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The long awaited Arcus M has flown successfully on the Hahnweide on the 1st July 2010.

The first flight was conducted by Schempp-Hirths engineer Swen Lehner and the boss of the Solo Engine factory Wolfgang Emmerich, in beautiful sunshine and temperatures nearing 30 degrees celcius in the shade.

Thanks to the flaps of the Arcus, the aircraft took off after a short roll (approx 200m) and climbed quickly to altitude where the engine was switched off and retracted. The propeller is automatically stopped from spinning via a brake and brought into retract position via sensors without input from the pilot.

Powered by the brand new computer controlled direct injection Solo engine, restarting the engine in flight is effortless by simply turning the ignition switch to ON. The new system controls all aspects of the engine ignition phase including extension/ignition and fuel. The amount of fuel mix ratio is controlled by the computer system and is adjusted according to altitude of the aircraft.

The high wing loading of the Arcus is hardly noticeable, except in glide performance, and the large airbrakes allow for pinpoint accurate landings. The roll out is made much easier through the steerable tail wheel coupled to the rudder.

There is a you tube clip of the launch at http://www.youtube.com/watch?v=84J3y-eEPl0 which indicates a climb rate of around 3m/s.

The ARCUS is on display at AERO 09 in Friedrichshafen, Germany for the first time. The prototype is set to perform its maiden flight shortly afterwards, and there are high expectation for the aircraft which is a result of extensive wind tunnel testing and latest wing profile design technologies. The distinctive multi stage swept back leading edge gives the wing shape a striking outline which many other manufacturer's have now adopted. Orders for the new aircraft are filling quickly. Anyone interested in securing a position, please contact Chris.

On 23.4.2008 Swen Lehner flew Werner Meuser's Ventus-2cxa for the first time with a jet-sustainer-unit. He began the first tests regarding air starting characteristics and climb values. The uncompromisingly optimised for performance designed A-fuselage has been extended in the cockpit area in such a way that now also pilots up to 1,90m body length are able to fit in. The 2 cm more width and the increased leg space are very effective. The result and the impressions of numerous pilots who have sat in the cockpit displayed a positive result. However the place inside the fuselage behind the seat is still small and the only reasonable solution for an engine was the small Olympus Jet from the company AMT. The additional weight of the Jet system in the fuselage is only approx. 8kg, the additional 10 kg weight is caused by the wing tanks. The jet has a fuel consumption of approx. 0,6 to 0.8 litres per minute. Therefore is it necessary to install larger capacity fuel cells. For this reason we equipped the prototype airplane with three tanks. One fuselage tank with 8 litres and two wing tanks (each 10 litres capacity), so that we presumably reach a somewhat shorter engine running time as compared with the conventional turbo-system. The jet control unit is designed by Martin Käppeler and is very easy to operate. The first flights confirmed our expectations and we achieved a climb rate of 0,6 to 0,7m/sec with full power setting. However we are now beginning the testing of this system and surely there will be more tests and modifications necessary to get the production stage for every day use.

Beyerdynamic headsets have been added to our portfolio as we are firm believers that these headsets offer a viable alternative to the Bose and Sennheiser range. Two models are available, the basic HS-300 and the premium HS-600 noise cancelling along with all necessary optional extras. The headsets can be linked into mobile phones and MP3 players also.

These headsets can be ordered securely online and can be personalised to suit the individual. Please allow a few weeks for delivery as each headset is individually put together based on specifications required. These would make a great gift for that special pilot.

On the 28 March 2007, Tilo Holighaus took to the air with the Ventus-2cxa for the first time from the Hahnweide airfield. This Ventus-2cx variant distinguishes itself through its smaller, yet optimised to 18m span, "a" fuselage. Numerous onlookers marvelled at the strikingly elegant silhouette which carved circles over the skies of Kirchheim.

Tilo Holighaus was able to test the flying characteristics in the new season thermals extensively and was just as impressed as the onlookers on the ground. The "a" fuselage is a traditional option with Schempp-Hirth and relates particularly to ambitious competition pilots in the 18m class, as long as they bring with them the appropriate body size.

The Ventus-2cxa has a new, longer fuselage with larger tail area optimised for 18m configuration. In addition to substantial improvements in terms of cockpit safety, comfort and visibility, the new "a" fuselage will cater for bigger pilots than previous versions.

With an average speed of 306km/h over a FAI-500km-triangle Klaus Ohlmann flew a new world record.

The maximum speed in high altitudes could be clearly increased by modification at the Nimbus-4D/DM. Klaus Ohlmann used this advantage of his Nimbus-4DM very impressively on the 22.12.2006. We congratulate him very cordially on this great flight.

On the 21st December 2006 in glorious winter weather, the Discus 2cR fitted out with the proven Streifeneder rescue system was flown for the first time. With this addition, the range extends itself not only from the 15m aircraft like the Discus-2bR, Ventus-2bxR but now also into the popular 18m class with the Discus-2cR and soon to be Ventus-2cx. The first Ventus-2cxR is already in production!

Well Australia, your answer has arrived. Successful petition on your behalf has resulted in the factory revisiting the figures for the Ventus 2cx and further testing showed reserve capacities to enable the MTOW to be raised to 600kg.

The proven performance of the Ventus 2cx range is hereby further increased. Not only does the Ventus-2cx climb like no other, but the straight line performance will ensure that no one gets past.

Replacement of the flight and maintenance manual pages and cockpit placards along with a log book entry by a form 2 inspector will enable the Ventus 2cx and Ventus 2cxT to be flown at 600kg in 18 configuration. TM 825-37 is available for the Ventus 2cxT from serial number 108 and TM349-32 for the Ventus 2cx from serial number 82 (subject to compliance of TM349-46).

Since the beginning of April 2006 the first Ventus C is flying with the Emergency Exit Assist System NOAH. The Emergency Exit Assist System consists of a release unit with operating handle, a belt opening mechanism and a cushion, which are filled via a nitrogen bottle after activation and which lifts the pilot up within one second to the cockpit edge. The operating handle can only be activated after the opening of the canopy. During the activation sequence the harness release buckle opens automatically and subsequently the cushion is filled. The picture shows the majority of the persons who participated in the realisation of the NOAH installation, prior to the initial test. In the meantime, a Ventus-2cxT has also been equipped with a NOAH System by Schempp-Hirth. The re-fitting for all Schempp-Hirth sailplanes with tilt up instrument panels is now possible through the LTB Güntert und Kohlmetz in Bruchsal, Germany , however all gliders are currently flown with a provisional certificate of airworthiness.

On the 4.5.2006, Tilo Holighaus delivered the first Discus2bR to Josef and Sebastian Eder. Hanko Streifeneder was also present at the delivery to personally explain all operations of the rescue system. The Discus2bR is at circa 298kg only 30kg heavier than the pure sailplane and the Max Cockpit load as well as the Max Take Off Weight is not affected with the installation of the Total Rescue System.

The EASA certified Total Resce system needs very little maintenance and can be inspected during a normal annual inspection. The first special inspection is due after three years, a complete inspection follows at six years. Both inspections can be carried out by the manufacturer or through an authorised service centre. The current life span of the Rescue System is 16 years.

With the currently delivered four Ventus-2bxR, the delivery of the Discus2bR makes this the fifth Schempp-Hirth aircraft with a RADA 500 Rescue System. Together with the test aircraft there are six aircraft currently flying with the Streifeneder Rescue System.

Furthering on, the necessary supporting documents for the certification of the Discus2cR have been completed and should be of interest to a greater pilot audience. Fundamentally, the empty weight for this 18/15m version will be similar to that of the Discus 2c Turbo. Here also the Max useful load and the MTOW will not be reduced. Orders for this aircraft are already in progress.

Through the certification of the Total Rescue System a useful side effect resulted due to the high certification requirements for ground impact in the rescue mode. Our safety cockpits were strengthened and improved further, already back in 2003. Since this time, every production aircraft has been produced with this modified safety cockpit to increase the safety of the pilot in a crash situation whether the aircraft is produced with our without the rescue system.

After over three decades of designing, building and testing gliders, Helmut Treiber entered retirement, shortly after his 65th birthday. Click here for the full story.

The New Zealand Grand Prix concluded with the Discus 2a taking first place having been piloted by Kiwi Ben Flewett. Congratulations to Ben and the rest of the pilots for a truely remarkable event.

Catch the "Gladiators of the Sky" DVD which depicts extrodinary air to air footage seen like never before.

Please click the following links for the Technical information. Please note that there is a BEFORE NEXT FLIGHT action on this item.

24/04/05. The AERO fair was the launching pad for the new Duo Discus x and was revealed to the public for the first time. Improvements were sought and successfully incorporated to further enhance the already successful design. Enhancements include a new undercarriage system, winglets, a spoiler flap behind the airbrakes and an increased AUW to 750Kg.

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We are very happy to announce that the EASA has certified the total rescue system using the RADA-500 for the Ventus-2bxR on the 4th March 2005.

Herewith, the worldwide first serial production aircraft has been awarded unrestricted certification and can be incorporated world wide.

Our thanks in these efforts goes to Hans Joerg Streifeneder, without whose development involvement, we would not have a rescue system available for us to use. We would like to congratulate him and all those who worked with him in this fantastic development, which together with the necessary certification verifications took 11 years."

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