Press Releases

World Première in Schwaighofen:
Light, efficient and silent: Exactly 50 years ago, on the 27th of November 1957, the first aircraft worldwide to be made from fibre-reinforced plastics took off.  It was the “FS 24 Phoenix”: A glider developed, designed and built by three pioneers, two of which still live not far from the new Stuttgart Trade Fair Centre.  COMPOSITES Europe will be taking place here from November 6th to 8th.  Also participating are the two grandfathers of the first fibre-reinforced glider worldwide.
 

The world held its breath in October 1957 when the first sputnik lifted off from the Baikonur Cosmodrome in the Soviet Union and initiated the age of space exploration.  Things were rather more sedate in Schwaighofen some seven weeks later, when Hermann Nägele as the pilot took off with an aircraft on November 27th 1957, which also wrote history.  The glider was light.  The wings weighed just 95 kilograms, the fuselage managed a little over 60 kilograms, when this lightweight with a wingspan of 16 metres took off with a winched start in the early afternoon and landed nine minutes later. 

The designer, Hermann Nägele, and the mathematician and aerodynamic engineer, Richard Eppler had worked for two years towards this day, the master mechanic and pilot, Rudolf Lindner, joined them during the second year when the development had entered a critical phase.

The first flight of the “FS 24 Phoenix” was successful: A milestone for the use of so-called composites in aviation.  “We were fascinated by this material, which permitted the achievement of what had previously been a virtually impossible to achieve aerodynamic shape and surface finish as well as having almost sensational mechanical strength properties,” says 83-year-old Richard Eppler, who taught and researched at Stuttgart University as a Professor and Director of the Institute A of Mechanics from 1968 until he became an emeritus professor in 1989. 

Initially, this did not have the appearance of a world première.  Some two years were to pass until a temporary permit was finally granted for the “Plastic Glider” to fly.  “Initially we knew absolutely nothing about plastics”, says the ardent pilot, who even now is still a regular flier.  The two members of the Academic Fliers Group (Akaflieg) Stuttgart had initially intended to build a glider using unconventional balsa wood as the main material, whose surface was to be reinforced with a covering layer of glued paper.  Akaflieg Stuttgart was granted the funds for this development by the Regional Trade Office of Baden-Württemberg.  Whilst active students in all Akaflieg groups were normally working on new developments, in this case, it was possible for those of the “older generation”, who in some cases were already in full-time employment, to work in a special department, which considerably reduced the normal development time.
During the approval phase, reports were made at a symposium about fibre-reinforced plastics and Nägele immediately noted that this material was far more suitable than glued paper at least for the covering layer. A phase of experiments with the new material followed.  Hundreds of samples were prepared in the new type of “sandwich” shell structure of balsa wood with covering layers of glass fibres and polyester resin, by Hermann Nägele, a meticulous perfectionist, who passed away in 1996.  It soon became evident that this material could be so easily sized that the originally intended spar was no longer necessary and a monocoque construction was produced as a consequence. 
Within a year the large-scale components were completed in trough-shaped moulds. However, the transmission of force to the shells proved to be a problem and initially seemed to have come to a “dead end”.

The solution was provided by the aircraft company Bölkow, where Eppler was working in the meantime. Ludwig Bölkow instinctively recognized the potential in the development of Nägele and Eppler and provided them with the services of Rudolf Lindner, a master mechanic, who was known for his precision. It was possible to overcome the “dead end” in the development with the metal fittings designed and produced by him. In addition, he was the best pilot of all three.

The Phoenix soon proved to be a sensation.  Numerous international journals reported about it.  Renowned pilots and experts came and wanted to fly it, including the US scientist Dr. A. Raspet of the Mississippi State University.  He arranged air transportation of the Phoenix to the USA; his flight tests confirmed the theoretical performance.  Two more prototypes and six series-produced aircraft were built.  Outstanding results were also achieved at competitions. 

A total of 253 copies were built in series of the follow-on model “Phoebus”.  The triumphal procession of glass fibre reinforced plastics in the aeronautical and aerospace industry had begun.  Many companies and designers contributed towards this development. It became impossible to stop. The new construction method for gliders increasingly gained hold in the design of powered aircraft. 

With the current delivery of the first Airbus 380, the material on which the Swabian glider was based is also right at the forefront.  This is because, composites, which is how fibre-reinforced plastics are now known, have in the meantime become essential components where aviation and aerospace are concerned.  This is also evident in this year’s COMPOSITES EUROPE, which is being held from November 6th to 8th for the first time in Stuttgart with over 200 exhibitors. Also in attendance will be the two grandfathers of the plastic glider: Richard Eppler and Rudolf Lindner. For their achievements in the sector of fibre-reinforced plastics they will receive the “Composites Pioneer Award”, which is being awarded for the first time during COMPOSITES EUROPE.