DG Flugzeugbau DG-1000S Technical specifications

DG Flugzeugbau GmbH
Otto-Lilienthal-Weg 2 / Am Flugplatz •
••
• D-76646 Bru hsal •
••
• Germany
Postbox 1480, D-76604 Bru hsal •
••
• Germany
Tel. [phone] •
••
• Telefax 07251/3020-200 •
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• eMail: [email protected]
Spare part and material sales: Tel. [phone] •
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• [email protected]
www.dg-flugzeugbau.de
FLIGHTMANUAL
FOR THE
SAILPLANE
DG-1000S
Model : DG-1000S
German Data Sheet No.: 413
Factory Serial No.: __________________________
Registration No.: __________________________
Date o Issue: March 2002
Pages as indicated by "App." are approved by:
(Signature)
(Authority)
(Stamp)
(Original date o approval) ____________________
This sailplane is to be operated in compliance with in ormation and
limitations contained herein.
Flight manual DG-1000S
Ausgabe: March 2002
Warnings
• All sailplanes are very complex technical devices. If you don’t use yours as it
is intended and within the certified operating limitations or if you fail to carry
out proper maintenance wor , it may harm your health or place your life in
danger.
• Prior to flying the aircraft read all manuals carefully and regard especially all
warnings, caution remar s and notes given in the manuals.
• Never ta e off without executing a serious pre-flight inspection according to
the flight manual!
• Always respect the relevant safety altitudes!
• Respect the stall speeds and always fly with a safety margin above the stall
speed according to the flight conditions, especially at low altitudes and in the
mountains.
• Use only the battery chargers as specified in the flight manual.
• Don’t execute yourself any wor on the control system except for greasing.
• Repairs and maintenance wor should only be accomplished by the
manufacturer or at certified repair stations rated for this type of wor . A list
of stations which have experience with DG aircraft may be obtained from
DG Flugzeugbau.
• Even if no annual inspections are required in your country, have your aircraft
chec ed annually, see maintenance manual section 2.

Flight manual DG-1000S
Issued: March 2002 0.1
0 Revisions
0.1 Record of revisions
Any revision of the present manual, except actual weighing data, must be
recorded in the following table and in case of approved sections endorsed by the
responsible airworthiness authority.
The new or amended text in the revised page will be indicated by a blac
vertical line in the right hand margin, and the Revision No. and the date will be
shown on the bottom left hand of the page.
Rev.
No.
Affected
Pages/
section
Description Issue
Date
LBA
Approval
Date
Inserted
Date
Signature
Flight manual DG-1000S
Issued: March 2002 0.2
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Flight manual DG-1000S
Issued: March 2002 0.3
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Flight manual DG-1000S
Issued: March 2002 0.4
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4.7
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Flight manual DG-1000S
Issued: March 2002 0.5
0.2 List of effective pages cont.)
Section Page issued replaced/ replaced/
7 7.1 March 2002
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8 8.1 March 2002
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9 9.1 March 2002
Flight manual DG-1000S
Issued: March 2002 0.6
0.3 Table of contents
Section
General (a non-approved section) 1
Limitations (an approved section) 2
Emergency procedures (an approved section) 3
Normal procedures (an approved section) 4
Performance (a partly approved section) 5
Mass (weight) and balance (a non-approved section) 6
Sailplane and systems description (a non-approved section) 7
Sailplane handling, care and maintenance (a non-approved section) 8
Supplements 9

Flight manual DG-1000S
Issued: March 2002 1.1
1 General
Section
1.1 Introduction ..............................................................................................1.2
1.2 Certification basis.....................................................................................1.2
1.3 Warnings, cautions and notes...................................................................1.3
1.4 Descriptive data........................................................................................1.4
1.5 3 view drawing.........................................................................................1.6
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Flight manual DG-1000S
Issued: March 2002 1.2
1.1 Introduction
The sailplane flight manual has been prepared to provide pilots and instructors
with information for the safe and efficient operation of the DG-1000S glider.
This manual includes the material required to be furnished to the pilot by JAR
Part 22. It also contains supplemental data supplied by the glider manufacturer.
1.2 Certification basis
This type of sailplane has been approved by the Luftfahrt-Bundesamt (LBA) in
accordance with:
Airworthiness requirements:
JAR Part 22 „Sailplanes and powered sailplanes“, change 5, issued 28th October
1995.
The Type Certificate No. 413 has been issued on March 12. 2002.
Category of Airworthiness: "Utility" or
„Aerobatic“ with 18m span without waterballast and
if the required equipment is installed.

Flight manual DG-1000S
Issued: March 2002 1.3
1.3 Warnings, cautions and notes
The following definitions apply to warnings, cautions and notes used in the
flight manual.
"Warning" means that the non observation of the
corresponding procedure leads to an
immediate or important degradation of the
flight safety.
"Caution" means that the non observation of the
corresponding procedure leads to a minor or
to a more or less long term degradation of
the flight safety.
"Note" draws the attention on any special item not
directly related to safety but which is
important or unusual.
Flight manual DG-1000S
Issued: March 2002 1.4
1.4 Descriptive data
The DG-1000S is a two-place high performance sailplane for training and cross
country flying and in addition for aerobatic training.
The DG-1000S is available with different spans:
A) Wing constructed from carbonfibre reinforced plastics with parting at y=
8,6m and wing tips for 20 m span with Winglets.
Wing tips for 18 m span are optional.
B) Wing constructed from carbonfibre reinforced plastics with 18 m span
without parting.
Parting at y= 8,6m is optional
• Automatic hoo ups for all controls.
• Comfortable seating and modern coc pit design similar to the DG-single-
seaters - safety coc pit.
• Large 2 piece canopy for very good in-flight vision.
• Draught free canopy demist and 1 adjustable swivel air vent for each pilot.
• Sealed airbra e and landing gear boxes.
• Controls in each coc pit.
• All controls are operated with the left hand, which enables the right hand to
remain on the control stic .
The DG-1000S is available with 3 different versions of the undercarriage:
A) Very high spring mounted retractable main wheel with disc-bra e, tail wheel.
B) High spring mounted retractable main wheel with disc-bra e, tail wheel and
nose wheel
C) Fixed spring mounted main wheel with drum-bra e, tail wheel and nose
wheel.
The main undercarriages versions B and C are interchangeable.
Other characteristics:
Waterballast in the wings and in the fin are optional with 18m span and standard
with 20m span.
Standard: A ballast-box is installed in the fin. It can be used to compensate the
mass of the rear pilot and as a trim-possibility for heavy pilots.
Max. ballast capacity: 12 g.
Option: 2 ballast boxes in the front coc pit. The trim-weights used for the trim-
ballast box in the fin also fit into these ballast boxes.

Flight manual DG-1000S
Issued: March 2002 1.5
Technical data
Span m 18 20
Wing area m216,72 17,53
Aspect ratio / 19,38 22,82
Length m 8,57
Fuselage height m 1,0
Fuselage width m 0,73
Span of the horizontal tailplane m 3,2
Waterballast Wings max. g (l) 160 160
Waterballast fin max. g 6,2
Trim ballast fin max. g 12
Empty mass with basic instruments* ca. g 411 415
Wing loading (with one Pilot 80 g) ca. g/m² 29,4 28,2
max. ta e off mass (max. TOW) g 750 750
max. wing loading g/m² 44,9 42,8
Aerobatics unlimited
Category „A“
simple
max. TOW for aerobatics and with
fixed undercarriage
g 630 630
max. speed m/h 270 270
*Options will increase the empty mass accordingly!
Flight manual DG-1000S
Issued: March 2002 1.6
1.5 Three view drawing

Flight manual DG-1000S
Issued: March 2002 LBA app. 2.1
2 Limitations
Section
2.1 Introduction ..............................................................................................2.2
2.2 Airspeed ...................................................................................................2.3
2.3 Airspeed Indicator Mar ings ...................................................................2.4
2.4 Mass (weight)...........................................................................................2.5
2.5 Centre of gravity.......................................................................................2.6
2.6 Approved manoeuvres .............................................................................2.6
2.7 Manoeuvring load factors ........................................................................2.7
2.8 Flight crew................................................................................................2.7
2.9 Kinds of operation....................................................................................2.8
2.10 Minimum equipment................................................................................2.9
2.11 Aerotow, winch and autotow launching ................................................2.10
2.11.1 Wea lin s........................................................................................2.10
2.11.2 Towing cables ..................................................................................2.10
2.11.3 Max. towing speeds..........................................................................2.10
2.11.4 Tow Release .....................................................................................2.10
2.12 Crosswinds .............................................................................................2.10
2.13 Tyre Pressure..........................................................................................2.11
2.14 Waterballast............................................................................................2.11
2.15 Fin tan ...................................................................................................2.11
2.16 Trim ballast box in the fin......................................................................2.11
2.17 Limitations placards ...............................................................................2.12
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Flight manual DG-1000S
Issued: March 2002 LBA app. 2.2
2.1 Introduction
Section 2 includes operating limitations, instrument mar ings and basic placards
necessary for safe operation of the glider, its standard systems and standard
equipment.
The limitations included in this section have been approved by the LBA.

Flight manual DG-1000S
Issued: March 2002 LBA app. 2.3
2.2 Airspeed
Airspeed limitations and their operational significance are shown below
Speed IAS
m/h
( ts.)
Remar s
VNE Never exceed
speed
270
(146)
Do not exceed this speed in any operation
and do not use more than 1/3 of control
deflection.
VRA Rough air speed 185
(100)
Do not exceed this speed except in smooth
air and then only with caution. Rough air
is in lee-wave rotors, thunderclouds,
visible whirlwinds or over mountain crests
etc.
VAManoeuvring
speed
185
(100)
Do not ma e full or abrupt control
movement above this speed, because
under certain conditions the sailplane may
be overstressed by full control movement.
VWMaximum winch-
launching speed
150
(81)
Do not exceed this speed during winch- or
auto-tow-launching
VTMaximum aero-
towing speed
185
(100)
Do not exceed this speed during
aerotowing.
VLO Maximum landing
gear operating
speed
185
(100)
Do not extend or retract the landing gear
above this speed.
Warning: At higher altitudes the true airspeed is higher than the indicated
airspeed, so VNE is reduced with altitude according to the table below, see also
section 4.5.5.
Altitude in [m] 0-3000 4000 5000 6000 7000 8000
VNE indicated m/h 270 256 243 230 217 205
Altitude in [ft] 0-10000 13000 16000 20000 23000 26000
VNE indicated ts. 146 138 131 124 117 111
Flight manual DG-1000S
Issued: March 2002 LBA app. 2.4
2.3 Airspeed Indicator Markings
Airspeed indicator mar ings and their colour code significance are shown
below.
Mar ing (IAS) value
or range
m/h ( ts)
Significance
Green Arc 88 – 185
(47.5 – 100)
Normal operating range
(Lower limit is the speed 1,1*VS1
with maximum mass and foremost
C.G.
Upper limit is the maximum rough
air airspeed.)
Yellow Arc 185 – 270
(100 – 146)
Manoeuvres must be conducted with
caution and only in smooth air.
Red Line 270
(146)
Maximum speed for all operations.
Yellow triangle 100
(54)
Approach speed at maximum weight
without water ballast .

Flight manual DG-1000S
Issued: March 2002 LBA app. 2.5
2.4 Mass weight)
Category A „Aerobatic“
Maximum ta e off weight: 630 g 1389 lbs.
Maximum landing weight: 630 g 1389 lbs.
Category „Utility“, retractable main wheel:
with waterballast:
Maximum ta e off weight: 750 g 1653 lbs.
Maximum landing weight: 750 g 1653 lbs.
without waterballast: Maximum ta e-off and landing mass = WNLP + Wwings
WNLP = Maximum mass of the non lifting parts (see below)
Wwings = actual mass of the wings
Maximum weight of the non lifting parts = 469 g 1034 lbs.
Category „Utility“, fixed main wheel:
Maximum ta e off weight: 630 g 1389 lbs.
Maximum landing weight: 630 g 1389 lbs.
Caution: It is recommended to dump the waterballast before landing on
airfields. Dump the ballast before an outlanding in any case.
Maximum mass in baggage compartment: 15 g 33 lbs.
Caution: Heavy pieces of baggage must be secured to the baggage
compartment floor (screwing to the floor or with belts). The max. mass secured
on one half of the floor (left and right of fuselage centre line) should not exceed
7,5 g (16.5 lbs.).
Ballast
1. Maximum waterballast
in the wings: 160 g 353 lbs.
in the fin 6,2 g 13.7 lbs.
2. Maximum mass in the trim-ballast box in the fin: 12 g 26.5 lbs.
The max. ta e off mass is not to be exceeded with 1. and 2. together.
Warning: Follow the loading procedures see section 6.
Flight manual DG-1000S
Issued: March 2002 LBA app. 2.6
2.5 Centre of gravity
Centre of gravity range in flight is
190mm (7.48 inch) up to 440mm (17.32 inch) behind datum.
Datum = wing leading edge at the rootrib.
reference line = aft fuselage centre line horizontal.
C.G. diagrams and loading chart see sect. 6.
2.6 Approved manoeuvres
Category „Utility“:
The glider is certified for normal gliding in the "Utility" category.
Simple aerobatics are approved but only without waterballast and with the
weight of the rear pilot compensated by ballast in the ballast box in the fin see
section 6.8.7.
The following aerobatic manoeuvres are approved with all spans:
Spins Chandelle
Inside loop Turn
Lazy Eight
Recommended entry speeds see section 4.5.8.1.
Category „Aerobatic“
Span 18 m without waterballast, max. mass 630 g (1389 lbs.) and with the
required equipment see section 2.10 installed and with the weight of the rear
pilot compensated by ballast in the ballast box in the fin see section 6.8.7.
In addition to the manoeuvres in category „Utility“ the following manoeuvres
are approved:
Inverted flight half flic roll from normal to inverted flight with
half loop
half loop and half roll half flic roll from inverted to normal flight
half roll and half loop
slow roll
Recommended entry speeds see section 4.5.8.2.

Flight manual DG-1000S
Issued: March 2002 LBA app. 2.7
2.7 Manoeuvring load factors
The following load factors must not be exceeded:
Category Utility Aerobatic
at manoeuvring speed VA+5,3 -2,65 +7,0 -5,0
at max. speed VNE +4,0 -1,5 +7,0 -5,0
with airbra es extended VNE +3,5 0 +3,5 0
2.8 Flight crew
a) single seated, only permissible in the front seat
max. load in the front seat 110 g (242 lbs.)
min. load in the front seat see placard in coc pit and weighing
report page 6.7
b) two seated
max. coc pit load is 210 g (463 lbs.) with a max. of 105 g (231 lbs.) in the
front seat or 110 g (242 lbs.) in the front seat and 90 g (198 lbs.) in the rear
seat.
min. coc pit load in the front seat is the min. coc pit load see a) minus 40%
of the load in the rear seat. This means that 10 g (22 lbs.) in the rear seat
replaces 4 g (8.8 lbs.) missing coc pit load in the front seat.
With these loads, the C.G. range given under 6.8 will be ept in the limits if the
empty weight C.G. is in its limits. See loading chart in sect. 6.8.
Caution:
With lower pilot weights lead ballast must be added to the seat.
Ballast put on the seat (lead ballast cushion) must be fastened at the safety belt
anchor point.
Option: Provision for removable trim-ballast in the front coc pit see sect 7.15.1.
Note: For Australia the lower limit for the min. load in the coc pit should not
exceed 66 g (146 lbs.). A provision for removable ballast see sect. 7.15.1 is
mandatory.
Flight manual DG-1000S
Issued: March 2002 LBA app. 2.8
2.9 Kinds of operation
A) All configurations
Flights according to VFR (daylight)
Aerotow
Winch- and auto-launching
B) In addition when flying without waterballast
1. Cloud flying (daylight): permitted when properly instrumented (see
section 2.10).
2. Simple aerobatics see sect. 4.5.8.1. Category „Utility“
3. Aerobatics see section 4.5.8.2. Category „Aerobatic“ if the required
equipment (see section 2.10 c) ) is installed, only with 18 m span.
Note: Cloud flying is not permitted in the USA, Canada and Australia.

Flight manual DG-1000S
Issued: March 2002 LBA app. 2.9
2.10 Minimum equipment
As minimum equipment only the instruments and equipment specified in the
equipment list (see maintenance manual) are admissible.
Note: The actual equipment list is filed in the enclosures of the maintenance
manual.
a) Normal operation
Airspeed indicator Range: 0-300 m/h (0-165 ts.);
Speed range mar ings see sect. 2.3
Altimeter Range: 0 – min. 10.000 m,
Altimeter with fine range pointer, 1 turn max. 1000 m (3000 ft.)
Four piece symmetrical safety harness
VHF - transceiver (ready for operation)
Outside air temperature gauge with probe in the fuselage nose.
Mar ing blue for temperatures below 2°C, (36°F).
Battery Z110 or a ballast weight of 5.5 g (12.1 lbs.) installed in the battery
box in the fin
Parachute automatic or manual type or a suitable firm bac cushion
approximately 8 cm ( 3 in.) thic for the front seat and 3 – 8 cm (1 – 3 in.)
thic for the rear seat
Required placards, check lists
Flight and maintenance manual.
b) In addition for cloud flying
(Not permitted in the USA, Canada and Australia)
Variometer
Turn and bank indicator
c) In addition for aerobatics (Category Aerobatic)
Accelerometer capable of retaining max. and min. g-values
with mar ings red radial lines at +7 g and -5 g.
Safety bows at the rudder pedals (standard equipment)
Remark:
Experience has shown that the installed airspeed indicator system may be used
for cloud flying.
Flight manual DG-1000S
Issued: March 2002 LBA app. 2.10
2.11 Aerotow, winch and autotow launching
2.11.1 Weak links
max. 10000 N + 10%
max. 2200 lbs. ± 10%
2.11.2 Towing cables
For aerotow 30-70 m (100 - 230 ft)
Material: hemp- or plastic fibres
2.11.3 Max. towing speeds
maximum maximum
Aerotow VT = 185 m/h 100 ts.
Winch- and autotow VW = 150 m/h 81 ts.
2.11.4 Tow Release
The C.G. tow release (installed in front of the main wheel) is suitable only for
winch- and auto launching..
The nose hoo is to be used only for aerotow.
2.12 Crosswinds
The demonstrated crosswind velocity is 15 m/h (8 ts.) according to the
airworthiness requirements.

Flight manual DG-1000S
Issued: March 2002 LBA app. 2.11
2.13 Tyre Pressure
Main wheel 2,5 bar (36 psi)
Nose wheel (if installed) 2,5 bar (36 psi)
Tail wheel 4,0 bar (58 psi)
2.14 Waterballast
Max. capacity 80 l (21.1 U.S. gal) per wing.
Filling the water ballast is only allowed with a filling system which enables
determination of the exact amount of ballast filled, e.g. water gauge or calibrated
canisters. Only symmetrical loading is allowed.
After filling, balance the wings by dumping enough water from the heavy wing,
see 4.2.2.
Flight with lea ing watertan s is prohibited, as this may result in asymmetrical
loading condition.
Warning: Follow the loading chart, see section 6.8.
The max. ta e off weight must not be exceeded.
2.15 Fin tank
Warning: As it is dangerous to fly with empty wing tan s while ballast is
resting in the fin, it is prohibited to fill water into the fin tank if there is any
risk of icing. The flight conditions must comply with the following table:
min. ground temperature °C 13,5 17 24 31 38
°F 56 63 75 88 100
max. flight altitude m 1500 2000 3000 4000 5000
ft 5000 6500 10000 13000 16500
In addition the outside air temperature OAT gauge is to be watched.
The OAT should not be lower than 2°C 36°F)!
2.16 Trim ballast box in the fin
A box for ballast (trim-weights) is installed in the fin. It can be used to
compensate the mass of the rear pilot and as a trim-possibility for heavy pilots.
Warning: Follow the loading chart see 6.8.7.
Flight manual DG-1000S
Issued: March 2002 LBA app. 2.12
2.17 Limitations placards
Other cockpit placards
see section 7
DG Flugzeugbau GmbH
Type: DG – 1000S Serial No.: 10- S
Year o construction:
Maximum airspeeds km/h kts.
Winch launching 150 81
Aero-tow 185 100
Manoeuvring VA185 100
Rough air 185 100
Maximum speed VNE 270 146
Approved aerobatic manoeuvres, only without
waterballast:
Pos. Loop, Chandelle, Spin, Stall turn
In addition Category A:
Only with 18 m span without waterballast:
Half loop and half roll, half roll and half loop, slow roll,
inverted flight, half positive flick roll from normal flight with
half loop, half negative flick roll from inverted flight
Maximum mass:
Category A
and Category U with ixed main wheel
630 kg 1389 lbs.
Category U 750 kg 1653 lbs.
Cate
g
or
y
U without waterballast k
g
lbs.
Gepä k max. 15 kg
baggage max. 33 lbs.
Reifendru k 2,5 bar
Tyre pressure 36 psi
Main wheel
Sollbru hstelle 10000 N
rated load 2200 lbs.
Reifendru k 2,5 bar
Tyre pressure 36 psi
Nose wheel (if installed)
Reifendru k 4 bar
Tyre pressure 58 psi
Tail wheel
Ballast box in the fin
Min. load in the front seat
kg
kg
At the control-light in the front
instrument panel
Altitude in [m] 0-3000 4000 5000 6000 7000 8000
VNE IAS km/h 270 256 243 230 217 205
Altitude in [ t] 0-10000 13000 16000 20000 23000 26000
VNE IAS kts. 146 138 131 124 117 111
Co kpit Che k
1. Lead ballast ( or under weight pilot)?
2. Parachute worn properly?
3. Sa ety harness buckled?
4. Front seat: pedals adjusted?
Rear seat: seating height adjusted?
5. All controls and knobs in reach?
6. Altimeter?
7. Dive brakes cycled and locked?
8. Positive control check ? (One person at the control
sur aces).
9. Fin ballast tank emptied or correct amount illed in?
10. Trim ballast box in the in, correct amount illed in?
Locking device completely engaged?
11. Trim?
12. Both cano
p
ies locked?
Warning:
Rigging o the horizontal
tailplane is only permitted with
ull nose down trim-setting!
at the upper left hand side
of the fin
Loading hart
Cockpit load ront seat rear seat (Parachute
maximum 110 kg 242 lbs. 90 kg 198 lbs. included)
or maximum 105 kg 231 lbs. 105 kg 231 lbs.
minimum kg lbs. / /
With lower pilot weight necessary ballast must be added.
limits or use o the waterballast tank
°C13.517243138
minimum
ground temperature °F 56 63 75 88 100
m 1500 2000 3000 4000 5000maximum light
altitude above GND t. 5000 6500 10000 13000 16500

Flight manual DG-1000S
Issued: March 2002 LBA app. 3.1
3 Emergency procedures
Section
3.1 Introduction ..............................................................................................3.2
3.2 Canopy jettison.........................................................................................3.2
3.3 Bailing out................................................................................................3.2
3.4 Stall recovery............................................................................................3.2
3.5 Spin Recovery ..........................................................................................3.3
3.6 Spiral dive recovery .................................................................................3.3
3.7 Recovery from unintentional cloud flying...............................................3.3
3.8 Flight with asymmetric waterballast ........................................................3.4
3.9 Defective fin ballast dump .......................................................................3.4
3.10 Emergency wheel up landing ...................................................................3.4
3.11 Emergency ground loop ...........................................................................3.5
3.12 Emergency landing on water....................................................................3.5
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Flight manual DG-1000S
Issued: March 2002 LBA app. 3.2
3.1 Introduction
Section 3 provides a chec list and amplification for coping with emergencies
that may occur. Emergency situations can be minimized by proper pre-flight
inspections and maintenance.
Caution: Canopy jettison and bailing out should be trained several times on the
ground before flying the aircraft.
3.2 Canopy jettison
To bail out the white-red canopy opening handle (left) has to be operated with
your right hand. Open the canopy as far as possible. If the canopy is not blown
away by the oncoming air, you may release the open canopy by operating the
red emergency release handle (right) with your left hand.
The retaining lines will tear off.
3.3 Bailing out
First jettison both canopies, then open the safety harness and bail out.
The low walls of the front coc pit allow for a quic push-off exit.
3.4 Stall recovery
Easing the stic forward and pic ing up a dropping wing with sufficient
opposite rudder the glider can be recovered from the stall.
To recognize and prevent the stall, please refer to section 4.5.2.

Flight manual DG-1000S
Issued: March 2002 LBA app. 3.3
3.5 Spin Recovery
Apply full opposite rudder against direction of the spin, pause.
Then ease stic forward until the rotation ceases, centralize the controls and
carefully pull out of the dive.
The ailerons should be ept neutral during recovery.
Caution: To prevent unintentional spinning do not stall the sailplane. Fly with
enough speed reserve especially in gusty conditions and in the landing pattern.
Intentional spins with waterballast are not permitted.
Height loss during recovery ca. 50-100 m (160-320ft)
max. speed during recovery max. 200 m/h (108 ts.)
3.6 Spiral dive recovery
Apply rudder and aileron in opposite direction and carefully pull out of the dive.
Spiral dive occurs only when spinning more than 2 turns with medium C.G.
positions, see section 4.5.8.
To prevent spiral dives intentional spinning should only be executed at aft C.G.
positions.
Recovery from unintentional spinning should be done immediately.
3.7 Recovery from unintentional cloud flying
Spins are not to be used to loose altitude. In an emergency, pull out the dive
bra es fully before exceeding a speed of 200 m/h and fly with max. 200 m/h
(108 ts.) until leaving the cloud.
At higher speeds up to VNE pull out the dive bra es very carefully because of
high aerodynamic and g-loads.
Flight manual DG-1000S
Issued: March 2002 LBA app. 3.4
3.8 Flight with asymmetric waterballast
If you suspect that the waterballast does not dump symmetrically you have to
close the dump valves of the wingtan s immediately, to avoid greater
asymmetry.
Asymmetry can be verified by the necessary aileron deflection in straight flight
at low airspeeds.
When flying with asymmetric waterballast you have to increase the airspeed,
especially in turns, so that you can avoid a stall at all costs.
Fly the landing pattern and touch down aprox. 10 m/h (6 ts.) faster than
usually and after touch down control carefully the ban angle to avoid the wing
touching the ground too early.
3.9 Defective fin ballast dump
If the fin ballast dump valve handle can be operated with unusually low effort (
force of the retaining spring is no longer apparent), you must assume that the fin
ballast may no longer be dumped. In such a case, to avoid unsafe rearward C.G
position, do not dump the wing ballast. Ta e into account the high mass of your
glider and especially for the landing, increase the approach speed accordingly.
3.10 Emergency wheel up landing
It is not recommended to execute a wheel up emergency landing, as the energy
absorption capability of the fuselage is much smaller than that of the landing
gear.
If the landing gear can't be extended touch down with small angle of attac .

Flight manual DG-1000S
Issued: March 2002 LBA app. 3.5
3.11 Emergency ground loop
If there is the ris of overshooting the landing strip you have to decide at least
40 m (130 ft) before the end of the field to execute a controlled ground loop:
- If possible turn into the wind!
- At the same time try to lift the tail by pushing the stic forward.
3.12 Emergency landing on water
From the experience with emergency water landing we now that it is li ely that
the sailplane will dive into the water, coc pit first.
Therefore an emergency landing on water should be the last choice.
In the case of a water landing, however, extend the landing gear.
Flight manual DG-1000S
Issued: March 2002 LBA app. 4.1
4 Normal procedures
Section
4.1 Introduction ..............................................................................................4.2
4.2 Rigging and derigging, filling the watertan s..........................................4.2
4.2.1 Rigging ...............................................................................................4.2
4.2.2 Filling the wing water ballast tan s ...................................................4.4
4.2.3 Filling the fin ballast tan ..................................................................4.5
4.2.4 Ballast box in the fin ..........................................................................4.5
4.2.5 Derigging............................................................................................4.6
4.3 Daily Inspection .......................................................................................4.7
4.4 Pre-flight inspection ...............................................................................4.10
4.5 Normal procedures and recommended speeds.......................................4.11
4.5.1 Launch ..............................................................................................4.11
4.5.2 Free flight .........................................................................................4.12
4.5.3 Approach and landing ......................................................................4.13
4.5.4 Flight with water ballast...................................................................4.15
4.5.5 Flight at high altitude and at low temperatures................................4.16
4.5.6 Flight in rain .....................................................................................4.17
4.5.7 Cloud flying......................................................................................4.17
4.5.8 Aerobatics.........................................................................................4.18
Pa
g
e

Flight manual DG-1000S
Issued: March 2002 LBA app. 4.2
4.1 Introduction
This section provides chec list and amplification procedures for the conduct of
normal operation. Normal procedures associated with optional systems can be
found in section 9.
4.2 Rigging and derigging, filling the watertanks
4.2.1 Rigging
1. Open the rear canopy.
2. Clean and lube the pins, bushings and the control connections.
3. Rigging the inboard wing panels
All controls hoo up automatically. Therefore set the airbra e handle to the
forward stop.
Ailerons should be held neutral for rigging, airbra es must be loc ed.
Screw one of the rear wing securing pins on the tool W 38/2.
Close both canopies. Push the right wing panel into place. Insert the rear
securing pin with the tool at the rear attachment fitting. Push in the tool so
far that the upper surface of the brass part of the tool is flush with the wing
surface. Screw off the tool. Chec if the loc ing device for the securing pin
has engaged.
Note: If the wing refuses to slip close to the fuselage, you may try to insert
the rigging pin W58 instead of the loc ing pin and try to move the wing
towards the fuselage with help of the conical shape of this pin.
Screw the other securing pin onto the tool.
Open the rear canopy. Push in the left wing. Mount and chec the left
securing pin by the same method as the right side.
Push the two main pins in as far as possible.
Turn the handles up to the fuselage wall, while pulling out the white
securing nob, then release the nob bac to its loc ed position.
Flight manual DG-1000S
Issued: March 2002 LBA app. 4.3
4. Rigging of the stabilizer
Install the battery Z110 or a ballast weight of 5.5 g (12.1 lbs.) in the battery
box in the fin, connect the battery.
Warning: Rigging of the horizontal tailplane is only permitted with full nose
down trim-setting!
Screw the tool W 38/2 into the securing plate (near the top of the left surface
of the fin). Pull out the securing plate with the tool, move it downwards to
engage in the rigging position. Set the stabilizer on, so that the roller at the
fuselage side push rod is inserted into the funnel at the elevator.
Watch carefully the procedure!
When the stabilizer is set down and laying
on the fin, push it aft. The roller will engage
and slide forward in the funnel if you hold
the elevator in the pertinent position.
Release the securing device by pulling out
with the tool and engage the securing device
by lifting the tool. The securing plate must be
flush with the surface of the fin. Screw out the tool.
Check for correct elevator connection by looking from the rear into the
gap at the right hand side of the rudder.
5. Rigging of the outboard wing panels (20m wing extensions or 18 m wing
tips): Insert the wing tip extensions into the wing. Press in the loc ing pin
with your finger.
Insert the wing tip as far as the aileron connector starts to slide onto the
aileron.
Stri e firmly with the palm of your hand on to the wing tip to loc in the
wing tip extension.
6. Tape the gaps of the wing-fuselage junction and at the wing joint.
7. Execute a positive control chec , one helper to hold firmly the control
surfaces is needed.
funnel
rolle
r

Flight manual DG-1000S
Issued: March 2002 LBA app. 4.4
4.2.2 Filling the wing water ballast tanks
First open the fin tan and then open the right wing tan valve (top handle).
Place the right wing tip on the ground. Attach the hose in the water outlet on the
lower surface of the wing. Fill with water. Close the valve.
Place the left wing tip to the ground and fill the left tan accordingly. Filling
with water ballast is only allowed with a filling system which enables you to
determine the exact amount of ballast filled in, e.g. water gauge or calibrated
canisters.
Warning: Fill the hose from your water containers but never from a main
pressure water supply. Filling the wing tan s with excessive pressure (more than
0.2 bar, 3 psi) will definitely burst the wing shell!
Caution: If the tan s are to be filled up completely you must suc the air out of
the tan s with the filling hose, as the tan s have no ventilation line.
Fill with the desired amount of water regarding the loading chart see section
6.8.5.
In case a valve lea s slightly, you may try to pull out the PVC pushrod of the
valve to stop the lea . If this cannot be done successfully refer to maintenance
manual 1.8.1. and 4.1.
It is not allowed to fly with lea ing watertan s, as this may result in
asymmetrical loading condition.
After filling the tan s, chec to see if the wings are balanced. If one wing is
heavier, dump enough water to balance the wings.
Finally press the Teflon-glass-fabric which shall close the dump holes against
the wing-shell. There must be always a small amount of grease on the shell, to
ensure that the covers stic to the shell.
Warning: Follow the loading chart section 6.8 must be observed. The
maximum ta e off weight must not be exceeded.
Flight manual DG-1000S
Issued: March 2002 LBA app. 4.5
4.2.3 Filling the fin ballast tank
This tan must be filled after filling the wingtan s. Determine the amount see
section 6.8.6. Connect the transparent funnel equipped filling hose (supplied
with the aircraft) via the hose connector GRS 10-12 to the hose which comes out
of the left rear end of the fuselage.
The funnel can be suspended at the top of the rudder.
Fill with clean water using a graduated measuring vessel.
In addition you may chec the content level by holding the filling hose against
the scale on the fin.
After filling, push the fin tan dump lever in forward direction (the dump valve
will be closed by a spring).
Then remove the filling hose with the hose connector.
4.2.4 Ballast box in the fin
To fill the ballast box remove the Plexiglas cover plate by inserting a 6mm pin
into the hole of the upper loc ing device and move the loc ing pin downwards.
Determine the amount of trim-weights according to section 6.8.7. Slide the
weights into the rails of the box. The heavy weights with 2,4 g (5.3 lbs.) each
must be installed in the lower 4 sections and the lighter weights with 1,2 g
(2.65 lbs.) each in the upper 2 sections. It doesn’t matter in which sections the
weights are installed (in case that not all sections will be filled up), but it is not
allowed to insert the light weights into the sections for the heavy weights. Close
the compartment.
Warning: Chec that the loc ing device has engaged completely.
A control light in the front instrument panel starts blin ing after each transaction
with the weights. By counting the amount of blin s, the amount of ballast can be
determined. For a heavy weight 2 blin s appear and 1 blin for a light weight,
this means 10 blin s if the box is filled up completely. After a pause of 2-3
seconds the blin ing will be repeated etc. The blin ing can be stopped by
pressing on the control light. Pressing again on the control light reactivates the
blin ing feature.
After filling the ballast box you should chec the correct indication of the
control light.

Flight manual DG-1000S
Issued: March 2002 LBA app. 4.6
4.2.5 Derigging
Derigging follows the reverse of rigging.
Waterballast must be dumped first.
Loc the airbra es.
For disassembling the securing pins of the wings the tool W 38/2 must be
screwed into the thread completely.
The brass part of the tool will then disengage the securing of this bolt.
It is recommended to leave the securing pin in the right wing while you derig the
left wing.
Derigging of the outboard wing panels (20m wing extensions or 18 m wing
tips):
Use a 6 mm diameter pin for pressing in the loc ing pin on the wings upper side.
Pull out the wing tip or the wing tip extension.
Flight manual DG-1000S
Issued: March 2002 LBA app. 4.7
4.3 Daily Inspection
Please eep in mind the importance of the inspection after rigging the glider and
respectively each day prior to the first ta e off. It is for your safety.
Caution: After a heavy landing or if other high loads have been imposed on
your sailplane, you must execute a complete inspection referring to maintenance
manual sect. 2.3 prior to the next ta e off. If you detect any damage, don't
operate your aircraft before the damage is repaired. If the maintenance and
repair manual don't give adequate information, please contact the manufacturer.
A Inspection prior to rigging:
1. Wing roots and spar ends
a) chec for crac s, delamination etc.;
b) chec the bushes and their glued connection in root ribs and the spar
ends for wear;
c) chec the control hoo ups at the rootrib for wear and corrosion;
d) chec the strings which hold the waterbags for sufficient tension (see
maintenance manual sect. 4.1)
2. Fuselage at wing connection
a) chec the lift pins for wear and corrosion;
b) chec the control hoo ups including the water dump system for wear
and corrosion.
3. Top of the vertical fin
a) chec the mounting points of the horizontal tailplane and the elevator
control hoo up for wear and corrosion
b) chec if the battery is installed in the fin and connected
4. Horizontal tailplane
chec the mounting points and the elevator control hoo up for wear and
corrosion;
5. Rigging points for the outboard wing panels
chec the lift pins and bushes for wear and corrosion and chec their glued
connections. Chec the loc ing device for function and sufficient spring
force.

Flight manual DG-1000S
Issued: March 2002 LBA app. 4.8
B Inspection after rigging - Walk around the aircraft
1. All parts of the airframe
a) chec for flaws such as bubbles, holes, bumps and crac s in the
surface;
b) chec leading and trailing edges of the wings and control surfaces for
crac s;
2. Coc pit area
a) chec the canopy loc ing mechanism;
b) chec the canopy emergency release see section 7.14 (not each day,
but min. every 3 month);
c) chec the main pin securing;
chec the securing ropes of the headrest (not applicable for the
Version mounted at the lift pin tube);
d) chec all controls for wear and function, incl. positive control chec ;
e) chec the tow release system for wear and function incl. cable release
chec ;
f) chec for foreign objects;
g) chec the instrumentation for wear and function;
h) chec the radio and other parts of the electric system (fuses!) for
function. If there is no electrical power, it can be expected that the
battery in the fin is not fitted. Flying without this battery is not
permitted, as otherwise the forward C.G. limit may be exceeded
i) chec the bra e fluid level;
j) chec if the fin tan is empty
3. C.G. Tow hoo
a) chec the ring muzzle of the C.G. hoo for wear and function;
b) chec for cleanliness and corrosion;
Flight manual DG-1000S
Issued: March 2002 LBA app. 4.9
4. Main landing gear and nose wheel (if fitted)
a) chec the struts, the gear box, the gear doors and the tyre for wear; dirt
in the struts can hinder the landing gear from loc ing over centre the
next time!;
b) chec the tyre pressure;
main wheel: 2.5 bar - 36 psi
nose wheel: 2.5 bar - 36 psi
c) chec wheel bra e and hose for wear and function;
5. Left wing
a) chec loc ing of the outboard wing;
b) chec the aileron for excessive free play;
c) chec airbra e- and box and control rod for wear and free play. It
must be possible to retract the airbra e, even if it is pressed bac wards
in direction of flight. If there is any water in the airbra e box this has
to be removed;
d) chec the loc ing of the rear wing attachment pin.
6. Tail wheel
a) chec for wear, free play and excessive dirt in the wheel box. Remove
excessive dirt prior to ta e off;
b) chec tyre pressure: 4 bar -58 psi;
7. Rear end of the fuselage
a) chec the lower rudder hinge and the connection of the rudder cables
for wear, free play and correct securing;
b) chec the bul head and fin trailing edge shear web for crac s and
delamination;
8. Fin - horizontal tail
a) chec the upper rudder hinge for wear and free play;
b) chec the elevator for free play and correct control hoo up, loo from
the rear into the gap at the right hand side of the rudder;
c) chec the securing of the stabilizer;
d) chec the horizontal tail for free play;
e) chec the TE or Multiprobe for correct insertion and fix it with tape
f) chec the trim-weight box, correct number of weights, loc ing device
completely engaged?
9. Right wing see item 5.
10. Fuselage nose
a) chec the ports for the static pressure and the pitot pressure for
cleanliness.
b) if the sailplane was par ed in rain, you have to empty the static ports
by suc ing out the water at the ports.
c) chec the nose hoo for cleanliness and corrosion.