Various versions: Zögling 33 (1933) Zögling 35 (10.4 m, 1935). And also a 12 meter span duralumin version, the 12m-Zögling. A version without a tail (Brett-Zögling).
Summary storyInitiation glider designed by Fritz STAMER and Alexander LIPPISCH working at the RRG (Rhön-Rossiten Gesellschaft) and which was built in numerous copies by various builders, firms or associations
Summary storyInitiation glider designed by Fritz STAMER and Alexander LIPPISCH working at the RRG (Rhön-Rossiten Gesellschaft) and which was built in numerous copies by various builders, firms or associations
| Type | Single seat glider |
| Dimensions | Length 5,48 m , height 2,2 m , span 10 m , wing area 15,85 m2 , Göttingen 358 |
| Weights | Empty 85 kg, loaded , max. take off weight 155 kg |
| Performance | Max.. speed |
Zögling with fairing.
Based on our report in issue 21, page 409, about C-flights with the Zögling, we have received inquiries from various clubs, which we believe can best be answered by publishing
the construction drawing of the fuselage fairing for our Zögling "Lilo," provided by the D.L.V. The Zögling was built according to the
original drawings of the Rhön-Rossitten Society at the Grünau Gliding School near Hirschberg in the Rhön Mountains. As long as the Zögling is used for practice gliding flights, the control surface sizes are undoubtedly sufficient. However, for soaring, especially over wooded slopes, faster turns are necessary, and flying with larger controls is also more comfortable in gusty weather. Lippisch deliberately omitted a fuselage fairing for the Zögling, partly to reduce the number of repair points in case of damage, and probably also to allow the student to immediately notice stalling or the correct attitude of the aircraft through the unobstructed view of the ground. Certainly, for the first few jumps, the open seating arrangement is appropriate, but later, with high-quality gliders or powered aircraft, the pilot will no longer find themselves in the position of flying "unfaired"; the fairing definitely contributes to a greater sense of security and offers more protection in case of crashes.
The fairing of the "Lilo" was added later around the seat, and the symmetrical Göttingen airfoil 410 was used as a basis, since it happened to fit.
The design and construction were carried out by our member, mechanical engineering student Keusche. The bottom is planked with 2 mm plywood, the rest with 2 mm thick plywood.
To reduce surface friction, the outer surface of the boat was smoothed and varnished.
It is also very important to cover the gap between the wings, which is done with strips of plywood inserted into slots. As is well known, this reduces induced drag. The inconvenience has not changed with the addition of the fairing. Of course, every new machine is checked for the angle of incidence and the correct center of gravity position before its first flight.
Only by observing all the points mentioned above can the flight performance of a glider be sufficiently improved. The attached photographs show
our first training glider, the "Schneider Böck." The flying field, which is available to us not too far from Wrocław (25 km) and is usually reached by members by bicycle, thus saving on train fares, is located near Heidewilxen in the Katzengebirge mountains, about 3 km from Obernigk on the
road to Trebnitz. The greatest difference in altitude is 40 m, and the foreland extends for about 700 m. With the unfaired training aircraft "Schneider Böck,"
which had a glide ratio of about 1:8, only short hops were possible. The fairing and other improvements resulted in an improvement of the
glide ratio to approximately 1:11 (about 1:12 for the "Lilo" trainee), enabling flights of up to one minute in straight flight.
One disadvantage of the fairing on our "Lilo" trainee is the poor visibility of the lower support wires. To better inspect the fittings, wire eyelets, etc., which
of course must be checked before every flight, we had to cut openings into the plywood wall of the fairing. To avoid this, we recommend not extending the fairing all the way to the skid, but only so far that the attachment points of the wires remain outside,
or lowering the latter.
However, the improved flight performance of the aircraft alone is not enough. Ferdinand Schulz answered our question about whether short gliding flights for advanced pilots were still useful: Yes indeed—everyone should practice landings 100 times! Even our C-class gliders must regularly participate in training flights lasting just a few seconds. Every takeoff and every landing keeps the glider pilot in practice; precision landings are especially important for C-class pilots. We have often observed that glider pilots who have already achieved quite good results fly insecurely on their first flight after a long break and only gradually regain their form, if the glider hasn't crashed by then. Nowadays, after the Mecklenburgers proved that training and gliding flights can be carried out even on extremely flat terrain, the excuse of "not having suitable terrain" no longer holds water. To summarize the above points once more: Glider pilots and clubs that achieve something in gliding
Based on our report in issue 21, page 409, about C-flights with the Zögling, we have received inquiries from various clubs, which we believe can best be answered by publishing
the construction drawing of the fuselage fairing for our Zögling "Lilo," provided by the D.L.V. The Zögling was built according to the
original drawings of the Rhön-Rossitten Society at the Grünau Gliding School near Hirschberg in the Rhön Mountains. As long as the Zögling is used for practice gliding flights, the control surface sizes are undoubtedly sufficient. However, for soaring, especially over wooded slopes, faster turns are necessary, and flying with larger controls is also more comfortable in gusty weather. Lippisch deliberately omitted a fuselage fairing for the Zögling, partly to reduce the number of repair points in case of damage, and probably also to allow the student to immediately notice stalling or the correct attitude of the aircraft through the unobstructed view of the ground. Certainly, for the first few jumps, the open seating arrangement is appropriate, but later, with high-quality gliders or powered aircraft, the pilot will no longer find themselves in the position of flying "unfaired"; the fairing definitely contributes to a greater sense of security and offers more protection in case of crashes.
The fairing of the "Lilo" was added later around the seat, and the symmetrical Göttingen airfoil 410 was used as a basis, since it happened to fit.
The design and construction were carried out by our member, mechanical engineering student Keusche. The bottom is planked with 2 mm plywood, the rest with 2 mm thick plywood.
To reduce surface friction, the outer surface of the boat was smoothed and varnished.
It is also very important to cover the gap between the wings, which is done with strips of plywood inserted into slots. As is well known, this reduces induced drag. The inconvenience has not changed with the addition of the fairing. Of course, every new machine is checked for the angle of incidence and the correct center of gravity position before its first flight.
Only by observing all the points mentioned above can the flight performance of a glider be sufficiently improved. The attached photographs show
our first training glider, the "Schneider Böck." The flying field, which is available to us not too far from Wrocław (25 km) and is usually reached by members by bicycle, thus saving on train fares, is located near Heidewilxen in the Katzengebirge mountains, about 3 km from Obernigk on the
road to Trebnitz. The greatest difference in altitude is 40 m, and the foreland extends for about 700 m. With the unfaired training aircraft "Schneider Böck,"
which had a glide ratio of about 1:8, only short hops were possible. The fairing and other improvements resulted in an improvement of the
glide ratio to approximately 1:11 (about 1:12 for the "Lilo" trainee), enabling flights of up to one minute in straight flight.
One disadvantage of the fairing on our "Lilo" trainee is the poor visibility of the lower support wires. To better inspect the fittings, wire eyelets, etc., which
of course must be checked before every flight, we had to cut openings into the plywood wall of the fairing. To avoid this, we recommend not extending the fairing all the way to the skid, but only so far that the attachment points of the wires remain outside,
or lowering the latter.
However, the improved flight performance of the aircraft alone is not enough. Ferdinand Schulz answered our question about whether short gliding flights for advanced pilots were still useful: Yes indeed—everyone should practice landings 100 times! Even our C-class gliders must regularly participate in training flights lasting just a few seconds. Every takeoff and every landing keeps the glider pilot in practice; precision landings are especially important for C-class pilots. We have often observed that glider pilots who have already achieved quite good results fly insecurely on their first flight after a long break and only gradually regain their form, if the glider hasn't crashed by then. Nowadays, after the Mecklenburgers proved that training and gliding flights can be carried out even on extremely flat terrain, the excuse of "not having suitable terrain" no longer holds water. To summarize the above points once more: Glider pilots and clubs that achieve something in gliding