DG Flugzeugbau DG-800B Technical specifications

DG Flugzeugbau GmbH
Otto-Lilienthal-Weg 2 / Am Flugplatz •
••
•D-76646 Bruchsal •
••
•Germany
Postbox 1480, D-76604 Bruchsal •
••
•Germany
Tel. [phone] •
••
•Telefax 07251 3020-200 •
••
•eMail: [email protected]
Spare part and material sales: Tel. [phone] •
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•[email protected]
www.dg-flugzeugbau.de
FLIGHT MANUAL
for the
MOTORGLIDER
DG-800B
Model: DG-800B (SOLO 2 625 01)
German Data Sheet No.: 873
Factory Serial No.: ____________________
Registration No.: ____________________
Date of Issue: March 1998
Pages as indicated by "App." are approved by:
(Signature) __________________________
(Authority) __________________________
(Stamp) __________________________
(Original date of approval) __________________________
This motorglider is to be operated in compliance with information and
limitations contained herein.
The original German Language edition of this manual has been
approved as operating instruction according to "Paragraph 12(1) 2. of
Luft-Ger Po".
Approval of translation has been done by best knowledge and
judgement.
0.0
Flight manual DG-800B
Warnings
All sailplanes, especially those with retractable powerplants, 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 work, 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 remarks and notes given in the manuals.
•Never take off without executing a serious pre-flight inspection according to
the flight manual!
•Never take-off with a motorglider without checking the max. engine RPM
and the ignition circuits!
•Always respect the relevant safety altitudes!
•With a motorglider never rely completely on the engine extending and
starting. Plan your flight path so that you are always able to carry out a safe
outlanding if necessary. Be aware that with the engine extended but not
running the rate of sink increases remarkably. This means that with a
motorglider you have to decide earlier for an outlanding than with a pure
sailplane.
•Selflaunch only if you are sure that with an engine failure during the initial
climb there is the possibility to execute a safe outlanding or to return to the
airfield.
•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 types of fuel and oil for your motorglider as specified in the
flight manual.
•Use only the battery chargers as specified in the flight manual.
•Don’t execute yourself any work on the control system except for greasing.
•Repairs and maintenance work should only be accomplished by the
manufacturer or at certified repair stations rated for this type of work. 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
checked annually, see maintenance manual section 2.
Issued: February 1999

Flight manual DG-800B
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 black
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
1 4.12, 7.8,
7.15 Modification of the fuel system from ser.no. 8-
103 on
Dec.
1997 /
2 0.3-0.5, 3.5,
3.6, 4.4, 4.5,
4.9, 4.10,
4.12, 4.13,
4.13a, 4.20,
5.12, 7.2,
7.11, 7.12,
7.16, 8.2
Manual revision
TN 873/12 Febr. 1999 March 31.99
3 7.8 Location of the fuses
from ser.no. 8-150 on
ÄM 800/5/99
Febr.
1999 March 31.99
4 7.15 Fuel pumps in line from
ser.no. 8-155 on ÄM
800/6/99
Febr.
1999 March 31.99
5 0.5, 7.5 Parking brake
TN 873/14 June 1999 July 14.99
6 0.4, 0.5,
4.18, 7.8 Wing fuel tank system ÄM 800-9-99 June 1999 July 13.99
7 0.5, 7.8 Manual revision
TN 873/16 Sept. 1999 Nov. 01.99
Issued: see last item 0.1
Flight manual DG-800B
Rev.
No. Affected Pages/
section
Description Issue
Date LBA Approval
Date
Inserted
Date
Signature
8 0.4, 0.5, 4.8,
4.9, 7.14 Hydraulicdiscbrake TN 873/17 (Option) October 1999 Nov. 1. 1999
9 0.4, 4.4, 4.5 Permanently installed
refuelling pump (Option)/
pump control from ser.no.
8-173 on ÄM 800-10-99
Nov.
1999 Nov. 12. 1999
10 0.3, 0.5, 2.7,
6.2 Maximum mass of all non lifting parts ÄM 800-11-99
from ser.no. 8-191 on
Nov.
1999 Dec. 14. 1999
11 0.4, 0.5,
4.12, 7.6, TN 873/19 powerplant control
extension-retraction switch
unit (retrofit, standard from
ser.no. 8-195 on)
May
2000 July 5. 2000
12 0.3, 0.5,
2.10, 7.14 ÄM 800-12-00 Tow hooks/ only for
aerotow (Option)
Sept.
2000 24.10.00
13 0.5, 7.5 TN 873/20
Parking brake combined
with an airbrake securing
device (retrofit, standard
from ser.no. 8-219 on)
Dec.
2000 07.02.01
14 0.3 – 0.5,
1.5, 1.6, 3.6,
4.12, 4.13,
4.13a, 4.19,
4.20, 4.22,
7.3, 7.6, 7.7
ÄM 800/13/00
Vertical tailplane, steerable
tailwheel, powerplant incl.
electrics
from ser.no. 8-219 on
Dec.
2000 12.02.01
15 0.3, 0.4,
2.7, 4.14,
4.26
TN 873/23
manual revision Febr. 2001 26.02.01
Issued: see last item 0.2

Flight manual DG-800B
0.2 List of effective pages
Section page issued replaced replaced
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0.6 Nov. 97
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Issued: February2001 TN 873/23 0.3
Flight manual DG-800B
0.2 List of effective pages (cont.)
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App. 4.4 Nov. 97 Febr. 99 Nov. 99
" 4.5 " Febr. 99 Nov. 99
"4.6 "
"4.7 "
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" 4.9 " Febr. 99 Oct. 99
4 " 4.10 " Febr. 99
"4.11 "
" 4.12 Dec. 97 Febr. 99 May 00
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" 4.13 Nov. 97 Febr. 99 Dec.00
" 4.13a Febr. 99 Dec.00
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App. 5.7 "
5.8 "
5.9 "
5.10 "
5.11 "
5.12 " Febr. 99
Issued: February2001 TN 873/23 0.4

Flight manual DG-800B
0.2 List of effective pages (cont.)
Section page issued replaced replaced replaced
66.1"
6.2 " Nov. 99
6.3 "
6.4 "
6.5 "
6.6 "
6.7 "
6.8 "
6.9 "
6.10 "
7 App. 7.1 "
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7.3 " Dec.00
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7.5 " Dec. 00
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7.8 Dec. 97 Febr. 99 June 99 Sept. 99
7.9 Nov. 97
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7.13 "
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7.15 Dec. 97 Febr. 99
7.16 Nov. 97 Febr. 99
7.17 "
7.18 "
88.1"
8.2 " Febr. 99
8.3 "
8.4 "
8.6 "
8.5 "
8.7 "
99.1"
Issued: December 2000 ÄM 800-13-00 0.5
Flight manual DG-800B
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 8
(a non-approved section)
Supplements 9
Issued: November 1997 0.6

Flight manual DG-800B
Section 1
1. General
1.1 Introduction
1.2 Certification basis
1.3 Warnings, cautions and notes
1.4 Descriptive data
1.5 Three view drawing
Issued: November 1997 1.1
Flight manual DG-800B
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-800B motorglider.
This manual includes the material required to be furnished to the pilot by
JAR Part 22. It also contains supplemental data supplied by the
motorglider manufacturer.
1.2 Certification basis
This type of motorglider has been approved by the Luftfahrt-Bundesamt
(LBA) in accordance with:
Airworthiness requirements:
JAR Part 22 sailplanes and powered sailplanes
Change 4, issued 27th, June 1989.
Noise requirements: Chapter VI LSL (BAZ announcement issued March
19th, 1989)
The Type Certificate No. 873 has been issued on September 9. 1997.
The engine SOLO 2625 01 has been included to the TC data sheet on
March 20. 1998 (issue 3 of TC data sheet No. 873).
Category of Airworthiness: Utility
Issued: March 1998 1.2

Flight manual DG-800B
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.
Issued: November 1997 1.3
Flight manual DG-800B
1.4 Descriptive data
The DG-800B is a singleseater high performance selflaunching
motorglider with retractable powerplant.
Technical details
2-piece wing or 4 piece wing with parting at y = 7.25 m (Option).
Wing tips with Winglets for 15 m span (Option)
Removable Winglets for 18 m span (Option)
Automatic hook-ups for all controls.
Comfortable seating and modern cockpit design, safety cockpit.
Large canopy for very good inflight vision.
Draught free canopy demist and adjustable direct ventilation.
Sealed airbrake- and landing gear boxes.
Retractable main wheel, spring mounted.
Steerable tailwheel.
All controls including the engine are operated with the left hand, which
enables the right hand to remain on the control stick.
Powerplant and powerplant controls
Electrical engine extension-retraction, operated automatically with the
ignition switch or manually as back-up, electronic safety devices to avoid
misoperation.
Engine control instruments with digital LCD indication (Microprocessor
technology).
Liquid cooled Solo 2 625 01 two stroke engine appr. 39 kW (53 hp) take
off power.
Reduction 3 : 1
Propeller: diameter 1.52 m (4.99 ft).
Further details:
Waterballast in the wings as an option.
Wing fuel tanks as an option.
Issued: November 1997 1.4

Flight manual DG-800B
1.5 Technical data
Wingspan
m (ft) 15 (49.2) 18 (59.1)
Wing surface
m²(ft²) 10.68 (115.0) 11.81 (127.8)
Aspect ratio
/ 21.07 27.42
Mean aerodynamic chord MAC
m (ft) 0.734 (2.41) 0.700 (2.30)
Length
m (ft) 7.055 (23.15)
Fuselage width
m (ft) 0.63 (2.07)
Fuselage height
m (ft) 0.81 (2.66)
Horizontal tail span
m (ft) 2.52 (8.27)
max. waterballast
kg(US.gal) 100 (26.4)
empty weight wings
without parting
appr. kg (lbs) / 335 (739)
empty weight
Wings with parting
appr. kg (lbs) 334 (736) 338 (745)
Wing loading with 80 kg (176 lbs) payload appr.
kg/m²(lbs/ft²) 38.8 (7.95) 35.4 (7.25)
a) Tow launch
max.weight
kg(lbs) 525 (1157) 525 (1157)
max. wing loading
kg/m²(lbs/ft²) 49.2 (10.08) 44.5 (9.11)
b) Self launch
max. weight
kg(lbs) 480 (1058) 525 (1157)
max. wing loading
kg/m²(lbs/ft²) 44,9 (9.20) 44.5 (9.11)
Issued: December 2000 ÄM 800/13/00 1.5
Flight manual DG-800B
1.5 3viewdrawing
Issued: December 2000 ÄM 800/13/00 1.6
Issued: December 2000 ÄM 800/13/00 1.6
1800
0

Flight manual DG-800B
Section 2
2. Limitations
2.1 Introduction
2.2 Airspeed
2.3 Airspeed indicator markings
2.4 Power plant
2.5 Power plant instrument markings
2.6 Fuel
2.7 Weight
2.8 Centerofgravity
2.9 Approved manoeuvres
2.10 Manoeuvring load factors
2.11 Flight crew
2.12 Kinds of operation
2.13 Minimum equipment
2.14 Aerotow and winch- and autotow - launching
2.14.1 Weak links
2.14.2 Towing cable
2.14.3 Max. towing speeds
2.14.4 Tow release
2.15 Cross wind
2.16 Tyre pressure
2.17 Water ballast (Option)
2.18 Wing fuel tanks (Option)
2.19 Limitations placards
2.20 Other limitations
Issued: November 1997 2.1
Flight manual DG-800B
2.1 Introduction
Section 2 includes operating limitations, instrument markings and basic
placards necessary for safe operation of the motorglider, its engine,
standard systems and standard equipment.
The limitations included in this section have been approved by the LBA.
Issued: November 1997 App. 2.2

Flight manual DG-800B
2.2 Airspeed
Airspeed limitations and their operational significance are shown below:
Speed (IAS)
km/h(kts) Remarks
VNE Never exceed
speed
Powerplant
extended
270
(146)
190
(103)
Do not exceed this speed in any
operation and do not use more
than 1/3 of control deflection.
Do not exceed this speed with the
powerplant extended (engine
idling)
VRA Rough air speed 190
(103) Do not exceed this speed except in smooth air and then only with
caution. rough air is in lee-wave
rotor, thunderclouds etc.
VA Manoeuvring
speed 190 (103) Do not make full or abrupt controlmovementabovethis
speed, because under certain
condition the sailplane may be
overstressed by full control
movement.
VFE Maximum Flap
Extended speed
L
+8°,+5°
150
( 81)
190
(103)
Do not exceed these speeds with
the given flap settings
VW Maximum winch
launching speed 150 ( 81) Do not exceed this speed during winch- or auto-tow-launching
VT Maximum aero-
towing speed 190 (103) Do not exceed this speed during aerotowing
VLO Maximum
landing gear
operating speed
190
(103) Do not extend or retract the landing gear above this spee
VPO Max. speed to
xtend and re-tract
the power-plant
100
( 54) Do not extend or retract the powerplant above this
speed
Warning: At higher altitudes the true airspeed is higher than the indicated
airspeed, so VNE is reduced with altitude see sect. 4.5.9.
Issued: November 1997 App. 2.3
Flight manual DG-800B
2.3 Airspeed Indicator Markings
Airspeed indicator markings and their color code significance are shown
below:
Marking (IAS) value or
range
km/h (kts)
Significance
White Arc 88 -190
(47.5 - 103) Positive Flap Operating
Range
(lower limit is maximum weight
1.1 VSO in landing configuration.
Upper limit is maximum speed
permissible with flaps extended
positive + 8°, + 5°)
Green Arc 97 - 190
(52 - 103) Normal Operating Range (Lower limit is maximum weight
1.1VS1atmostforwardc.g.with
flaps neutral. Upper limit is rough
air speed.)
Yellow Arc 190 - 270
(103 - 146) Manoeuvres must be conducted with caution and only in smooth
air.
Red Line 270
(146) Maximum speed for all operations.
L 150
( 81) Max. speed for landing configuration L
Blue line 90
( 49) Speed of best climb Vy
Yellow
Triangle 105 (57) Approach speed at maximum weight without water ballast
Issued: November 1997 App. 2.4

Flight manual DG-800B
2.4 Power plant
Engine manufacturer: Solo Kleinmotoren
Sindelfingen/Maichingen
Germany
Engine model: Solo 2 625 01
2 cylinder liquid cooled two stroke engine with
dual ignition
Maximum power: Take off: 39 kW (53 PS)
continuous: 39 kW (53 PS)
Max. engine RPM: 6600 RPM
Max. continious RPM: 6300 RPM
Max. coolant temperature: 95°C (203°F)
Note: After engine stop and retraction the coolant temperature may
exceed 95°C. This is acceptable.
Propeller: Diameter 1.52 m (4.99 ft)
Manufacturer: Technoflug, Schramberg, Germany
Model: KS-1G-152-R-122-( )-B
2.5 Power plant instrument markings
Power plant instrument markings and their significance are shown below:
Engine speed indicator:
Centre LCD display, indication digital with 3 digits, limitation data
printed above display:
green 6300 max. continuous RPM
yellow 6300 – 6600 caution range
red 6600 max. RPM
Max. continuous RPM:
When exceeding this RPM a blinking double point appears between the
second and the third digit in the display.
Max. RPM:
When exceeding this RPM the engine speed display starts blinking.
Issued: November 1997 App. 2.5
Flight manual DG-800B
2.5 ff
Coolant temperature indicator:
right LCD display, indication digital with 3 digits, limitation data printed
above display:
red 95°C
When exceeding this temperature the CHT display starts blinking
Fuel quantity indicator:
Limitation data for the non usable amount of fuel printed above the
display:
red 0.5 l
When reaching this quantity LL is displayed and this display starts
blinking.
2.6 Fuel
Fuel capacity:
Fuselage tank:
total: 22.5 l (5.9 US gal.)
Non useable amount of fuel: 0.5l (0.15USgal.)
Useable amount of fuel: 22 l (5.8 US gal)
Wing tank left (Option): 15 l (3.96 US gal.)
Wing tank right (Option): 15 l (3.96 US gal.)
Approved fuel grades: Car super gasoline min.
95 octane (ROZ) (RON)
leaded or unleaded
or: AVGAS 100 LL (only if
super gasoline is not
available)
or: mix 50% AVGAS 100 LL
and 50% Car super gasoline
unleaded min 92 octane
(ROZ) (RON)
mixed with self mixing Super quality two stroke oil - specifiation
TSC 3 respective API TC or higher quality. Mixing ratio 1:50.
Note: The SOLO company recommends CASTROL Super TT oil.
Issued: November 1997 App. 2.6

Flight manual DG-800B
2.7 Mass (weight)
Maximum Take-Off mass:
18 m wing span 525 kg, 1157 lbs
15 m wing span 480 kg, 1058 lbs self launching
525 kg, 1157 lbs tow launching
Max. mass without waterballast: W=WNLP + Wwings
WNLP = max. mass of all non lifting parts
see below
Wwings = actual mass of the wings
Maximum landing mass: 525 kg, 1157 lbs all wing spans
Caution: It is recommended to dump the waterballast before landing on
airfields. Dump the ballast before an outlanding in any case.
Maximum mass of all
non lifting parts = 320 kg (705 lbs) up to serial no 8-190
= 338kg (745 lbs.) from serial no. 8-191 on
Maximum mass in baggage
compartment = 15 kg ( 33 lbs)
Caution: Heavy pieces of baggage must be secured to the baggage
compartment floor.
The max. mass secured on one half of the floor (left and right of fuselage
centre line) should not exceed 7.5 kg (16.5 lbs).
Maximum waterballast
in the wings = 100 kg (220 lbs)
Warning: Follow the loading procedures see sect. 6.
The respective take off mass is not to be exceeded.
2.8 Center of gravity
Center of gravity range in flight is
238 mm (9.37 in.) up to 383 mm (15.08 in.) 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.
Issued: February2001 TN 873/23 App. 2.7
Flight manual DG-800B
2.9 Approved manoeuvres
This sailplane is certified for normal gliding in the "Utility" category.
Simple aerobatics are approved but only without waterballast and with the
engine retracted.
The following aerobatic manoeuvres are approved see sect. 4.5.12:
Manoeuvre recommended entry speed IAS
km/h kts
Spins / /
Inside Loop 180 97
Stall Turn 180 97
Chandelle (climbing) 180 97
2.10 Manoeuvering load factors
The following load factors must not be exceeded:
Airbrakes retracted:
at manoeuvering speed VA + 5.3 -2.65
at max. speed VNE + 4.0 -1.5
Airbrakes extended:
at max. speed VNE + 3.5
Wingflaps in landing setting:
at max. speed VFE = 150 km/h +4.0
2.11 Flight crew
max. load in the seat 110 kg 242 lbs
min. load in the seat see placard in cockpit and weighing report
page 6.5
With these loads, the C.G. range given under 2.8 will be kept in the limits
if the empty weight C.G. is in its limits.
see loading chart in sect. 6.
Caution: With low 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 anchorage points.
Installation for removable trim ballast see sect. 7.16.1.
Note: For Australia the lower limit for the min. load in the cockpit
should not exceed 66 kg (146 lbs). A provision for removable
ballast see sect. 7.16 is mandatory.
2.12 Kinds of operation
A) With waterballast
Flights according to VFR (daylight)
Selflaunching
Aerotow
Winch- and auto-launching
Issued: November 1997 App. 2.8

Flight manual DG-800B
2.12 cont.
B) Only without waterballast and with the engine retracted
1. Cloud flying (daylight): permitted when properly
instrumented (see below).
2. Simple aerobatics see sect. 4.5.12.
Note: Cloud flying is not permitted in the USA, Canada and Australia.
2.13 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 km/h (0-165 kts)
Speed range markings see sect. 2.3
The ASI must be connected to the front static ports
Altimeter
Altimeter with fine range pointer,
Range 0-10000 m (33000 ft) or 12000 m (40000 ft)
1 turn max. 1000 m (3000 ft.)
Magnetic compass (compensated in the aircraft)
Four piece symmetrical safety harness
VHF - transceiver (ready for operation) with noise absorbing earphones
(not required for Canada)
Engine speed indicator
Fuel quantity indicator
Coolant temperature indicator
Engine elapsed time indicator (counts as long as the engine is running)
These 4 indicators are incorporated in the DEI.
Markings and display of the limitations see sect.2.5
Rear view mirror
Fire warning light
Parachute automatic or manual type or a hard back cushion
approximately 8 cm ( 3 in.) thick.
Required placards, check lists and this flight manual
b) In addition for cloud flying (Not permitted in the USA, Canada and
Australia)
Variometer
Turn and bank indicator
Remark: Experience has shown that the installed airspeed indicator
system may be used for cloud flying.
Issued: November 1997 App. 2.9
Flight manual DG-800B
2.14 Aerotow, winch and autotow launching
2.14.1 Weak links max. 6800 N, 1500 lbs.
recommended 6000 N + 10% 1320 lbs. + 10%
2.14.2 Length of the towing cable
for aerotow 30-70 m (100 - 230 ft)
Material: hemp- or plastic fibres
2.14.3 Max. towing speeds
Aerotow VT = 190 km/h, 103 kts.
Winch- and autotow VW = 150 km/h, 81 kts.
2.14.4 Tow Release
The C.G. tow release (installed in front of the main wheel) is suitable for
winch- auto launching and aerotow.
Caution: If an additional front hook is installed (below the instrument
console) it is to be used only for aerotow. Winch launching is not
permitted at this hook,
Warning: Winch launching is not permitted at the front hook even in
case that no C.G. hook is installed.
Note: The front hook is mandatory for Australia.
2.15. Crosswinds
The demonstrated crosswind velocity is 15 km/h (8 kts. ) according to the
airworthiness requirements.
2.16 Tyre Pressure
Main wheel 3.5 bar 51 psi
Tail wheel 2 bar 29 psi
2.17 Waterballast (Option)
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 leaking watertanks is prohibited, as this may result in
asymmetrical loading condition.
Warning: Follow the loading chart, see sect. 6.8.
The respective max. take off weights must not be exceeded.
2.18 Wing fuel tanks (Option)
Max. capacity 15 l (4 U.S. gal.) per wing.
Don't park the DG-800 over night with fuel in the wing tanks.
Issued: September 2000 ÄM 800-12-00 App. 2.10

Flight manual DG-800B
Reifendruck 2 bar
Tyre pressure 29 psi
2.19 Limitations placards
main wheel
tailwheel
Other cockpit placards see sect. 7.
Issued: November 1997 App. 2.11
Reifendruck 3,5 bar
Tyre pressure 51 psi
DG Flugzeugbau GmbH
type: DG 800B year of construction
serial no: 8-
Maximum airspeeds km/h kts.
Winch launch 150 81
Aero-tow 190 103
Manoeuvering VA190 103
Rough air 190 103
Max. flap extended speed +8° +5° 190 103
Landing gear operating 190 103
Maximum speed VNE 270 146
Max. flap extended speed L 150 81
Powerplant extended 190 103
Powerplant extension- 100 54
Approved aerobatic manoeuvres ( only without waterballast and
with engine retracted)
pos. Loop, Stall Turn, Chandelle, Spin
Maximum mass:
18m wingspan 525 kg ( 1157 lb.)
15m wingspan 525 kg ( 1157 lb.) tow launch
15m wingspan 480 kg ( 1058 lb.) self launch
Loading chart
Cockpit load ( parachute included )
maximum 110 kg 242 lbs
minimum kg lbs
Preflight inspection
1. Lead ballast ( for under weight pilot )?
2. Parachute worn properly ?
3. Safety harness buckled ?
4. Seat back and pedals adjusted ?
5. All controls and knobs in reach ?
6. Altimeter ?
7. Dive brakes cycled and locked ?
8. Wing flaps in take off position ?
9. Positive control check ? (One person at
the control surfaces).
10. Trim ?
11. Canopy locked ?
Additional checks before self launching
12. Fuel level ?
13. Max. mass not exceeded ?
14. Canopy open – propeller clear ?
15. After starting the engine – close
canopy.
16. Check engine RPM.
17. Check both ignition circuits.
Alt. m
0
-2000 3000 4000 5000 6000
VNE km/h 270 256 243 230
2
18
Alt. ft 0-6600 10000 13000 16000
2
0000
VNE kts 146 138 131 124
1
17
Sollbruchstelle max. 6800 N
rated load max. 1500 lbs.
Gepäck max. 15 kg
baggage max. 33 lbs.
Flight manual DG-800B
2.20 Other limitations
2.20.1 Approach and landing
Landing with the engine extended and running is prohibited. Land always
in the gliding configuration, engine retracted.
Issued: November 1997 App. 2.12

Flight manual DG-800B
Section 3
3. Emergency procedures
3.1 Introduction
3.2 Canopy jettison
3.3 Bailing out
3.4 Stall recovery
3.5 Spin recovery
3.6 Spiral dive recovery
3.7 Recovery from unintentional cloud flying
3.8 Engine failure
3.9 Fire
3.10 Defective exhaust system
3.11 Loss of electrical power in flight
3.12 Starting the engine with the starter not working
3.13 Retraction or extension of the power plant with the normal mechanism not
working
3.14 Landing with the engine extended and stopped
3.15 Flight with asymmetric waterballast
3.16 Emergency wheel up landing
3.17 Ground loop
3.18 Emergency landing in water
Issued: November 1997 App. 3.1
Flight manual DG-800B
3.1 Introduction
Section 3 provides a checklist and amplification for coping with
emergencies that may occur. Emergency situations can be minimized by
proper preflight inspections and maintenance.
3.2 Canopy jettison
To bail out open the red canopy emergency release handle. The white
canopy opening handle will be opened automatically. A hook at the rear
canopy lock will be rotated underneath the fuselage part of the canopy
frame. Because of the hook the canopy will rotate about this point to leave
the fuselage in a fast and safe way. The canopy will be opened by a spring
and blown away by the oncoming air.
If necessary, you have to push the canopy upwards with both hands on the
plexiglas.
3.3 Bailing out
First jettison the canopy, then unlock the safety harness and bail out.
The low walls of the cockpit allow for a quick push-off exit.
Warning: If bailing out with the engine running it is necessary to switch
off the ignition and retract the engine with the manual switch even with
the propeller still turning. The propeller will be stopped by the engine
doors.
Don't try to stop the propeller vertical and to retract the engine using the
normal method.
3.4 Stall recovery
Easing the stick forward and picking up a dropping wing with sufficient
opposite rudder the glider can be recovered from the stall.
To recognise and prevent the stall, please refer to sect. 4.5.4.
3.5 Spin Recovery
Apply full opposite rudder against direction of the spin, pause.
Then ease stick forward until the rotation ceases, centralize the controls
and carefully pull out of the dive.
The ailerons should be kept neutral during recovery.
Issued: November 1997 App. 3.2

Flight manual DG-800B
Caution: To prevent unintentional spinning do not stall the sailplane. Fly
with enough speed reserve especially in gusty conditions and in the
landing pattern.
Intended spins with waterballast are not permitted.
Height loss during recovery up to 150m 500ft
max. speed during recovery 190km/h 103kts.
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 3 turns with medium
C.G. positions, see sect. 4.5.12.
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 brakes fully before exceeding a speed of 200 km/h and fly with max.
200 km/h (108 kts.) until leaving the cloud.
At higher speeds up to VNE, pull out the dive brakes very carefully
because of high aerodynamic and g-loads.
3.8 Engine failure
3.8.1 Power loss during take off
Push the control stick forwards immediately, watch the airspeed indicator!
Sufficient runway
- land normally straight ahead with engine extended
- flaps L
- airbrakes as desired
Insufficient runway
- decision based on position, terrain and height
- close fuel cock, switch off ignition and main switch
- engine extended reduces L/D to 15!
Issued: November 1997 App. 3.3
Flight manual DG-800B
3.8.2 Power loss during flight
Push the control stick forward immediately, watch the airspeed indicator!
Check
- fuel cock position?
- fuel quantity?
If no change, retract the engine or land with extended engine.
3.9 Fires
3.9.1 In engine during take off on the ground
- close fuel cock and switch off main switch.
- keep engine extended
- use extinguisher, cloth or suitable external means
3.9.2 In engine during starting in flight
- close fuel cock and switch off main switch
- open throttle fully
- keep the engine extended
- land as soon as possible
- extinguish fire
3.9.3 In the fuselage
3.9.3.1 Front fuselage (electrical fire)
-mainswitchoff
- close ventilation, open side window
- land as soon as possible if the fire is not extinguished (circuits are
effectively protected by circuit breakers)
3.9.3.2 Rear fuselage (engine)
- the red fire warning light will indicate a fire (temperature above 140°C,
284°F)
- close fuel cock
- switch off main switch
- open throttle fully if engine is still running until the engine stops
- retract the engine to smother the fire
- if smoke prevents flying open ventilation
- land as soon as possible
- extinguish fire
Issued: November 1997 App. 3.4

Flight manual DG-800B
3.10 Defective exhaust system
With a defective exhaust system inside the engine bay partial overheating
of the engine bay walls is likely. First the fire resistant paint will swell and
protect the structure for a few minutes. With longer operation the structure
will be damaged. Therefore the engine has to be shut down as soon as
possible, if an exhaust malfunction is suspected.
Malfunction in flight can be detected by a sudden change of engine sound.
The engine will produce more noise with higher frequencies. This may
happen for example after extension and starting of the engine in the rare
case that the exhaust manifold and the muffler don’t couple, e.g. if the
cable which lifts the muffler is torn.
If such defect occurs in flight, climb only up to safety altitude, stop and
retract the engine.
3.11 Loss of electrical power in flight
3.11.1 With the engine retracted:
Continue flying as a sailplane.
3.11.2 With the engine extended not running:
Look for a landing field to do a safe outlanding.
3.11.3 With the engine extended and running:
Don't stop the engine. Fly to the next airfield and land.
The fuel pump and the coolant pump will receive electric power directly
from the generator to allow engine operation without battery power.
Avoid longer sinking flights with the engine idling as lubrication of the
engine will be insufficient.
Therefore stop the engine for the landing or apply some throttle at least
every 60 seconds to supply oil to the engine.
Landing with the engine extended see sect. 3.14.
Issued: February 1999 TN 873/12 App. 3.5
Flight manual DG-800B
3.12 Starting the engine with the starter not working:
In flight:
Extend the engine by switching on the ignition, when engine is extended
increase speed as quickly as possible to approx 175 km/h (95 kts.) until
the engine starts. Then flare out with max. 2 g. From the beginning of the
dive to the lowest point of the procedure you need appr.150 m (500 ft).
Therefore you should not start this procedure below 400 m (1320 ft)
above ground.
Otherwise a safe outlanding is preferable.
On the ground:
Handstarting the engine is not possible as you don't reach the necessary
starting RPM.
You may carry out an aerotow and start the engine see above.
3.13 Retraction or extension of the power plant with the normal
mechanism not working
Extend or retract the power plant via the manual switch on the right side
console see sect. 7.3 item 27, or via the manual switch on the instrument
panel from ser.no. 8-219 on.
This procedure is only to be followed in an emergency as all safety
devices (e.g. against retraction of the engine while running) are by-passed.
3.14 Landing with the engine extended and stopped
Wing flap setting 8° or L
Landing with the engine extended and stopped is not a potential risk.
However due to the high drag from the extended engine, the approach
should be made not using airbrakes fully extended.
Fully extended airbrakes may result in a heavy and uncomfortable
landing.
It is recommended to approach somewhat faster than usual.
Issued: December ÄM 2000 800-13-00 App. 3.6

Flight manual DG-800B
3.15 Flight with asymmetric waterballast
If you suspect that the waterballast does not dump symmetrically you
have to close the dump valves of the wingtanks 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.
If the aircraft does enter a spin, you have to push the stick forward clearly
during recovery.
Fly the landing pattern and touch down appr. 10 km/h (6 kts) faster than
usually and after touch down control carefully the bank angle to avoid the
wing touching the ground too early.
3.16 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 use wing flap setting L and touch
down with small angle of attack.
3.17 Emergency ground loop
If there is the risk 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, lift the tail by pushing the stick forward.
3.18 Emergency landing on water
From the experience with emergency water landing we know, that it is
likely that the sailplane will dive into the water, cockpit first.
Therefore an emergency landing on water should be the last choice.
In the case of a water landing, however, extend the landing gear.
Issued: November 1997 3.7
Flight manual DG-800B
Section 4
4. Normal procedures
4.1 Introduction
4.2 Rigging and derigging, filling the watertanks, refuelling
4.2.1 Rigging
4.2.2 Filling the watertanks
4.2.3 Refueling
4.2.4 Derigging
4.2.5 Rigging and derigging the wing tip extensions (Option)
4.2.6 Rigging and derigging the 18 m winglets (Option)
4.3 Daily Inspection
4.4 Preflight Inspection
4.5 Normal procedures and recommended speeds
4.5.1 Engine starting, taxiing procedures
4.5.2 Self-launching, take off and climb
4.5.3 Tow launch
4.5.4 Free flight
4.5.5 Cruise engine on
Utilisation of the wing fuel tanks
4.5.6 Engine stop - retraction and extension – start in flight
4.5.7 Approach and landing
4.5.8 Flight with waterballast
4.5.9 Flight at high altitude and at low temperatures
4.5.10 Flight in rain
4.5.11 Cloud flying
4.5.12 Aerobatics
4.6 Flight with the engine removed
Issued: November 1997 App. 4.1

Flight manual DG-800B
4.1 Introduction
Section 4 provides checklist 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, refuelling
4.2.1 Rigging
1. Open the canopy.
2. Clean and lube the pins, bushings and the control connections.
3. With a helper on the wingtip, push the right wing into place, then the
left wing. All controls will hook up automatically. The flaperons should
be held at neutral for rigging, airbrakes locked.
Sight through the wing main pin bushings to determine alignment. Push
the main pins in as far as possible. Turn the handles up to the fuselage
wall, while pulling out the white securing knob, then release the knob
back to its locked position.
4. Rigging of the stabilizer
Set the trim nose down.
Set the stabilizer on top of the vertical fin, 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
andlayingonthefin,pushit
aft. The roller will slide for-
ward in the funnel if you hold
the elevator in the pertinent
position.
With a 13 mm wrench (supplied with
your glider) tighten the front mounting bolt firmly (the brass securing
sleeve will be pushed down by the wrench). Then rotate the bolt head a
little back and forth so that the securing sleeve engages.
The securing sleeve should move up so far, that its upper surface is
even with the upper surface of the bolt head.
Issued: November 1997 App. 4.2
Flight manual DG-800B
Check for correct elevator connection by looking through the plexiglas
window at the upper surface of the stabilizer.
5. Tape the gaps of the wing-fuselage junction.
6. Positive control check.
4.2.2 Filling the watertanks
Pull back the handle for the right tank (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 tank 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
mains pressure water supply.
Filling the wing tanks with excessive pressure (more than 0.2 bar, 3 psi)
will definitely burst the wing shell!
Caution: If the tanks are to be filled up completely you must suck the air
out of the tanks with the filling hose.
Fill with the desired amount of water regarding the loading chart see
sect. 6.
In case a valve leaks slightly, you may try to pull out the PVC pushrod of
the valve to stop the leak. If this cannot be done successfully refer to
maintenance manual 1.8.2. and 4.1.
It is not allowed to fly with leaking watertanks,as this may result in
asymmetrical loading condition.
After filling the tanks, check to see if the wings are balanced. If one wing
is heavier, dump enough water to balance the wings.
Warning: Follow the loading charts in section 6.8.
The respective max. T.O.W. for selflaunching and for tow launching are
not to be exceeded.
Issued: November 1997 App. 4.3

Flight manual DG-800B
4.2.3 Refuelling
4.2.3.1 Preferably fuel is transferred from a can where the correct amount of oil
is added and mixed prior to filling, see 4.2.3.3a). Refuelling is also
possible via the tank filler opening on the fuselage exterior surface, see
4.2.3.3b).
4.2.3.2 Use only super two stroke oil, specification TS C3 respectively API TC
or better quality. The SOLO company recommends CASTROL Super
TT two-stroke oil.
4.2.3.3 a) Refuelling with the electric pump system
part no. Z 02/2.
Insert plug F in the socket which is fixed at the filler hose in the
aircraft and switch on the main switch of the aircraft and the engine
master switch.
Couple hose A to the pump system and hold it into your fuel canister.
Couple the pump system via coupling D to the fuselage side filler
hose (in baggage compartment). Switch on the pump via switch E.
Note for a) and b): A built in device automatically switches off the
current to this socket as soon as the fuselage tank is full.
b) Refuelling via a permanently installed refuelling pump (Option)
Couple the fuel filler hose via a coupling (like D see above) to the
fuselage side filler hose. Switch on the engine electrics and the pump
via a switch located in the fuselage main-bulkhead (behind the pilots
left shoulder). Don’t forget to switch off after refuelling!
From serial No. 8-173 on: Start the pump by pressing the push button
located in the fuselage main-bulkhead (behind the pilots left shoulder).
As soon as the fuselage tank is full a built in device automatically
switches off the pump. If you want to interrupt or to stop the filling
procedure before the tank is full you may do this by switching off the
circuit breaker for this pump (located directly below the push button)
or by switching off the engine master switch. Starting the pumping
again is only possible by pressing the push button. This system shall
prevent the pump from running inadvertently.
c) Refuelling via the tank filler opening on the fuselage exterior
surface
If you can't fill with premixed fuel, half fill the tank with fuel, then
add the proper amount of oil and fill up completely.
Issued: November 1999 ÄM 800-10-99 App. 4.4
D
E
F
A C
Flight manual DG-800B
Calibration: A device in the DG-800B automatically cuts off the
electric power for the pump system as soon as the fuselage tank is
filled and executes a calibration of the fuel gauge.
If you don't use a pump for filling (see a) or b)), the calibration can be
done manually: With full tank switch off the engine master switch.
Press the upper button of the engine time indicator in the DEI, while
switching on the engine master switch.
Youhavetofillthetankcompletelytodoacalibrationtoensurea
correct fuel quantity indication. This must be done at least each time
you change the fuel type or quality.
4.2.3.4 Storage of the pump system (see a)
To increase the lifetime of the pump it is better not to empty the pump,
but to store the pump filled with fuel. Therefore remove hose A by
disengaging the coupling . The couplings C + D are closing the fuel lines
to the pump when disengaged.
4.2.3.5 Wing fuel tanks (Option)
A) Filling can only be done by using the seperate electric pump system
Z 02/2. Therefore the fuselage tank should not be filled completely,
otherwise the pump system will switch off.
1. Close the wing tank valves in the fuselage.
2. Place the wing tip of the tank to be filled on the ground.
Connect the pump system and fill the wing tank. Fill in max. 15l (3.96
US gal).
3. After filling the wing tank connect the fuselage connector to the wing
connector.
B) Caution: Empty the wing fuel tanks prior to derigging.
Don't park the rigged glider with filled wing fuel tanks for extended
periods!
4.2.3.6 In case there is no can available for premixing the fuel and oil for filling
the wing tanks, the fuselage tank can be used. Transfer approx. 5 litres
(1.3 US gal.) of fuel into the fuselage tank, pour in the oil and fill the
tank with fuel. Then fill the wing tanks (option) from the fuselage tank.
4.2.4 Derigging
Derigging follows the reverse of rigging. Water ballast must be dumped
before derigging.
Transfer the fuel from the wing tanks (Option) to the fuselage tank or
empty the wing tanks using the electric pump system in reverse.
Disconnect the connectors from the wing fuel tanks.
The airbrakes must be locked.
Issued: November 1999 ÄM 800-10-99 App. 4.5

Flight manual DG-800B
4.2.5 Rigging and derigging the wing tip extensions (Option)
1. Insert the wing tip extensions into the wing.
Press in the locking pin with your finger.
Insert the wing tip as far as the flaperon connector starts to slide into
the flaperon slot.
Strikefirmlywiththepalmofyourhandontothewingtiptolockin
the wing tip extension.
2. Disassembling of the wing tip
Use a diameter 6 mm pin for pressing in the locking pin on the wings
upper side.
3. The rigging of the 15m wingtips with winglets (Option) has to be done
analogous to the wing tip extensions.
4.2.6 Rigging and derigging the 18 m winglets (Option)
To assemble the winglets pull off the wingtips and slot in the winglets.
The winglets are secured to the wings by means of a quarter turn
fastener. With a screw driver turn the fastener a 1/4 turn in clockwise
direction until it engages.
Removal is the opposite of that described above.
To fly with wingtips instead of winglets, secure the wingtips to the wings
by taping the gap.
Issued: November 1997 App. 4.6
Flight manual DG-800B
4.3 Daily Inspection
Please keep in mind the importance of the inspection after rigging the
glider and respectively each day prior to the first take off. It is for your
safety.
Caution: After a heavy landing or if other high loads have been subjected
to your sailplane, you must execute a complete inspection refering to
maintenance manual sect. 2.3 prior to the next take off.
If you detect any damage, don't operate your sailplane 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) check for cracks, delamination etc.
b) check the bushes and their glued connection in the root ribs and in the
spar ends for wear
c) check the control hook ups at the rootrib for wear and corrosion
d) check the strings which hold the waterbags for sufficient tension (see
maintenance manual sect. 4.1)
e) Check the connections for the wing fuel tanks (Option)
f) Check the watertank compartment for water leaks
2. Fuselage at wing connection
a) check the lift pins for wear and corrosion
b) check the control hook ups including the waterdumpsystem for wear
and corrosion
3. Top of the vertical fin
Check the mounting points of the horizontal tailplane and the elevator
control hook up for wear and corrosion
4. Horizontal tailplane
Check the mounting points and the elevator controhook up for wear and
corrosion
5. Rigging points for the insertable wing tip(Option)
a) check the bushes and their glued connection at the inner wing panels
for wear and corrosion
b) check the lift pins and their glued connection at the insertable wing
tips for wear and corrosion, and check the securing bolt for sufficient
spring force.
Issued: November 1997 App. 4.7