Schempp-Hirth Flugzeugbau GmbH is a glider manufacturer based in Kirchheim unter Teck , Germany .
20-531: Martin Schempp founded his own company in Göppingen in 1935, with the assistance of Wolf Hirth . The company was initially called "Sportflugzeugbau Göppingen Martin Schempp". In 1938, Wolf Hirth, mainly responsible for the design work, officially became a partner in the company, which then became "Sportflugzeugbau Schempp-Hirth". The company relocated to Kirchheim unter Teck the same year. The company's first product
40-498: A gliding accident in 1994, control of the company passed to his widow and sons, all of whom are keen glider pilots. It employs about 100 people, and is currently managed by Tilo Holighaus and Brigitte Holighaus. The company has often sub-contracted work, and has issued licences for other companies to build its designs. Schempp-Hirth aircraft include: Martin Schempp Martin Schempp (23 March 1905 - 9 July 1984)
60-466: A new designer: Klaus Holighaus who had just graduated from Darmstadt Technical University, where he was a member of its Akaflieg . Holighaus was also an excellent pilot and became a regular member of the German gliding team. Additional technical expertise was recruited in 1970 and Holighaus became Chief Executive in 1972. From 1977 Holighaus was the sole owner of the business. After Holighaus's death in
80-417: A new designer: Klaus Holighaus who had just graduated from Darmstadt Technical University, where he was a member of its Akaflieg . Holighaus was also an excellent pilot and became a regular member of the German gliding team. Additional technical expertise was recruited in 1970 and Holighaus became Chief Executive in 1972. From 1977 Holighaus was the sole owner of the business. After Holighaus's death in
100-541: A steel mill. A talk by Charles Lindbergh about his Atlantic crossing so inspired Martin about aviation that he returned to Germany in 1928 to learn how to fly. After completing his basic soaring training, he acquired his pilot's license for powered aircraft at the Klemm company in Böblingen . It was during this time that he met Wolf Hirth , with whom he was to establish a close, lifelong friendship. Martin Schempp returned 1929 to
120-511: Is a glider manufacturer based in Kirchheim unter Teck , Germany . Martin Schempp founded his own company in Göppingen in 1935, with the assistance of Wolf Hirth . The company was initially called "Sportflugzeugbau Göppingen Martin Schempp". In 1938, Wolf Hirth, mainly responsible for the design work, officially became a partner in the company, which then became "Sportflugzeugbau Schempp-Hirth". The company relocated to Kirchheim unter Teck
140-559: The Wasserkuppe , Germany's soaring Mecca) in 1931, he flew a distance of 63.7 miles and reached an altitude of 5,370 feet in this competition the following year. He won second place in the distance competition and first place in the altitude competition. Based on these successes, he earned silver C badge No. 8 (worldwide). He moved to California at the end of 1932, where he worked with Hawley Bowlus on his high-performance sailplane "Albatros". In 1934, feeling that his professional prospects in
160-563: The USA to build German sailplane designs under license there at "Haller-Hirth Sailplanes" and to act as a soaring instructor at "Haller School Of Soaring Flight" in Pittsburgh (Greensburg Airport). Spectacular flights with a number of unintentional ditchings made him and soaring known in the USA. After his successes in the 2nd National Soaring Championships in Elmira, New York (which is America's equivalent to
180-676: The USA were too uncertain, Martin Schempp accepted an offer from Wolf Hirth, who was the head of the soaring school on the Hornberg at the time, to hire him as a soaring instructor there. With the assistance of Wolf Hirth, Martin Schempp opened in Göppingen his own company in 1935: "Sportflugzeugbau Göppingen Martin Schempp". Martin Schempp proved to be an adept and circumspect head of production, who would succeed over decades in working with his employees to build high-quality sailplanes inexpensively. The Gö 1 "Wolf" and Gö 3 "Minimoa" became world-renowned sailplanes. In 1938, Wolf Hirth, mainly responsible for
200-437: The construction of powered aircraft undertaken with Wolf Hirths' consultation and assistance. Martin Schempp acquired the license to build the best standard-class sailplane of its time, the " Standard Austria ," and put it into mass production. Martin Schempp soon realized that the future would belong to composite sailplanes, and he therefore secured the assistance of Klaus Holighaus . Klaus Holinghaus' first work for Schempp-Hirth
220-544: The design work, officially became a partner in the company, which then took on the new name “Sportflugzeugbau Schempp-Hirth ”. The company relocated to Kirchheim-Teck the same year. By 1939, the list of customers included clients from all continents except Australia. The Minimoa , 110 of which were built, is still regarded as one of the most beautiful sailplanes from the wood era. In 1939, Wolf Hirth opened his own company in Nabern, which collaborated closely with Schempp-Hirth during
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#1732859092935240-483: The factory in 1969 and control of the company in 1972, Martin Schempp fully transferred the Schempp-Hirth company to Klaus Holighaus in 1977 and withdrew after 42 years of actively shaping, directing and accompanying its fortunes – still following its growth and successes with great interest and involvement. Martin Schempp died after a long illness on July 9, 1984. Schempp-Hirth Schempp-Hirth Flugzeugbau GmbH
260-640: The same year. The company's first product was the Göppingen Gö 1 Wolf glider, conceived as a rival to the ubiquitous Grunau Baby , but real success came with the Göppingen Gö 3 Minimoa the same year. During World War II , the company built DFS Habicht training gliders, as well as tailplane assemblies for the Messerschmitt Bf 109 . The company also built a research aircraft, the Göppingen Gö 9 to investigate Claude Dornier 's rear-mounted " pusher " propeller plans. With its cruciform tail, this aircraft
280-608: The war – despite the formal "burden" of him being the head of a production facility for military products. He was relieved by an elected mayor in 1945 and once again devoted all of his time to the factory, now to manufacture urgently needed furniture and household goods using aircraft materials saved through the end of war. When gliders were allowed to fly again in Germany in 1951, he ceded the sailplane market to Wolf Hirth. Only after Wolf Hirths' death in 1959 did Schempp-Hirth increasingly become involved in sailplane construction in addition to
300-643: The war. In addition to sailplanes for pilot training, the two companies supplied the two-seater Gö IV (designed by Wolfgang Hütter ); the Habicht (plane) , an aerobatic glider, and wooden subassemblies for Messerschmitt , the Me-321/323 "Gigant" and the Me-109 fighter. In the eyes of the Americans, Martin Schempp had such great human integrity and recognition that they appointed him the interim mayor of Kirchheim unter Teck after
320-484: Was a glider pilot and founder of Schempp-Hirth , a major manufacturer of gliders . Martin Schempp was born in Stuttgart . After completing his commercial education, he helped out in his father's craftsman's business. In 1926, at the age of 21, he emigrated to the USA in the hope of finding better working conditions there. After working at various odd jobs, he finally found employment as a chemical laboratory technician at
340-484: Was the Göppingen Gö 1 Wolf glider, conceived as a rival to the ubiquitous Grunau Baby , but real success came with the Göppingen Gö 3 Minimoa the same year. During World War II , the company built DFS Habicht training gliders, as well as tailplane assemblies for the Messerschmitt Bf 109 . The company also built a research aircraft, the Göppingen Gö 9 to investigate Claude Dornier 's rear-mounted " pusher " propeller plans. With its cruciform tail, this aircraft
360-400: Was to be a stepping-stone towards the revolutionary Dornier Do 335 Pfeil . After the war, forbidden by the allied occupation from building aircraft, the company manufactured beds, wheelbarrows, radio cabinets, and other furniture. In 1951, the prohibitions were lifted and the company returned to sailplane building. Wolf Hirth died in 1959 but it was not until 1964 that Martin Schempp found
380-400: Was to be a stepping-stone towards the revolutionary Dornier Do 335 Pfeil . After the war, forbidden by the allied occupation from building aircraft, the company manufactured beds, wheelbarrows, radio cabinets, and other furniture. In 1951, the prohibitions were lifted and the company returned to sailplane building. Wolf Hirth died in 1959 but it was not until 1964 that Martin Schempp found
400-676: Was to increase the wingspan of the Standard Austria to produce the SHK with 17-m wings. Upon arriving in Kirchheim, Klaus Holighaus implemented his ideas in the form of the composite sailplane for the Open Class – the Cirrus. Martin Schempp gave him free rein in this matter, which Klaus Holighaus used to produce the (wildly) successful Cirrus, Nimbus, Standard Cirrus and Janus. After handing over management of
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