a tremendous racer at the cost of sporting a slightly rodeo-like pitch attitude. early model, as Klaus Holighaus had intended. The Standard Cirrus is a German Standard-class glider built by Schempp-Hirth. Additionally it has a serial port on the back that can drive a moving map flight computer such as XC Soar or Oudie. It "distinctly enhanced performance." Apparently it made the new ship climb "much better" and it gave it a "much faster
Cirrus theoretically only about 50kts) and consequently high vulnerability to such variations in air mass movement.
The glider uses an all moving tail plane, is equipped with air brakes on the upper side of the wings, and can carry up to 80 kg of water ballast to increase the flight performance. speed with "much shorter and safe landings."
Although giving some fair warning before stall, the fall is then quite rapid and it tends to enter a spin with little notice. The standard Cirrus is without doubt the 'Chav Prince' of gliders. In 1972, around s/n 175, an additional .75 degrees of washout was added to the wing for a total
"early impressions that I was climbing well soon became convictions that I could
These were #17 (N3247, 1970) and #218 (D-0960, 1972).
In addition glide performance was improved at speeds up to
The CAI 302 is a very nice modern electronic variometer, flight computer and approved flight recorder.
Photo by Steve Kempf Photo by Steve Kempf. The Standard Cirrus was designed by Dipl. rate of roll" ("slightly over three seconds" compared to "a touch under four"). In response to a query from Torben Kristensen (#641), J. Laude wrote: Over 800 examples were built, making it one of the most successful early fibreglass glider designs. A Cirrus won the U.S. Standard Class Nationals in 1969. Cirrus #172 Owner: Brian Resor 21,000ft, Moriarty, NM Photo by Chris Ruf. 176 were manufactured under license by Burkhart Grob in Mindelheim, Germany. Ing. Cirrus 60kts @ MC=1kt) at the price of a marginally reduced glide ratio. A slightly higer McCready setting allows a significantly higher airspeeds (Std.
Indicated stall speed was reduced from 36 kts to 33 kts. George went on to say
the downloadable calibration form, which must be attached your SSA badge Windows utilities these run on windows computers, and can communicate via a USB>serial port cable such as Standard Cirrus High Performance Single Seater. The premier choice of wanabee racing pilots it can usually be seen flying at 'faster than Mcready' speeds and pulling 3g as the pilot attempts to show they can dolphin fly. In his book
Responsive and fun to fly. Below is Flying these ships at Vrsac, he and Ben Green "grew used to