The DG-1001 as a Training Glider
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 training sector.
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:
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The airfoil is 20 years younger and hence more effective ( learners like “ to stay up”, too).
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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 absolve 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.
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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.
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.
Towing and Lift-Device made by COBRA-Trailer
With this device, designed by Alfred Spindelberger of "COBRA-Trailer" - it is absolute easy to lift the tail auf a DG-1001 and to tow the glider with a car.
It cost about 350,-- Euro + VAT.
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- friedel weber - 
Translation: Justus Schiedek-Jacht 
Here you find a summary and Technical Data of the DG-1001 Club
Comments:
Herr Weber (or is it Dr. Weber?): (No Doctor - just "Friedel!)
Our club, Bay Area Soaring Associates in California, has one of the few DG-1000s that has been manufactured with the "classic" undercarriage. We have a second DG-1000 on order, and will specify it with the classic undercarriage as well. We are glad to have the classic undercarriage, because of the easier ground handling and easier entry to the glider. We don't fly the glider in serious competitions so the minor extra drag from the nose wheel is not important to us, and we don't use winch launching.
But I think for a private owner, or for a club that does lots of winch launching, the newer two-wheel design makes sense.
We are not a "training" club, as new members must have their pilot's license before joining us. We usually fly the DG-1000 in the 20-meter configuration, but do take advantage of the 18-meter tips for aerobatic flights. We also use the 18-meter tips most of the time at one of our home airports, because it has a narrow runway with close-in runway lights and taxiway signs and frequent strong crosswinds (we want to minimize the risk that a club member will bang up those beautiful 20-meter winglets).
We love the glider, especially for cross-country training flights. A big problem in the U.S. is that new glider pilots often loose interest in flying once they get their license. But if you grab a new club member, put him in the DG-1000 and take him for a 300km cross-country flight, he is hooked for the long term.
The last three years we have taken our DG-1000 to Parowan, Utah for a week of flying each summer. We can usually fly the glider there in two days from Truckee, California (its home base in the summer) with an overnight stop in Ely, Nevada. Attached is a photo from a recent flight we had from Parowan to the edge of the Grand Canyon returning over Zion National Park. Photo is by Matt Gillis, a member of our club.
Cheers,
Harry Fox
President, Bay Area Soaring Associates, Inc.
Press Release for the DG-1000 Club
It is somewhat curious to report about a "Maiden Flight" several years after the production of the DG-1000 has started. The reason is that our customers very often are emphasized by the DG-1000 Club and order it, but in the course of time until the delivery takes place they change their mind and make an "Upgrade" to the DG-1000S.
But now we really have delivered the first "pure" DG-1000 Club.
Maiden Flight of the DG-1000 Club
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