"It is generally known, the DG-1001 actually combines a whole family of gliders with 2 different wingspan configurations, three kinds of undercarriages, with or without an engine an in addition, a aerobatic certification."

All this is easily said; however the 20-metres configuration in general catches most of the attention, with or without engine, mainly due to its competition and cross-country flight purpose. Consequently, the fact is easily overlooked that the DG-1000 also represents a brilliant choice for the t

DG-1001 Club

This plane is especially configured as a cheaper alternative for the daily use in flight schools. The 18-metre wingtips are fixed as well as the undercarriage. This makes the “Club” a direct companion to a trainer by another company, however the DG-1001 silhouettes against it in a positive way; in particular:

• The airfoil is 20 years younger and hence more effective ( learners like “ to stay up”, too).

• The unique trim box not only makes it possible in a unique way to keep the C. of G. at a constant point; but also gives the ability to make a stall spin-training which is not possible with other modern two seaters, or only limited after a complex mounting of a weight on the tail.

• The seating comfort, especially in the back, often is complimented by flight instructors.

These advantages predestine the DG-1001 Club to be a modern club- / training glider. Because of a better reselling value and of more flexibility we strongly recommend to order the wing parting with separate 18m wing tips additionally.

The DG-1001S - 18/20

Since flying with a fixed undercarriage is actually not “state of the art” any longer, flying with a retractable gear should be taught at an early stage already.

And if a club buys a new plane, the glider should also be of use for cross-country training flights. On the other hand, for normal schooling there should coactively be an 18-metre version. The universal DG-1001 with either 18 or 20 metres then automatically catches the potential buyer’s eye. Here, the club can use the demountable 18 metre tips for training and also the 20 metre winglets for cross-country flights.

The Undercarriage

It is often suppressed that we offer two different kinds of undercarriages, alongside a retractable version, at the same price.

Each have their own specific advantages and every potential buyer can choose himself which option is oft most use for him.

The two wheel gear with its spring mounted, large main wheel is obviously the preferred option for competition flights- less drag is given by the missing third wheel.

Even at takeoff there are some advantages:

Doing a winch-launch, it remains on the main wheel instead of bouncing back onto the tail wheel at the instance the cable is pulled in, which means a change of the “horizon-perspective” for the pilot.

Also, the two wheel undercarriage is of advantage in combination with aero towing. The high main wheel evokes distinct attitude of the wing, so the glider lifts of at the required speed without having the pilot move the controls.

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On the other hand, the three point undercarriage with the nose wheel clearly gives a handling comfort on the ground and probably is more convincing for training purposes:

Entering the plane is easier, the cockpit sides are lower. Indeed, a medium-sized pilot will have no problems entering the higher cockpit of a two wheel glider ( for smaller pilots there will always be an empty crate of beer somewhere on the airfield as an entering help)- but still, it remains easier to enter the lower cockpit of a DG-1001 with a central- and nose wheel.

Also, the two wheel gear makes the tail very heavy, which makes it slightly unfrugal to handle on the ground. The weight of the tail is required to stop the glider from going onto the nose while decelerating. And possibly, Wilhelm Dirks already thought about a subsequent motorization of the DG-1001 as a self-launcher.

Lifting the tail in order to mount the maneuvering wheel needs a fair amount of exertion. But as a help, the pilots can remain seated until the “ground crew” has mounted the wheel; or someone sits on the nose to release the tail a little.

While mounting our booth at the Aero in Friedrichshafen, we had to shunt our DG-1000 by the centimeter, not much room was left due to the other exhibits.

Fortunately, Ralf Brodbeck was at our stand. He will be known by many glider pilots in Germany as a distributor for sealing tapes for the control surfaces and many other kinds of tapes. He has been displaying with us for a long time and in return helps us to transport our gliders.

My task was to lift the tail of our DG-1000 while we were setting up our stand. I could do this with one hand, as the full figured Mr. Brodbeck would sit on the nose as soon as I shouted: Mr. Brodbeck, please take over”

So, as a summary:

Both gear layouts have their pros and cons. If the plane is mainly used in distance flying, the new two wheel gear is the first choice. For predominant training purpose the three point undercarriage probably is the more recommended option and even the fixed gear may be sensible.

Ordering the 18m wingtips will be a must for a clubs. The plane is more agile and easier to handle on the ground and there will at least one member happy to be able to fly aerobatics with the DG-1001.

This makes the DG-1001 not exclusively a high performance glider nor solely orientated for training.

 

The DG-1001-18/20 both is a high-performance glider 
and a perfect trainer, including aerobatics.