Following the successful development of the SF-24 Motorspatz powered glider from the L-Spatz-55 and L-Spatz-III single-seater sailplanes, it was a logical step to produce a two-seater motor glider based on the Bergfalke III. This emerged as the SF-25 Motorfalke which, in its original A-model form, had a cantilever high-set wooden wing with Schempp-Hirth air brakes similar to that of the Bergfalke III but, unlike the sailplane, was a side-by-side rather than a tandem two-seater. The two-place self-launching SF-25 Falke features spoilers, a steerable tail wheel and wing outrigger wheel for taxiing. The engine is mounted forward of the cockpit in conventional tractor style.
Powerplant was a 28hp Hirth-built Solo ‘flat four’ air-cooled two-stroke engine in an installation very similar to the SF-24B Motorspatz, and with a fuel tank of 5.5 Imp gallons capacity. The fuselage aft of the cockpit was very similar to the Bergfalke III’s, being the traditional Scheibe fabric-covered welded steel tube structure, and the wooden tail unit and fixed monowheel landing gear were also similar to the Bergfalke’s. The two pilots have dual controls as standard and the Motorfalke went into production, a total of 25 having been built by early 1966. First flying in 1963, although it had certain flaws, 50-odd were produced over the next few years.
Later versions of the SF-25, now known simply as the Falke (or Falcon), had low-set two-piece cantilever wooden wings developed from the Motorfalke’s with air brakes in the upper surfaces and slight forward sweep.
SF-25B Falke
The 1967 SF-25B’s span was now 50ft 2.5in and aspect ratio 13.4, compared with the Motorfalke’s 54ft 5.5in span and aspect ratio of 16. A more powerful engine was fitted, the forward fuselage underside fairing for the fixed monowheel with brake was revised in shape and outrigger stabilising wheels were fitted under each wing, so that the SF-25B was almost a different aeroplane to the Motorfalke, although just as suitable for basic and advanced training. Its powerplant was a 45hp Stamo MS 1500-1 modified Volkswagen ‘flat four’ engine which also incorporated some Porsche parts; this was started on the ground or in the air by a pull-cable starter in the cabin, with an electrical starter available as an optional extra and the fuel capacity was 8.5 Imp gallons. Scheibe lowered to wing to the bottom of the fuselage, incorporated supporting wheels under the wings to allow for independent takeoffs. Another optional extra for the SF-25B is a tow-hitch for winch-launching. The tail unit is of wooden construction and there is a steerable tailwheel; dual controls are standard. The maximum all-up weight was also increased to 555kg. Nearly 400 B-Falkes were built before the C-version was released in the early 70s.
Scheibe SF-25B Motorfalke
About 200 SF-25Bs had been built by Scheibe, about 10 more by Aeronautica Umbra Sppp in Italy, plus 35 by Vickers-Slingsby, who are producing a modified verison of the B as the T61E Venture T Mk 2 for the Air Training Corps. The SF-25 Motorfalke was licence built from 1970 by Slingsby Sailplanes Ltd in UK as Type 61 Falke. Slingsby developed a composite sparred model for the Royal Air Force, which acquired 40 Slingsby T. 61 E Venture T. Mk. 2’s for its air cadet program.
Venture T Mk.2
The Scheibe SF-25C is an improved version of the side-by-side two-seat SF-25B powered sailplane, to which it is structurally similar. The primary difference lies in the use of a more powerful engine, giving improved performance. By August 1979 a total of 285 SF-25C Falkes had been built by Scheibe, with a further 50 being built by Sportavia.
The SF-25C-S is a further improved variant of the SF-25B with an optional Hoffman feathering propeller, adjustable engine cowl flap and slightly modified fuselage, and 20 of this version had been built by January 1980. Power was a 45 kW/ 60 hp Limbach SL 1700EA modified Volkswagen ‘flat four’ engine driving a two-blade propeller; an electric starter is fitted and the single fuselage fuel tank has a capacity of 9.9 Imp gallons, or 12.1 Imp gallons optionally. Further optional features include an additional exhaust outlet and a slower-turning propeller, these reducing the noise level to less than 60 dB. Optional wing folding was also available, reducing the span to 31ft 2in for easier hangar storage.
The Falke ’76 was an improved model and featured a number of design improvements, including a domed cockpit canopy, an enlarged fin and smaller rudder with greater sweepback, a coating of laminated glassfibre for the forward section of the fuselage, some engine and exhaust modifications and an alternative twin-wheel main landing gear with wheel spats, which was offered as an option to customers. The non-retractable monowheel is normally unsprung, but a rubbersprung monowheel was also offered as optional.
Falke ’79 models incorporate a number of design improvements. These include a domed canopy, enlarged fin and smaller rudder with increased sweep, a front fuselage coating of laminated glassfibre, several engine and exhaust modifications, and an optional twin-wheeled main landing gear with streamlined wheel fairings. The two-piece wooden wings are swept forward and are joined at the centre with two bolts. Spoilers are fitted to the upper surfaces and optional wing folding is available. The powerplant is a 44.7 kW (60 hp) Limbach SL 1700 EA modified Volkswagen engine, driving a two-blade propeller. An electric starter is fitted. Fuel capacity is 45 litres (9.9 Imp gal) standard, 55 litres (12.1 Imp gal) optional.
The C-Falke ’80 production version became the SF-25K K-Falke ’80 with fully-folding wings. Later versions of the SF-25C had an 80hp Limbach L2000 ‘flat four’ engine (the SF25C-2000 model), an electric starter and some other minor changes.
The SF-25C received its type certification in September 1972 and by January 1980 a total of 295 of this version had been built by Scheibe, plus another 50 built under licence by Sportavia in Germany, who also built 80 SF-25Bs.
The SF-25-2000 has an 59 kW/ 80 bhp Limbach L 2000 EA, and is offered with a conventional powered aircraft two wheel landing gear instead of a single sailplane type main wheel.
In the mid-70s, the C-Falke received another design overhaul with a more bubble-shaped hatch, a suspension system for the main wheel, and a more streamlined tail. From the 80s, conventional landing gear with a steerable tail wheel, and even tricycle landing gear were offered. The aircooled VW-based Limbach and Sauer motors were eventually dropped in favour of the watercooled Rotax, with 80, 100 and 115hp variants being certified. Max all up weight has kept climbing steadily, from 580kg to 650 and finally up to 690kg in the latest versions. The SF25-C in all its variants is by far the most common Motorfalke model. In its Turbo-Rotax form it is used mainly as a glider tow rig. The powerful Rotax motors allow safe towing of even heavy modern 2-seater gliders with a max all up weight of 800-850kg, representing a true alternative to thirstier, traditional tow planes.
The D-model is essentially a factory-converted B-Falke with a more powerful 60hp Limbach engine, which necessitated strengthening the fuselage and slightly shortening the wings (to 14.7 instead of 15.3m). This came about when the then-new C-Falke was released and many owners of the older, underpowered Bs wanted to upgrade. In practice it is hard to detect much difference between a D and C-Falke in cruise or glide. All up weight was increased to 580kg, which means the useful load tends to be better on the D than many other Falkes.
By the end of 1969 some 360 Falkes of types A, B and C had been built by Scheibe, 90 B and C models produced under licence by Sportavia-Putzer, and 30 had been built by Slingsby. At the First German Motor Glider Championships, in June 1970 at Burg Feuerstein, three SF-25B Falkes were among the first five.
SF-25E
The SF-25E Super-Falke is basically an SF-25C-S with a wing increased in span to 18m (59ft 0.75in); the fuselage aft of the wing has a wider section than that of the C-S to improve airflow at the wing root, and the fairing for the non-retractable monowheel, which is now rubber-sprung as standard, is now larger. Production aircraft also have a tailwheel, Schempp-Hirth air brakes in the wing upper surfaces and a cabin heater fitted as standard. The same 48 kW/ 65hp Limbach SL 1700EA engine as in the SF-25C is fitted, driving a two-blade feathering propeller, which substantially increased the glide (around 28 as opposed to 22), there is a 12 volt battery and alernator for electrical engine starting, and the engine cowl flap is adjustable. Wing folding of the outer panels is optional, as on the SF-25C-S, and the same outrigger stabilising wheels are fitted under each wing. The wingtips can be folded inwards, thereby reducing the wingspan to 10m to facilitate hangerage, similar to a Fournier RF5B. The Super-Falke made its first flight in June 1974, and the type took first place in the advanced two-seater class at the First International Motor Glider Competiton; a total of 52 Super-Falkes had been delivered by January 1980. The type is structurally the same as the SF-25C-S, and has the same side-by-side seating with dual controls; like the SF-25C, optional folding wings were available for easier hangar stowage.
The SF25-K is a version with foldable wings – in this case with wings that fold back completely to dramatically reduce the required hangar space. The “K” stands for “Klappfluegel” – “folding wings”. Very few of this variant were produced, as the folding mechanism was complicated and added a fair amount of weight.
Scheibe SF25E Super-Falke
Falkes were built under license by equivalents of the SF-25B and -25C with a Rollason-Volkswagen 36 kW/ 48 bhp 1,600 engine, without and with electric system respectively.
Postwar production by Umbra concentrated on licence manufacture of the Scheibe SF-25B Motorfalke motor glider for the Italian and North African markets.
Slingsby Sailplanes began production under licence of the Scheibe SF-25B Falke two-seat motor glider as the T61, construction of the first Slingsby-built example beginning in April 1970; a total of 35 were built. The T61 and T61A have the 45hp Stamo MS1500-1 engine with manual starter as fitted to the SF-25B, whereas the T61C has the Stamo MS1500-2 with electric starter. With Slingsby’s long record of supplying gliders for the needs of the Air Training Corps, it was not surprising that the possibilities of a motor glider such as the T61 for ATC training should be considered, especially its time-saving potential in being able to dispense with winch launches and retrieving vehicles, and its ability to continue flying in weather when unpowered sailplanes were grounded. A prototype Slingsby-built T61 serialled XW983 was evaluated as the Venture T Mk 1, and this led to an order for 15 of a special version, the Venture T Mk 2, by the Ministry of Defence (Air) for Air Training Corps use.
The first production T Mk 2, serialled XZ550, made its first flight on 2 July 1977 and deliveries began that autumn. A total of 19 T61F Venture T Mk 2s had been completed by the beginning of 1980. The T Mk2 differs from previous Slingsby- and Scheibe-built SF-25Bs in having a special glassfibre spar encased in plywood and many other glassfibre components are employed. Use of this material in the spars and elsewhere both reduces the empty weight and increases the maximum permissible take-off weight, and hence payload. New glassfibre seats are also featured of improved comfort and designed to reduce the hazard of loose articles slipping under the seat into the control area. The powerplant is a 45hp Rollason Ardem ‘flat four’ of 1,600cc driving a two-blade fixed-pitch propeller; this is a version of the Volkswagen car engine modified by Rollason Aircraft and Engines Ltd of Shoreham, Sussex, and has single ignition and an electric starter.
SF-25C
Slingsby Sailplanes began production under licence of the Scheibe SF-25B Falke two-seat motor glider as the T61, construction of the first Slingsby-built example beginning in April 1970; a total of 35 were built. The T61 and T61A have the 45hp Stamo MS1500-1 engine with manual starter as fitted to the SF-25B, whereas the T61C has the Stamo MS1500-2 with electric starter. With Slingsby’s long record of supplying gliders for the needs of the Air Training Corps, it was not surprising that the possibilities of a motor glider such as the T61 for ATC training should be considered, especially its time-saving potential in being able to dispense with winch launches and retrieving vehicles, and its ability to continue flying in weather when unpowered sailplanes were grounded. A prototype Slingsby-built T61 serialled XW983 was evaluated as the Venture T Mk 1, and this led to an order for 15 of a special version, the Venture T Mk 2, by the Ministry of Defence (Air) for Air Training Corps use.
The first production T Mk 2, serialled XZ550, made its first flight on 2 July 1977 and deliveries began that autumn. A total of 19 T61F Venture T Mk 2s had been completed by the beginning of 1980. The T Mk2 differs from previous Slingsby- and Scheibe-built SF-25Bs in having a special glassfibre spar encased in plywood and many other glassfibre components are employed. Use of this material in the spars and elsewhere both reduces the empty weight and increases the maximum permissible take-off weight, and hence payload. New glassfibre seats are also featured of improved comfort and designed to reduce the hazard of loose articles slipping under the seat into the control area. The powerplant is a 45hp Rollason Ardem ‘flat four’ of 1,600cc driving a two-blade fixed-pitch propeller; this is a version of the Volkswagen car engine modified by Rollason Aircraft and Engines Ltd of Shoreham, Sussex, and has single ignition and an electric starter.
The T61G Falke is a civil development of the Venture T Mk 2, with a 60hp Limbach SL 1700EA ‘flat four’ engine driving a Hoffman two-blade fixed-pitch propeller (a variable-pitch one can be fitted if desired).
The Scheibe SF25 Motorfalke was probably the first practical touring motorglider. It is certainly one of the most built types (around 1500 in total).
Scheibe Flugzeugbau GMBH, the original manufacturer, eventually closed its doors in 2006, partly because of the lack of a successor for Egon Scheibe, but probably also due to the increasingly difficult trading conditions after the boom of Ultralight/Microlight aircraft that have taken over a large portion of the market for fun, relatively cheap, and easy to fly recreational aircraft – and arguably also the unwillingness of the company to embrace modern glass-fibre construction techniques, preferring to stick to the traditional mixed construction style (fabric-covered wooden wings and steel tube fuselage). The Motorfalke design was subsequently taken over by the newly formed Scheibe Aircraft GMBH based in Heubach (Germany), which has certified the Turbo-Rotax powered version with the glider towing market in mind.
SF-25C / C-S Falke ’76 Span: 50 ft 0.25 in Length: 24 ft 9.25 in Height: 6 ft 0.75 in Wing area: 195.9 sqft Aspect ratio: 13.8 Empty weight: 826 lb Max weight: 1,345 lb Max speed: 112 mph (power on) Max cruising speed: 99 mph Min sinking speed: 3.28 ft/sec at 43.5 mph Best glide ratio: 23:1 Take-off run: 590 ft Range with max fuel: 466 miles
SF-25C-S Falke ’79 Engine: Limbach SL 1700 EA, 44.7 kW (60 hp) Wing span: 15.25 m (50 ft 0 in) Length: 7.55 m (24 ft 9 in) Wing area: 18.2 sq.m (195.9 sq ft) Wing section: Mu (Scheibe) Aspect ratio: 13.8 Empty weight: 375 kg (827 lb) Max weight: 610 kg (1,345 lb) Water ballast: None Max wing loading: 33.5 kg/sq.m (6.86 lb/sq ft) Max level speed (powered): 97 kt (180 km/h) Stalling speed: 35 kt (65 km/h) Min sinking speed: 1.0 m (3.3 ft)/sec at 40.5 kt (75 km/h) Best glide ratio: 24 at 37.5 kt (70 km/h) T-O run (approx): 180 m (591 ft) Max rate of climb at S/L: 138 m (453 ft)/min Range (45 litres fuel): 600 km (324 nm)
SF25-2000 Engine: 59 kW/ 80 bhp Limbach L 2000 EA Seats: tandem two-seat
Scheibe SF25E Super-Falke Engine: Limbach SL 1700, 48 kW/ 64 bhp Wing span: 18m / 59 ft 0.75 in Length: 7.6 m / 24 ft 11.75 in Height: 6 ft 0.75 in Wing area: 17.4 sq.m / 187.3 sq.ft Wing section: Mu (Scheibe) Aspect ratio: 17.8 Empty weight: 410 kg / 904 lb Max weight: 630 kg / 1,389 lb Water ballast: None Max wing loading: 35 kg/sq.m / 7.16 lb/sq ft Max speed: 112 mph / 97 kt / 180 km/h Max cruising speed: 99 mph Cruise: 93 mph Stalling speed: 37.5 kt / 70 km/h Rate of climb 144 m/min / 472 ft/min Min sinking speed: 0.85 m/sec / 2.79 ft/sec at 47 mph / 40.5 kt / 75 km/h Best glide ratio: 29: 1 at 53 mph / 46 kt / 85 km/h Take-off run: 150-200 m / 490-655 ft Range: 600 km / 324 nm Endurance: 4 hours
Slingsby T.6IE Falke Engine: Rollason-Volkswagen 1,600 cc, 35.8kW / 48 hp Wing span: 15.3 m / 50 ft 2.5 in Length: 7.6 m / 24 ft 9 in Wing area: 17.5 sq.m / 188 sq ft Wing section: Scheibe Aspect ratio: 13.4 Empty weight: 375 kg / 827 lb Max weight: 612 kg / 1,349 lb Water ballast: None Max wing loading: 33.63 kg/sq.m / 6.88 lb/sq.ft Max level speed: 80 kt / 148 km/h Stalling speed: 33 kt / 61 km/h Min sinking speed: 1.0 m/sec / 3.28 ft/sec Best glide ratio: 22 T-O run: 200 m / 650 ft Rate of climb: 122 m/min / 400 ft/min Range: 400 km / 216 nm
T. 61 E Venture T. Mk. 2 Span: 50 ft 0.25 in Length: 24 ft 9.25 in Height: 6 ft 0.75 in Wing area: 195.9 sqft Aspect ratio: 13.8 Empty weight: 827 lb Max weight: 1,350 lb Max level speed: 92 mph Min sinking speed: 3.28 ft/sec Best glide ratio: 22:1 Take-off run: 650 ft Range: 248 miles
The SF-24 Motorspatz was developed in 1957 as a powered version of the L-Spatz-55 and L-Spatz-III single-seater trainer or competition sailplanes; the Spatz (or Sparrow) had first flown on 12 March 1952. Designed by Egon Scheibe, the single-place self-launching Motorspatz was first flown in 1960, with the -24A and -24B models appearing subsequently. Approach control is with spoilers.
The Motorspatz is very similar structurally to its unpowered predecessor, with a fabric-covered welded steel tube fuselage and wooden single-spar cantilever high-set wings with plywood and fabric covering; the inset-hinged ailerons are also fabric-covered and there are Schempp-Hirth airbrakes in the upper surfaces. The wooden tail unit is also covered with plywood and fabric, and the landing gear consists of a fixed monowheel partly faired into the bottom of the fuselage, plus a rubber sprung tailskid; there are no outrigger balancer wheels under the wings to maintain the aircraft upright on the ground. A disc brake is mounted with the main landing wheel. The pilot sits under a one piece blown canopy. Both seats offer adjustable rudder pedals and backrests.
The initial production version of the Motorspatz was the SF-24A with a 21 hp Zink-Brandl ZB300-S two cylinder horizontally-opposed air-cooled two-stroke mounted in the nose in a conventional tractor installation; the SF-24B was powered by a 25hp Hirth-built Solo 560A ‘flat four’ air-cooled two-stroke driving a two-blade fixed-pitch wooden propeller, and this version had a better performance than the SF-24A. Both versions had a fuel tank of 3.3 Imp gallons capacity in the fuselage behind the wing spar. About 70 examples of both versions were built altogether.
Engine: Hirth Wing span: 14 m / 45.9 ft Wing area: 11.87 sq.m / 127.1 sq.ft Empty Weight: 225 kg / 496 lb Payload: 120 kg / 265 lb Gross Weight: 345 kg / 761 lb Wing Load: 29.21 kg/sq.m / 5.94 lb/sq.ft Airfoil: Mu MinSink: 1.0 m/s / 3.3 fps / 1.96 kt Seats: 1 No. Built: 50 Structure: steel-tube/ fabric fuselage, wood/ fabric wings and tail.
SF-24B Span: 46 ft 1 in Length: 20 ft 0 in Height: 4 ft 5 in Wing area: 127 sqft Aspect ratio: 16.7 Empty weight: 485 lb Max weight: 760 lb Max speed at sea level: 93.5 mph Min sinking speed: 3.28 ft/sec Rate of climb: 394 ft/min at sea level Take-off run: 426 ft
Second of the postwar Scheibe designs to go into production was the Spatz (or Sparrow) single-seater suitable for training or competition flying; this first flew on 12 March 1952 and in its initial form was a mid-wing monoplane. It was developed into the high wing Spatz-55 and L-Spatz-55, the latter differing from the Spatz-55 mainly in having a wing span increased to 15m (49 ft 2.5 in) to give a 10% improvement in performance, dive brakes and simple assembly. The Spatz had the usual Scheibe construction of fabric-covered steel tube fuselage and a wooden single-spar wing, which on the L-Spatz-55 had an area of 125.9 sq ft and an aspect ratio of 19.0.
Scheibe L-Spatz-55
Next variant was the L-Spatz-III, which differed from the 55 version in having aerodynamic twist on the outer wings to improve the stalling characteristics, larger air brakes and tail surfaces, a shallower fuselage to improve the aerodynamics and appearance, a roomier cockpit and a Flettner trim tab in the elevators. The wing leading edge torsion box is plywood-covered, the remainder of the wing being fabric-covered. The fuselage is rectangular in section forward and of triangular section at the rear, the rear fuselage having fabric covering over wooden formers. The nose is covered with a moulded glassfibre shell on the L-Spatz-III, and the cantilever tail unit is of wood. The landing gear normally consists of a monowheel and nose skid, but a longer skid can be fitted under the fuselage and a detachable ground handling trolley can replace the monowheel. The pilot sits under a one-piece blown Plexiglas canopy, and has adjustable rudder pedals.
The L-Spatz-55 was also built under licence in small numbers at Monfalcone by the Italian firm of Meteor SpA Costruzioni Aeronautiche, as the MS SOL Passero (or Sparrow), and in France by Societe Avialsa as the Fauconnet A-60 (or Falconet). The latter was a refined version of the L-Spatz-55 which first flew in prototype form in June 1960 and received its French C of A in 1961; it was produced at the rate of two or three a month both in standard form and in a special version with ‘super finished’ wings, and was also made available in kit form for amateur constructors, requiring only about 400 hours of work to assemble. The special ‘super finished’ version had a better best glide ratio (29.5:1) and minimum sinking speed (2.03ft/sec) than the standard one. A few L-Spatz-IIIs were also built under licence by the Spanish firm Stark Iberica SA.
Spatz Length : 20.505 ft / 6.25 m Wingspan : 43.307 ft / 13.2 m Max take off weight : 540.2 lb / 245.0 kg Max. speed : 94 kt / 175 km/h Crew : 1
L-Spatz Length : 20.505 ft / 6.25 m Wingspan : 49.213 ft / 15.0 m Max take off weight : 584.3 lb / 265.0 kg Max. speed : 97 kt / 180 km/h Crew : 1
L-Spatz-lll Span: 49 ft 2.5 in Length: 20 ft 6 in Height: 3 ft 11 in Wing area: 125.9 sqft Aspect ratio: 19.0 Empty weight: 353 lb Max weight: 585 lb Max speed: 112 mph Max aero-tow speed: 78 mph Min sinking speed: 2.20 ft/sec at 38.5 mph Best glide ratio: 28:1
This tandem two-seater training and competition sailplane had its origins in the prototype Mü-13E Bergfalke I general purpose two-seater designed and built by Dipl-lng Egon Scheibe in Austria, and which made its first flight on 5 August 1951. At the end of that year the Scheibe Flugzeugbau GmbH was founded and the Bergfalke (or Mountain Falcon) was the first type to go into production at the new company’s works at Munich-Riem airport.
From the Mü-13E the Bergfalke II was developed with 4° forward sweep on the wings, and more than 250 of these two versions were built; the Mk II, dating from 1951, was succeeded by the Bergfalke II/55 two-seater which also had a fabric-covered steel tube fuselage and single-spar wooden wings of 54 ft 6 in span and 15.6 aspect ratio, these being of 14.5% Mü section, higher gross weight and payload.
A Bergfalke 2/55 has been modified with the addition of a retracting Nelson H-59 engine and two wheel landing gear.
(TC-PDJ)/5824 Scheibe Bergfalke II/55 (5824)
The II/55 was succeeded by the Bergfalke III with a more streamlined cockpit canopy, a redesigned and taller fin and rudder and 2° forward sweep on the wings of the same section, which have Schempp-Hirth air brakes; the monowheel is non-retractable as before, but a tail wheel replaces the II/55’s tailskid.
A few Bergfalke IIIs were built under licence by the Spanish firm Stark Iberica SA.
The -4 model was introduced in 1970 with 2 ft greater span (17.2 m./ 56.5 ft.) wing of Wortmann section and large Schempp-Hirth airbrakes. The Bergfalke IV aspect ratio of 17.4 gives improved performance, including a best glide ratio of 34:1 instead of 28:1 and a lower minimum sinking speed.
Bergfalke IV
Construction of the prototype Bergfalke IV began early in 1969 and the first flight was made a few months later, and a total of 70 of this version had been built by the beginning of 1978. The cantilever mid-wings are of all-wood construction with a fabric covered plywood skin; they have single laminated beechwood box spars joined at the fuselage centreline with a single vertical pin. The ailerons and Schempp-Hirth air brakes are also of wood. Like previous versions, the welded steel tube fuselage is fabric-covered, the nose section on the Mk IV being a moulded glassfibre shell. The tail unit is of wooden construction, the tailplane being mounted on the fuselage forward of the fin; there is a Flettner trim tab in the starboard elevator. The landing gear consists of a non-retractable monowheel and a tailwheel. The two pilots are seated under a blown Plexiglas canopy.
Bergfalke 4
A Bergfalke IV has been modified by the Flying Training School of the Detmold Aero Club into a motor glider, with one Lloyd LS-400 piston engine in the fuselage driving a pair of small two-bladed pusher propellers which rotate within cutouts in each wing near the trailing edge; there is a 12v battery for engine starting. In this form the Bergfalke IV is known as the LVD BF IV-BIMO, the letters LVD signifying Schulerfluggemeinschaft der Luftsportverein Detmold EV. Scheibe themselves were test flying another powered version of the Bergfalke IV early in 1976 with a 52hp Hirth 0-28 flat twin engine mounted on a retractable pylon aft of the cockpit and driving a two-blade fixed-pitch tractor airscrew; the engine can be raised and lowered into the fuselage electrically in less than 20 seconds, retracting behind closed doors. This version was known as the Bergfalke IVM.
Bergfalke IV Span: 17.2 m / 56 ft 5.25 in Length: 8.00 m / 26 ft 3 in Height: 1.5 m / 4 ft 11 in Wing area: 17.5 sq.m / 183 sq.ft Aspect ratio: 17.4 Wing section: Wortmann SO2/SO2/1 Empty weight: 300 kg / 661 lb Max weight: 505 kg / 1,102 lb Water ballast: None Max wing loading: 29.4 kg/sq.m / 6.02 lb/sq ft Max speed: 124 mph / 108 kt / 200 km/h (in smooth air) Max aero-tow speed: 87 mph / 92 kt / 170 km/h Stalling speed: 35 kt / 65 km/h Min sinking speed: 2.23 ft/sec / 0.68 m/sec at 47 mph / 40.5 kt / 75 km/h Best glide ratio: 34:1 at 59 mph / 46 kt / 85 km/h
Egon Scheibe was a young German aircraft engineer, who designed and built some of the most successful gliders before WW2. After the war, he founded Scheibe Flugzeugbau and built a large number of successful gliders, most notably the Bergfalke tandem 2-seater.
Formed at Dachau, near Munich, in 1951 by Egon Scheibe, who at first built gliders designed by Scheibe in Austria. This company had some success with the Mü 13E Bergfalke 1 and then produced a number of conventional gliders. His Sperling two-seat light high-wing monoplane first flew August 1955, and was developed with new wing and tail as SF-23A and built in numbers until 1963. SF-24A Motorspatz built from 1959. SF-25 Motorfalke licencebuilt from 1970 by Slingsby Sailplanes Ltd in UK as Type 61 Falke. SF-28A Tandem-Falke tandem two-seat motorglider no longer offered. Available were the SF-25C Falke 2000 and Rotax-Falke two-seat motorgliders, and the SF-40 two-seat lightplane (first flown 1994), the latter originally offered in A and B versions with tailwheel undercarriages, but the latest version was the SF-40-C with a nosewheel undercarriage. SF-34B Delphin was produced in France as the S.N. Centrair Alliance 34 two-seat glider, while the SF-36 R two-seat motorglider was also expected to go into production in France.
The firm had produced more than 2300 machines by 1983 plus numerous kits for homebuilders.
1983-98: Scheibe Flugzeugbau GmbH, August Pfaltz-Strasse 23, Postfach 1829, D 8060 Dachau bei Mfinchen, West Germany.
Scheibe Flugzeugbau GMBH eventually closed its doors in 2006, partly because of the lack of a successor for Egon Scheibe, but probably also due to the increasingly difficult trading conditions after the boom of Ultralight/Microlight aircraft that have taken over a large portion of the market for fun, relatively cheap, and easy to fly recreational aircraft. The Motorfalke design was subsequently taken over by the newly formed Scheibe Aircraft GMBH based in Heubach (Germany), which has certified the Turbo-Rotax powered version with the glider towing market in mind.
Josef Schädel from Schwäbisch Gmünd, Württemberg, Germany, was an engraver by profession. In 1908 he started building gliders. His human powered ‘Doppelschwingenflugzeug’ was built in 1909 and made some jumps downhill of about 10 to 15 meters in May 1911.
Designed by Thomas W. Scanlan, the SG-1A was designed and built in 1970 as an inexpensive, easy-to-build ship with gentle flight characteristics. No special jigs or tools are required other than a welding rig and common hand tools. The boom-and pod design, which has been static load tested to 9g without failure, features a strut-braced aluminum wing with upper- surface spoilers, a fixed wheel and a nose skid. While the prototype had constant chord, V-strutted wings; the A version has double-tapered wings with single struts. Structure: all-aluminum (spars, ribs and skin) wing; steel-tube, fabric-covered fuselage and tail.
The Sayers SCW, also known as the Sayers CWS, was a single seat glider designed by Capt. W.H Sayers and built by The Central Aircraft Co, Kilburn, London, N.W.6, F.T. Courtney and Sqn Ldr M.E,A. Wright. The design was influenced by the Hannover Vampyr glider, the winner of the 1922 Wasserkuppe.
Of wooden construction, it was reported that the glider had been designed in 19 hours and built in 19 days.
The undercarriage was twin mainwheels of fixed centre, with nose bumpers, plus a tail skid. The cantilever wing had no airbrakes or flaps.
Only one was built, for the 1922 Itford competitions as No.17. After the competitions it carried out further test flying at Itford, in December, but was wrecked when a tent was blown down on top of the glider.
Wingspan: 12.95 m / 42 ft 6 in Length: 6.83 m / 22 ft 5 in Wing area: 21.83 m / 235 sq.ft Aspect ratio: 7.7 Wing section: T.62 modified (an airscrew section) Empty weight: 81.64 kg / 180 lb AUW: 163.3 kg / 360 lb Wing loading: 7.37 kg/sq.m / 1.53 lb/sq.ft
All Aero 