Here is a pic of a greek seaplane glider,the ‘Gliding Fish’ Anemopsaro of the late 60s/early 70s.
Interesting to read that the waterlogged towrope was a big problem.
for more info:
http://www.paragliding.gr/gliding/htm-files/build.htm

Another example ist the PG-1 Aqua Glider Explorer ‘Bayou bird’ constructed in 1959.
http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=257

Another flying boat glider built in Germany was the DFS Jacht 71.
Main reason for the construction of these type of gliders was to be able to instruct and fly at places that had large bodies of water but no airstrips.(construction costs/maintence costs,heavily wooded areas).

Hello MerlinPete,
D-EBCQ(ex-Vx190,ex-G-ALUA) is the only example to have flown in the UK to my knowledge and is currently stored at the outpost of the ‘Deutsches Museum’ in Schleißheim and D-EBCG at the Aviation Museum in Schwenningen.
I would like to find out more about the accident of Heinz Bär,I have only read accounts on the internet about his fatal crash while doing aerobatic maneuvers-this description is obviously more than vague!
The Technical University in Braunschweig where Prof.Winter developed and built the Zaunkönig is no longer in posession of any of the the drawings.
These were sold by Mrs.Winter after the death of her husband in 1968 to Sweden to a Mr. L. Johansson with the last Zaunkönig V-4(D-EBCG),the V-4 was brought back to Germany by Erwin Biesinger(as was D-EBCQ) where the plans went after that is unclear.
I would contact the Deutsches Museum in Munich and query them.
If you chance upon anything concerning the drawings…pls let me know!
cheers,
Dennis

More on the flying qualities of the Taube from aviation pioneer Hellmuth Hirth and noted test pilot Heiner Neumann(from an article in “Aerokurier” and Hirth’s Meine Flugerlebnisse).
Neumann’s quotes pertain to D-Etri,Ex-Fürstenwalde;and Hirth’s an original Etrich Taube in Wiener Neustadt.
Hirth,1912 original:
“Die Verwindung ist bei einer so stabilen Maschine wie es die Taube ist,nur für den Notfall da.Ich selbst habe die Verwindung nur gezogen,um zu sehen,ob sie wirke,und anfangs bei starken Windstössen,bis ich schliesslich merkte,dassich sie auch in den schärfsten Böen nicht brauchte.Die Verwindung wurde aber beibehalten,um dem Flieger mehr eine Art moralischen Halt,eine Reserve für den Notfall zu geben,in denen ein gschickter Führer sich auch mit dem Seitensteuer begnügt”

Translation:
“The wing warping mechanism is only here for emergencies on a plane as sturdy as the Taube is.
I only used the warping to see if it works and also for gusty conditions,until I noticed that I dind’t need it even in the gustiest conditions.
The warping was kept to give the aviator a moral help and a reserve for an emergency,in which a skilled aviator needs only the rudder”

Heiner Neumann:
“Kleine Ausschläge der Verwindung führten jedoch zu unübersichtlichen Reaktionen und Aufschaukeln um Längs und Hochachse.
Es war sofort klar,dass die Quersteuerung am besten nicht benutzt wurde”

Translation:
“Small movements of the warping led to unclear reactions and popoising over the longitudinal and lateral axis. It was immediately clear that the lateral control was best not used”
He also mentions strong adverse yaw,which can only be corrected by holding the warping control absolutely still.
Through the long span the aircraft wants to roll into a turn,but doesn’t have a pronounced spiral instability.
But he also says that a spin in the Taube would be uncorrectable.
I saw a video of D-Etri at ILA a few years ago,where the Taube got in the wake of the Albatros B.I(also from Fürstenwalde),quite interesting!

Here’s the control cable layout for the 1911 Rumpler Taube,from the contemporary “Flugsport”.
http://www.ctie.monash.edu.au/hargrave/images/rumpler_taube_1911.jpg

The nose contours surely are a far cry from the original but easier than finding a 90hp Austro-Daimler.