MAINTENANCE MANUAL
FOR THE MOTORGLIDER
DG-1001M
TYPE: DG-1000
VARIANT: DG-1000M
TC Data Sheet No.: EASA.A.072
Issued: October 2010
Owner:
Ser. No.:
Registration:
Copyright DG Flugzeugbau GmbH any copy or publishing prohibited
DG Flugzeugbau
Otto Lilienthalweg 2 Telefon (07251) 3020-0
76646 Bruchsal Telefax (07251) 3020-200
www.dg-flugzeugbau.de
dg@dg-flugzeugbau.de
Spare part- and material sales: Tel. 07251/3020-270
lager@dg-flugzeugbau.de
DG
FLUGZEUGBAU GMBH
Maintenance Manual DG-1000M
Issued: July 2015 TN1000/27
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
0.0
Recommendations to order spare parts
Please try to determine the exact designations of the spare parts for your order
using the maintenance manual. This is to guarantee a fast and correct delivery of
the parts.
The designations are to be found in the sections system description, instructions
for assembly and servicing work, in the partlist in section 8 and especially in the
diagrams of the maintenance manual.
Yours sincerely
DG FLUGZEUGBAU GMBH
Dipl.- Ing. W. Dirks
Maintenance Manual DG-1000M
Issued: July 2015 TN1000/27
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Manual valid with the up-to-date cover page only
0.1
0 General
0.1 Manual amendments
No. Page Description Date
1 0.0, 0.1, 0.3 ÷ 0.7, 0.9, 0.12 ÷ 0.14,
1.2, 1.5, 1.8 ÷ 1.12, 1.20, 1.24, 1.31,
1.33, 1.34, 2.1 ÷ 2.4, 2.6, 3.1 ÷ 3.7,
4.6 ÷ 4.8, 4.11, 4.12, 4.19 ÷ 4.24,
4.26, 4.27, 4.29, 4.30, 6.1, 6.4, 7.2,
8.1 ÷ 8.4, diagrams 2, 3, 7, 15, 16,
23, add drawing W59,
10E202 issue C (only with coolant
pump Pierburg)
Manual revision
Alternative for
coolant pump
TN1000/22
October 2012
2 0.1, 0.3, 0.6, 0.11, 0.13, 0.14, 1.3,
1.4, 1.10, 8.2, 8.3, 8.5
Manual revision
TN1000/23
July 2014
3 0.1, 0.3- 0.6, 1.11, 1.28, 3.8, 4.12,
8.2, 8.3, diagram 16
Manual revision
TN1000/27
July 2015
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
0.2
Page intentionally left blank
Maintenance Manual DG-1000M
Issued: July 2015 TN1000/27
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Manual valid with the up-to-date cover page only
0.3
0.2 List of effective pages
Section page issued replaced replaced replaced
0 0.0 October 2010
0.1 " See list of amendments
0.2 " See list of amendments
0.3 " See list of amendments
0.4 " See list of amendments
0.5 " See list of amendments
0.6 " See list of amendments
0.7 " See list of amendments
0.8 " October 2012
0.9 " October 2012
0.10 "
0.11 " July 2014
0.12 " October 2012
0.13 " October 2012 July 2014
0.14 " October 2012 July 2014
1.1 October 2010
1.2 " October 2012
1.3 " July 2014
1.4 " July 2014
1.5 " October 2012
1.6 "
1.7 "
1.8 " October 2012
1.9 " October 2012
1.10. " October 2012 July 2014
1.11 " October 2012 July 2015
1.12 " October 2012
1.13 "
1.14 "
1.15 "
1.16 "
1.17 "
1.18 "
1.19 "
1.20 " October 2012
1.21 "
1.22 "
1.23 "
Maintenance Manual DG-1000M
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0.4
List of effective pages (cont.)
Section page issued replaced replaced replaced
1.24 October 2010 October 2012
1.25 "
1.26 "
1.27 "
1.28 " July 2015
1.29 October 2010
1.30 "
1.31 " October 2012
1.32 "
1.33 " October 2012
1.34 " October 2012
1.35 "
2 2.1 October 2010 October 2012
2.2 " October 2012
2.3 " October 2012
2.4 " October 2012
2.5 "
2.6 " October 2012
3 3.1 October 2010 October 2012
3.2 " October 2012
3.3 " October 2012
3.4 " October 2012
3.5 " October 2012
3.6 " October 2012
3.7 " October 2012
3.8 " July 2015
Maintenance Manual DG-1000M
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0.5
List of effective pages (cont.)
Section page issued replaced replaced replaced
4 4.1 October 2010
4.2 "
4.3 "
4.4 "
4.5 "
4.6 " October 2012
4.7 " October 2012
4.8 " October 2012
4.9 "
4.10 "
4.11 " October 2012
4.12 " October 2012 July 2015
4.13 "
4.14 "
4.15 "
4.16 "
4.17 "
4.18 "
4.19 " October 2012
4.20 " October 2012
4.21 " October 2012
4.22 " October 2012
4.23 " October 2012
4.24 " October 2012
4.25 "
4.26 " October 2012
4.27 " October 2012
4.28 "
4.29 " October 2012
4.30 " October 2012
4.31 "
4.32 "
4.33 "
4.34 "
5 5.1 October 2010
5.2 "
6 6.1 October 010 October 2012
6.2 " October 2012
6.3 "
6.4 " October 2012
Maintenance Manual DG-1000M
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0.6
List of effective pages (cont.)
Section page issued replaced replaced replaced
7 7.1 October 2010
7.2 October 2012
8 8.1 October 2010 October 2012
8.2 " October 2012 July 2014 July 2015
8.3 " October 2012 July 2014 July 2015
8.4 " October 2012
8.5 July 2014
9 9.1 October 2010
9.2 "
9.3 "
9.4 "
9.5 "
9.6 "
Diagram
issued replaced replaced replaced replaced
1 October 10
2 October 10 October 2012
3 June 05 October 2012
4 Nov. 01
5 October 10
6 October 10
7 October 10 October 2012
8 October 10
9 October 10
10 October 10
11 October 10
12 October 10
13 October 10
14 October 10
15 October 10 October 2012
16 October 10 October 2012 July 2015
17 October 10
18 October 10
19 October 10
20 October 10
21 October 10
22 October 10
23 October 10 October 2012
24 October 10
25 October 10
26 October 10
27 October 10
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0.7
List of effective pages (cont.)
Enclosures
issued replaced replaced
5EP31 Installation plan Dräger oxygen
system
5.02.90
10E4 Wiring plan electrically operated
main landing gear
28.09.10
10E202 Wiring plan DINA1 (in aircraft log) 29.07.10 28.09.12
issue C
With coolant
pump Pierburg
5V18 Tool for airbrake adjustment 14.10.94
W51 Hook spanner for upper drive belt
pulley bearings
20.11.96
W59 Test adapter 18.06.02
W66 Tool to check drive belt tension 17.09.10
Z181 Installation of aerial for transponder
in vertical fin DG-1000
18.04.08
Z193 406 MHZ ELT antenna BD3
installation 2-seaters
4.11.09
SI
67/07
Service Info Ballast box in the fin /
foam rubber rings
5.11.2007
Maintenance Manual DG-1000M
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0.8
0.3 Table of Contents
Section content page
0
General ..................................................................................................... 0.1
0.1 Manual amendments ................................................................................ 0.1
0.2 List of effective pages.............................................................................. 0.3
0.3 Table of Contents ..................................................................................... 0.8
0.4 Airworthiness limitations....................................................................... 0.13
0.4.1
Repairs.............................................................................................. 0.13
0.4.2
Life time of the airframe .................................................................. 0.13
0.4.3
Life time of equipment and components ......................................... 0.13
0.4.4
Service time, maintenance documents of equipment and components
.......................................................................................................... 0.14
1
System description and adjustment data.................................................. 1.1
1.1 Wing and tailplane setting data................................................................ 1.1
1.2 Elevator control and trim system ............................................................. 1.2
1.3 Rudder control ......................................................................................... 1.5
1.4 Aileron control ......................................................................................... 1.6
1.5 Airbrake control, wheelbrake .................................................................. 1.8
1.6 Undercarriage........................................................................................... 1.9
1.7 Tow hooks.............................................................................................. 1.12
1.8 Water ballast system .............................................................................. 1.13
1.9 Ballast box in the fin .............................................................................. 1.14
1.10 Massbalance and weights of control surfaces........................................ 1.15
1.11 Fore and aft play of the wings ............................................................... 1.16
1.12 Power Plant ............................................................................................ 1.17
1.12.1
Arrangement..................................................................................... 1.17
1.12.2
Engine type, coolant......................................................................... 1.17
1.12.3
Exhaust Muffler ...............................................................................1.17
1.12.4
Propeller ........................................................................................... 1.17
1.12.5
Reduction gear ................................................................................. 1.18
1.12.6
Starter motor .................................................................................... 1.18
1.12.7
Fuel injection and ignition system ................................................... 1.18
1.12.8
Throttle control ................................................................................ 1.18
1.12.9
Tightening torques and locking ....................................................... 1.19
1.12.10 Fire warning device.......................................................................... 1.19
1.13 Retraction - extension mechanism ......................................................... 1.20
1.13.1
Layout: ............................................................................................. 1.20
1.13.2
Extension force of the gas-strut ....................................................... 1.20
1.13.3
Adjusting the powerplant retaining cable ........................................ 1.20
1.13.4
Position switches.............................................................................. 1.20
1.13.5
Adjustment of the powerplant positions .......................................... 1.21
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Section content page
1.14
Fuel system ............................................................................................ 1.22
1.14.1
Layout .............................................................................................. 1.22
1.14.2
Tank.................................................................................................. 1.22
1.14.3
Fuel pumps and filters...................................................................... 1.22
1.14.4
Fuel pressure regulator..................................................................... 1.23
1.14.5
Fuel pressure switch......................................................................... 1.23
1.14.6
Fuel injection.................................................................................... 1.23
1.14.7
Fuel cock .......................................................................................... 1.23
1.14.8
Fuel quantity indication ................................................................... 1.23
1.15 Electrical system .................................................................................... 1.24
1.15.1
Layout .............................................................................................. 1.24
1.15.2
Batteries ........................................................................................... 1.24
1.15.3
Control unit ......................................................................................1.25
1.15.4
Engine control unit and sensors .......................................................1.26
1.15.5
Generator - Regulator ...................................................................... 1.27
1.15.6
Master Switch .................................................................................. 1.27
1.15.7
Engine elapsed - time indicator........................................................ 1.27
1.15.8
Electric fuel pumps and fuel pressure switch .................................. 1.27
1.15.9
12 V Socket...................................................................................... 1.27
1.15.10 Power plant extension/retraction mechanism .................................. 1.28
1.15.11 Manual extension-retraction switch................................................. 1.28
1.15.12 Starter Press Button.......................................................................... 1.28
1.15.13 Wiring .............................................................................................. 1.29
1.15.14 Circuit breakers and fuses................................................................ 1.30
1.15.15 Position switches for the powerplant ............................................... 1.31
1.15.16 Proximity switch ..............................................................................1.31
1.15.17 External power supply socket (Option) ...........................................1.31
1.15.18 Refuelling pump system .................................................................. 1.31
1.15.19 Connector plugs between fuselage and engine................................ 1.32
1.15.20 DEI-NT (Digital Engine Indicator).................................................. 1.32
1.15.21 Coolant pump……………………………………………………...1.33
1.15.22
Electrical system of the electrically operated main landing gear .... 1.34
1.16 Pitot and static system............................................................................ 1.35
2
Inspections ............................................................................................... 2.1
2.1 Daily inspection .......................................................................................2.1
2.2 Regular inspections.................................................................................. 2.1
2.3 Inspections after a heavy landing............................................................. 2.3
2.4 Inspection procedure for increase of service time ...................................2.6
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0.10
Section content page
3
Maintenance............................................................................................. 3.1
3.1 General maintenance................................................................................ 3.1
3.2 Maintenance of the airframe .................................................................... 3.2
3.3 Greasing and oiling .................................................................................. 3.2
3.4 Damage of the airframe ........................................................................... 3.3
3.5 Hydraulic wheel brake ............................................................................. 3.3
3.6 Servicing the Engine ................................................................................ 3.4
3.6.1
25 hour inspection .............................................................................. 3.4
3.6.2
After every 100 engine hours............................................................. 3.8
3.6.3
After every 400 engine hours............................................................. 3.8
3.6.4
After 6 years....................................................................................... 3.8
4
Detailed instructions for assembly and servicing work........................... 4.1
4.1 Water ballast system ................................................................................ 4.1
4.2 Replacement of control circuit cables...................................................... 4.2
4.3 Adjustment and servicing of the control circuit ...................................... 4.2
4.4 Inspection and adjustment of the airbrakes ............................................. 4.3
4.5 Removal and installation of the undercarriage (main wheel).................. 4.6
4.6 Filling and bleeding the hydraulic disc brake........................................ 4.11
4.7 Control surface seals and turbulators..................................................... 4.13
4.7.1
Ailerons ............................................................................................ 4.13
4.7.2
Wing lower surface .......................................................................... 4.15
4.7.3
Horizontal tailplane.......................................................................... 4.15
4.7.4
Vertical tailplane .............................................................................. 4.16
4.8 Working instructions for heat-shrink tubing.......................................... 4.17
4.9 Securing with Loctite............................................................................. 4.17
4.10 Working at the powerplant .................................................................... 4.18
4.10.1
Removal and assembly of the engine doors..................................... 4.18
4.10.2
Mounting and tensioning of the drive belts ..................................... 4.19
4.10.3
Replacing the bearings of the upper drive belt pulley ..................... 4.20
4.10.4
Replacement of the engine retaining cable...................................... 4.22
4.10.5
Filling and bleeding the cooling system ..........................................4.23
4.10.6
Securing the propeller bolts and the bolts of the rear engine mount4.25
4.10.7
Installation and removal of the extension/retraction unit ................4.26
4.10.8
Removal and installation of the tension gas-strut............................ 4.27
4.10.9
Removal and reinstallation of the powerplant .................................4.29
4.10.10 Removal and reinstallation of the engine (from the drive mount) ..4.30
4.10.11 Removal and reinstallation of the lower drive belt pulley with starter
ring gear ........................................................................................... 4.31
4.10.12 Checking the ignition unit and the generator................................... 4.32
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0.11
Section content page
4.11
DEI-NT settings ..................................................................................... 4.33
4.11.1
Calibration of the fuel display in the DEI-NT ................................. 4.33
4.11.2
Further DEI-NT settings ..................................................................4.33
4.11.3
Download of flight log and service data.......................................... 4.34
5
Weight and balance.................................................................................. 5.1
6
Instrumentation and accessories list ........................................................ 6.1
6.1 Air speed indicator ................................................................................... 6.1
6.2 Altimeter ..................................................................................................6.1
6.3 Harness (seat)........................................................................................... 6.1
6.4 Compass................................................................................................... 6.2
6.5 VHF transceiver ....................................................................................... 6.2
6.6 Variometer ............................................................................................... 6.3
6.7 Turn and bank indicator ........................................................................... 6.3
6.8 Outside air temperature gauge .................................................................6.3
6.9 Engine instrumentation ............................................................................6.3
6.10 Instruments which are not part of the minimum equipment:................... 6.4
6.10.1
Transponders:..................................................................................... 6.4
6.10.2
ELT: ...................................................................................................6.4
6.10.3
Other instruments and equipment (eg. variometers, gliding computers
or flight data recorders):..................................................................... 6.4
7
List of special tools etc. ........................................................................... 7.1
8
Partlist ......................................................................................................8.1
8.1 Parts for the powerplant ........................................................................... 8.1
8.1.1
Parts necessary for the 25 hours inspection ....................................... 8.1
8.1.2
Spare parts.......................................................................................... 8.1
8.2 Control surface sealings and turbulators.................................................. 8.4
8.3 Parts for landing gear ............................................................................... 8.4
8.4 Other parts ……………………………………………………………..8.5
9
Enclosures ................................................................................................ 9.1
9.1 Equipment list ..........................................................................................9.1
9.2 Checklist for checks and maintenance work ........................................... 9.2
9.3 Instruction for downloading log book and service data from the DEI-NT
.................................................................................................................. 9.3
Maintenance Manual DG-1000M
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0.12
diagrams
1 Elevator control, trim
2 Rudder control
3 Controls in the fuselage (Aileron and spoiler controls)
4 Controls in the wings (Aileron and spoiler controls)
5 Tow releases
6 Water ballast system
7 Main landing gear, hydraulic wheel brake, installation in the LG box,
page 1
8 Main landing gear, hydraulic wheel brake, installation in the LG box,
page 2
9 Main landing gear control
10 Tail wheel
11 Systems for static and total pressure
12 Placards
13 Powerplant
14 Cooling system
15 Propeller stopper
16 Fuel system
17 Engine door control
18 Powerplant retaining cable
19 Assembly upper drive belt pulley
20 Engine mount front
21 Engine mount rear
22 Main powerplant bearings
23 Exhaust system
24 Placards electrically operated main landing gear
25 Extension/retraction mechanism connection to powerplant
26 Extension/retraction mechanism connection to fuselage
27 Engine - tilt limit stop
5EP31 Installation plan Dräger oxygen system
10E4 Wiring plan electrically operated main landing gear
10E202 Wiring plan DINA1 (in aircraft log)
5V18 Tool for airbrake adjustment
W51 Hook spanner for upper drive belt pulley bearings
W59 Test adapter (for coolant pump check)
W66 Tool to check drive belt tension
Z181 Installation of aerial for transponder in vertical fin DG-1000
Z193 406 MHZ ELT antenna BD3 installation 2-seaters
SI 67/07 Service Info Ballast box in the fin, foam rings
Maintenance Manual DG-1000M
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0.13
0.4 Airworthiness limitations
0.4.1 Repairs
Repair damaged airframe parts prior to next flight. Follow the instructions of
the DG-1000 repair manual. Repairs outside the scope of the DG-1000
repair manual and major repairs must be accomplished at an approved repair
station or by an approved mechanic rated for composite aircraft structure
work in accordance with DG repair methods.
Use only genuine spare parts.
For all aircraft under EASA regulations the following applies: According to
part 21, subpart M to accomplish major repairs an approved repair
instruction is required, see also TN DG-G-01 “Approved repair methods
according to EU Commission Regulation 1702/2003 part 21, subpart M”
0.4.2 Life time of the airframe
The maximum allowable operating time for the variant DG-1000M is 12000
flight hours. Therefore inspections according to section 2.4 of this manual
have to be executed at 3000 h, 6000 h, 9000 h and every 1000 hours
following thereafter.
0.4.3 Life time of equipment and components
Use only genuine spare parts. For part. No.’s of all parts please refer to section 8.
a) The following components of the power plant have to be replaced after 400
engine hours.
1. All nuts and bolts on the engine, part no. 39001028
2. The bearings in the upper drive belt pulley, part no. 59332050 and
59320320
b) The gasket for the drainer valve has to be exchanged after 6 years, part no.
60504402.
c) The
full tank sensor
has to be exchanged after 6 years, part no. 45001605.
d) The coolant hoses , part no. 39001029 and the coolant (type see section
2.12.2) have to be exchanged after 6 years.
e) All flexible fuel lines have to be exchanged after 6 years (part no. see section
8.1.2.3).
f) The drive belts have to be exchanged after 100 engine hours, part
no.60510831).
g) The spark plugs have to be exchanged after 100 engine hours, part
no.40050360.
h) The fabric straps of the safety harness have to be exchanged according to
the instructions of the respective manufacturer. If no limitations are given,
exchange after 12 years, approved types see section 6.3.
i) The rubber cord in the elevator control system see section 1.2.6 has to be
replaced at least every 6 years, part no. 30091131.
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0.14
j) The brake fluid of the wheel brake has to be exchanged after 4 years (types
see section1.6.2).
Note: All other components like propeller, tow hook, wheels, gas struts, control
system parts, bolts, pins etc. have no life time limitation, but should be replaced
when worn, damaged or disqualified by excessive corrosion.
0.4.4 Service time, maintenance documents of equipment and components
Follow the instructions of the respective manufacturer.
a) Tow releases:
Operating Manual for Safety Tow Releases Series: Europa G 88 Safety
Tow Release, latest approved version.
Operating Manual for Tow Releases Series: E 85 Nose Tow Release,
latest approved version.
b) Safety harness: instructions of the manufacturer, latest approved version.
Approved types see section 6.3.
c) Minimum instrumentation: instructions of the manufacturer, approved
instruments see sections 6.1, 6.2 and 6.4.
d) Engine: Manual for the engine SOLO Type 2625 02 I, latest approved
version.
e) Propeller: Operation- and Maintenance manual for fixed pitch propeller
in Glass or Carbon reinforced Plastic type BM, latest approved version.
0.4.5 Power plant trouble shooting
Please find a checklist in AFM section 8.8.
Only for USA
Note: The Airworthiness Limitations section is FAA approved and specifies
maintenance required under Secs. 43.16 and 91.403 of the Federal Aviation
Regulation unless an alternative program has been FAA approved.
Maintenance Manual DG-1000M
Issued: October 2010
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1.1
1 System description and adjustment data
1.1 Wing and tailplane setting data
Wing:
Sweep Back (Leading edge): 0° between y= 3490 mm (137 in.)
and y= 6979 mm (275 in.)
Dihedral (Leading edge line): inboard wing panel up to parting: 2,5°
to measure: 152 mm (6 in.) between
y= 3490 mm (137 in.)
and y= 6979 mm (275 in.)
outboard wing panels: 14.5°
Angles of Incidence: -0,3° at the wing root, +1° from
y=1200 mm (47 in.) up to tip
Horizontal tailplane:
-2,5°
Fuselage center line
(corresponding to boom slope 1000:33)
Wing oscillation frequency: approx. 125/min
Aircraft should rest on main wheel and tailwheel during frequency
measurements
Maintenance Manual DG-1000M
Issued: October 2010
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1.2
1.2 Elevator control and trim system
1.2.1 Control system
see diagram 1
1.2.2 Elevator deflections and tolerances
up: 27° 77 up to 79 mm (3.03 up to 3.11 in.)
down: 21° 61 up to 63 mm (2.40 up to 2.48 in.)
measured at 168 mm (6.61 in.) from hinge axis which is directly at the edge
of the cut out for the rudder
Measurement:
• Hold a measuring stick with one end on the floor, the stick must be vertical
when touching the elevator trailing edge.
• Set the elevator to zero by using a pattern. A drawing for the zero-pattern is
available from DG Flugzeugbau.
• Mark the 0-point on the stick.
• Then measure the up and down deflections according to the sketch.
up
down
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1.3
1.2.3 Elevator stops
The elevator stops are located at the rear control column and can be
adjusted with a 10 mm open end wrench.
1.2.4 Elevator control circuit free play
With the elevator held fixed in the zero position, the free play at the top of
the control column can be +
2 mm (+ 0.08 in.). Within the automatic
elevator connection there should be no free play noticeable in the zero
position when the elevator is moved at its trailing edge.
Any free play can be reduced by screwing in the adjustment screw on the
automatic connector funnel.
1.2.5 Trim
The trim mechanism should be adjusted so that with full forward (nose
down) trim the control column is pulled by the trim springs into it’s
maximum forward position with a force P of approx. 30 N (6.6 lbs.).
The force P is to be measured with a spring balance at the upper end of the
control stick. Read the force, when the stick just starts to move.
The tensioning of the trim mechanism springs is
adjusted as shown in the sketch. x = 340 mm
(13.4 in.)
The springs are located in the rear cockpit on the
left hand side.
The correct adjustment should be verified in flight and corrected if
necessary.
Trimming should be possible up to 200 – 220 km/h (108 - 119 kts.).
Note: If the DG-1000M can be trimmed up to higher speeds it is likely that the
trim is not sufficient in circling flight.
elevator
locking nut
adjustment screw
Maintenance Manual DG-1000M
Issued: July 2014 TN1000/23
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1.4
1.2.6 Pilot force reducing rubber-cord
The rubber cord (part No. 30091131 dia. 6 mm white) produces an elevator
stick force in push direction. If the trim efficiency of your glider in push
direction is reduced, you have to inspect the rubber cord.
The rubber cord is located on the left hand side behind the main bulkhead
below the baggage compartment floor. The rubber cord runs from bellcrank
5St19 to a fork beside the left hand front edge of the landing gear box.
The length of the rubber cord when loose should be 470 mm (18.5 in.).
If the cord is longer or worn it must be replaced.
The cord must be replaced at least every 6 years.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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1.5
1.3 Rudder control
see diagram 2
1.3.1 Rudder deflections and tolerances
28 up to 29° which is 160 mm up to 165 mm (6.3 up to 6.5 in.) to both
sides measured at 330 mm (13 in.) behind the hinge axis (lower rear end of
the rudder).
1.3.2 Rudder stops
The rudder stops are located at the lower hinge of the rudder.
1.3.3 Axial space and free play
The maximum allowable space including free play at the upper hinge point
is 1mm (0.04 inch).
1.3.4 Sealing the rudder
The rudder is sealed on both sides. On the outside Mylar seals and inside
the fin with V sealing tapes.
These seals are not to be removed.
If damaged replace the seals according to section4.7.4.
1.3.5 Retaining spring for the pedal adjustment handle
A rubber cord with 2 mm (0.08 in.) diameter which pulls the pedal
adjustment cable tight is installed in the console below the instrument
panel. If this rubber cord is defective the handle of the pedal adjustment
cable won’t be pulled to the front so that it may hook into the trim release
lever at the control stick with pedals in a rear position.
1 mm
Maintenance Manual DG-1000M
Issued: October 2010
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1.6
1.4 Aileron control
1.4.1 Control circuit
see diagrams 3 and 4.
1.4.2 Deflections and tolerances
Aileron deflections: up 25° 71±2 mm (2.8 ± 0.08 in.)
down 12° 34±2 mm (1.34 ± 0.08 in.)
measured at 164 mm (6.46 in.) from hinge axis (at the aileron root)
1.4.3 Stops
The aileron stops are located at the rear control column and can be adjusted
with two 10 mm open-end wrenches.
1.4.4 Free play
The max. free play at the trailing edge of the ailerons measured at 164mm
(6.46 in.) from hinge axis should not exceed ± 1.5 mm (± 0.06 in.) with the
control stick in neutral position and fixed.
With both ailerons fixed, a maximum free play of ± 2 mm (± 0.08 in.) at the
top of the control stick is allowed.
Maintenance Manual DG-1000M
Issued: October 2010
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1.7
1.4.5 Complete readjustment
Should it be necessary to completely reset the aileron control (e.g. after a
repair), proceed as follows:
• Rig the glider with the inboard wing panels only.
• Place the fuselage with the centre line horizontal see sect. 1.1.
then:
1. Adjust the mixer shaft 10St110 so that the mounting points of the control
rods 10St103 (going upwards) are horizontal.
2. Adjust the control stick to neutral.
3. Adjust the length of the pushrods 10St103 so that the two lever arms of the
shaft 10St102 point 10° upwards (higher at their rear ends).
4. Set the ailerons to neutral at their drives directly at the ailerons.
5. Adjust the aileron deflections at the stops.
for 1. and 3.
for 4.
To adjust the ailerons you must first remove the fairings from the control
surface horns. Then unscrew the horns (Allen key wrench) and loosen the
lock nut (12 mm open end wrench) at the rod ends. Adjustment is made by
rotating the complete drive.
Note: Secure the bolts again with a small amount of Loctite 243.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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1.8
1.5 Airbrake control, wheelbrake
1.5.1 Control circuit
see diagrams 3 and 4
The wheelbrake is connected to the airbrake torsion shaft (part 10St105).
1.5.2 Adjustment
a) Airbrake overcentre locking force: Adjustment according to section 4.4.
The adjustment must be inspected once a year.
b) Airbrake extension height: The height the airbrakes extend depends on
the wheelbrake adjustment see c).
c) Wheel brake: The wheelbrake can be adjusted at the adjustment screws
between torsion shaft 10St105 and the master cylinder (at the landing gear
box).
The adjustment should be made so that with wheel brake engaged, the
airbrake levers 10F20 are vertical to the wing surface.
If with this adjustment the braking effect is insufficient you have to bleed
the brake system see 4.6.
1.5.3 Airbrake stops
The airbrake control extension stop is located in front of the main bulkhead.
The stop, in locked direction, is located at the wing rootribs. The
corresponding stop at the guide rod 5St68/1 in the cockpit should be placed
to allow a free play of 0-3 mm (0-.12 in.) between the airbrake handle and
the stop at the guide rod with the airbrakes locked over centre.
Adjustment can be made by adjusting the rod end between pushrod 10St71
and the airbrake torsion shaft 10St105.
1.5.4 Free play
Free play in the airbrake control system has no effect.
The airbrakes themselves at their hinges should not have so much free play
that the bolt heads at the airbrake plates hit the wing surface instead of
entering into the airbrake boxes during retraction under airloads.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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1.9
1.6 Undercarriage
1.6.1 Electrically operated main landing gear
1.6.1.1 Landing gear control circuit
See diagrams 7, 8 (in LG box) and 9
In the normal operating mode the landing gear will be retracted and
extended by an electrical spindle drive.
A control unit which is installed in the rear instrument tower controls all
electrical functions and the control lights.
A landing gear warning device is integrated into the system.
The landing gear will be locked in the extended position by over centre
locking of the drag struts and held in this position by the spindle drive.
The landing gear will be locked in the retracted position by 2 bolts at the
drag struts which engage into 2 latches at shaft 10FW102.
Unlocking is actuated by a cam mounted to the spindle drive, which rotates
the shaft 10FW109 via a bell crank and a push rod to release the bolts (see
diagrams 7 and 9).
Emergency operation: The landing gear may be extended manually. The
handles are located at the left hand fuselage wall, one in each cockpit (at
the positions of the handles for the manually operated landing gears).
Pulling on one of the 2 emergency extension handles will open the valve of
a lockable gas strut. The gas strut will push the spindle drive forward on a
linear guide to extend and lock the landing gear.
1.6.1.2 Adjustment / limit switches
With the electrically operated landing gear only the limit switches have to
be adjusted
a) Limit switch landing gear extended
1. Extend the landing gear electrically and check if the stops at the drag struts
10FW255 touch the struts of the rear fork 10FW254.
2. Apply a force of 100 N (2 lbs.) to the hinge point perpendicular to the
centre line of the struts in an upward direction. The system should be so
stiff that you can’t move the hinge point out of line (stops still touch the
struts).
3. If item 2 is not fulfilled, the limit switch must be adjusted. To accomplish
this you have to bend the arm of the switch accordingly. The limit switch is
mounted on the landing gear box and is activated by the lever 10FW108.
Maintenance Manual DG-1000M
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1.10
4. Retract the landing gear a small amount, extend again and check if the
lower green control light starts shining. If not, the arm was bent too far.
5. If the adjustment is correct, retract the landing gear and extend via the
emergency system. Check if the lower green control light starts shining. If
not, the arm was bent too far. After adjustment repeat the check according
to item 2.
b) Limit switch landing gear retracted
The spindle drive must be shut off in the retracted
position when the bolt at the left drag strut 10FW102
engages in the notch of the left latch on shaft 10FW109
and activates the limit switch which is mounted to the
latch.
Check: Activate the limit switch. The distance Y shall be
2 - 3 mm (0.08 – 0.12 in.) when the switch is activated.
If necessary adjust the switch by bending its arm.
c) Limit switch gas strut (emergency extension system)
This switch (position 12 in diagram 9) is mounted to the upper end of the
gas-strut at bracket 10FW120. When resetting the gas strut the spindle
drive must be stopped by the limit switch when the distance X in diagram 9
(from counter nut up to gas strut body) is 17 - 20 mm (0.67 – 0.8 in.). If
necessary loosen the mounting screws and rotate the switch for adjustment.
d)
Switch emergency extension system (optional with TN1000/19,
standard from ser.no. 10-157 on)
This switch
(position 20 in diagram 9) activates higher current for the
spindle drive via the LG control unit to reset the gas-strut as long as one of
the emergency extension handles is pulled. The switch is mounted to a
bracket 10FW143 which is mounted to the bracket 10FW120 see item c).
The switch is activated by the deblocking lever in the upper gas-strut end.
In case the spindle drive doesn’t have enough power to reset the gas-strut
check the function of the switch. To accomplish this disconnect the 2 wires
from the switch. With one of the emergency extension handles pulled the
resistance between these 2 terminals must be zero. If necessary adjust the
switch by bending its arm.
1.6.1.3 Free play
Free play between bell crank 10FW108 and shaft 10FW91 is not allowed.
If there is any free play tighten the two bolts M8x45 inside the landing gear
box with a 13 mm open-end wrench. If there is still some free play, the
bolts should be removed and the holes drilled out and reamed to diameter
10 H7. M10 x 45 LN9037 bolts should then be installed.
Maintenance Manual DG-1000M
Issued: July 2015 TN1000/27
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1.11
1.6.2 Hydraulic brake system
a) Brake fluid approved specification DOT 3, DOT 4, SAEJ 1703.
The brake fluid must be exchanged at least every 4 years.
Exchange see section 4.6.
b) Adjustment: see section 1.5.2c)
If adjustment does not increase the braking effect as desired, the brake
system is leaking or there is air in the brake system. Bleeding of the brake
system see section 4.6.
c) The brake linings must be replaced if they are worn down to a thickness of
2.5 mm (0.098 in.). Removal of the brake calliper see section 4.5B.
Replacement set (2 linings, 6 rivets) Tost Nr. 075860.
d) The brake disc must be replaced if it is worn down to a thickness of 4.3 mm
(0.17 in.).
1.6.3 Tailwheel
Steerable tail wheel linked to the rudder via springs, see diagram 10.
1.6.4 Wheels, tyres and tyre pressures
Main wheel
Tyre: 380 x 150 6 PR, diameter 380 mm (15 in.),
Wheel: Tost 5” wheel with disc brake Penta 130-30
Tyre pressure 3 bar (43 psi)
Tail wheel
Tyre: 200 x 50 6 PR, diameter 200 mm (7,87in.)
Wheel: Plastic hub with ball bearings part. No. S23
Tyre pressure 4 bar (58 psi)
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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1.12
1.7 Tow hooks
1.7.1 Tow release circuit
see diagram 5
1.7.2 Adjustment
Check if both tow releases open fully.
Adjustment is done at the connection of pushrod 10R162 to bellcrank
10R161 in the rear cockpit. The adjustable seat shell and the cover
10RU170 must be removed to accomplish the adjustment..
1.7.3 Damages
The ring muzzle of the C.G. hook should not be bent or ground down and
should move easily. If the muzzle is damaged, the tow release has to be
exchanged and repaired by the manufacturer (Tost).
1.7.4 Removing the tow hooks
1.7.4.1 C.G. tow hook:
Remove the cover (front side of rear seat).
Remove the mounting bolts and the actuating lever. Don't remove the bolt
which carries the actuating lever.
Move the tow hook some mm in an upward direction (use a piece of hard
wood and a hammer). Then pull it out in forward and upward direction.
1.7.4.2 Nose tow hook:
Remove the control cable from lever 5R2/1.
Remove the tow hook with the fittings 5R3/2 and 3.
1.7.5 Rubber cords
To keep the actuating cables tight there is a rubber cord at both of the
cables in the compartment below the foot of the rear instrument panel in
front of the main battery.
Replace the rubber cords if worn.
For further information refer to the operating and maintenance instructions
for the release mechanism, see section 0.4.4 a).
Maintenance Manual DG-1000M
Issued: October 2010
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1.13
1.8 Water ballast system
Wing tanks (optional)
1.8.1 Water ballast release circuit
see diagram 6
1.8.2 Adjustment
For the dump valve in the closed position, there should be 1 mm (.04 in.)
space between the 8 mm (.315 in.) diameter PVC rod from the dump valve,
and the lever plate on the fuselage. Adjust at the adjustment screw located
at the fuselage wall. If this is insufficient, the 8 mm PVC rod can be
shortened.
If a valve still leaks, then the rubber gasket and the associated spring at the
end of the 8 mm PVC rod should be loosened, pressed further in and
secured again. If this is not successful, the valve ball seat should be
greased. (see section 4.1)
1.8.3 Servicing
see section 4.1.
Maintenance Manual DG-1000M
Issued: October 2010
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1.14
1.9 Ballast box in the fin
1.9.1 Inspection of the control light in the front instrument panel
Slide one weight after the other into the rails of the box. Check with each
additional weight if the correct amount of blinks is displayed.
The heavy weights with 2,4 kg (5.3 lbs.) each must be installed in the lower
4 sections and the lighter weights with 1,2 kg (2.65 lbs.) each in the upper 2
sections. It doesn’t matter in which sections the weights are installed, but it
is not allowed to insert the light weights into the sections for the heavy
weights.
Caution: When changing trim ballast, check condition and correct gluing of the
foam rubber rings 10L45/2 in the ballast box in the fin. Without these rings a
correct indication is not possible.
Replace damaged rings according to Service Info 67-07, attached to the MM.
The control light in the front instrument panel must start blinking after each
transaction with the weights. By counting the amount of blinks check if the
correct amount of ballast is displayed. For a heavy weight 2 blinks appear
and 1 blink for a light weight, this means 10 blinks if the box is filled up
completely. After a pause of 2-3 seconds the blinking must be repeated etc.
The blinking can be stopped by pressing on the control light. Pressing again
on the control light must reactivate the blinking feature.
1.9.2 Protection of the control light
There is a fuse holder in the positive wire to the control light (in the front
instrument console near the light).
Fuse: 250V 5x20m 0,2A.
1.9.3 Inspection of the locking device of the ballast box cover plate
Check the locking device at the cover plate, the locking pin must be pressed
by its spring towards its stop.
Insert the cover plate to close the compartment, it must be possible to push
the locking pin with the tool up to its stop and the pin must stay in this
position.
Maintenance Manual DG-1000M
Issued: October 2010
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1.15
1.10 Massbalance and weights of control surfaces
After repairs or repainting the control surfaces weights and moments
should not exceed the following limits:
Control
Surface
Weight Moment Spring balance
reading see in-
structions below
kg
(lbs.)
kg×cm
(lbs.×in.)
kg
(lbs.)
min. max. min. max. min. max.
Rudder 3,1 4,0 -2,5 +0,5 -0,25 +0,05
(incl. massbalance) (6.83) (8.82) (-2,17) (0,434) (-0,55) (0,11)
Elevator 2,25 3,0 9,0 11.21 0,53 0.67
(without pushrod) (4,9) (6,61) (7,81) (9.73) (1,182) (1.47)
Inboard ailerons 4,5 5,7 0 3,4 0 0,207
(9.92) (12.57) (0) (2.95) (0) (0.457)
Outboard ailerons 0,35 0,55 0.71 1.2 0.073 0.12
(20m extension) (0,77) (1,2) (0.62) (1.04) (0.16) (0.27)
Negative moment means that the control surface is balanced more than
100%. In such case you have to apply a downward load at the measuring
point.
Caution: Before any changes to the massbalance weights are made, contact the
DG Flugzeugbau factory.
Method for determining control surface moments
All control surfaces: Remove the control surface and hang it friction free on
two hinge points.
It is important that ailerons and elevator are positioned upside up.
The inboard aileron must be hung at its first (root) and 5. hinge.
The elevator must be hung at hinges 2 and 5.
Control surface measuring point behind hinge axis
mm in.
Rudder lower edge 100 3,94
Elevator centre, y= 70mm (2.76 in.) 168 6,61
Inboard aileron aileron root 164 6,46
Outboard aileron (20m) aileron root 98 3,86
Maintenance Manual DG-1000M
Issued: October 2010
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1.16
1.11 Fore and aft play of the wings
1.11.1 At fuselage
a) Fore and aft play at the front wing suspension is acceptable and a design
feature.
b) The fore and aft play at the rear wing suspension shall not exceed 0.5 mm
(0.02 in.) at each wing. Move the wings fore and aft to determine the free
play.
If the free play is excessive the rear locking pins must be replaced by
oversize pins (10F28 oversize 1).
Therefore you must ream the hole for the locking pin with the glider rigged.
Allow no free play when reaming.
The max. allowable oversize is no. 4 (diameter 14mm). If this oversize is
too small, you have to remove the screwed in bushes 10F27/1 from the
wings and their counterparts 5R11 from the fuselage.
Install new parts and secure with Loctite 243. Ream the holes for the
locking pins with the glider rigged to diameter 12H7. Use the original
locking pins 10F28 without oversize.
1.11.2 At the wing parting
a) Check see above.
The free play at both pins together shall not exceed 0.5 mm (0.02 in.)
between pin collar and bush.
b) Roughen the area around the lift pin and attach a distance washer inside
diameter 10.5 mm (0.41 in.) with a suitable metal adhesive (e.g. Stabilit
Express). Note the total thickness of the washers at the root rib with a
waterproof marker pen.
c) Rig the outboard wing panels again and check the free play.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
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1.17
1.12 Power Plant
Note: Please find a checklist for power plant trouble shooting in the DG-1000M
flight manual section 8.8.
1.12.1 Arrangement
see diagram 13.
You will find a part list with the designations and the reference numbers for
the powerplant parts in section 8.1.2.
The engine is flexibly mounted by 3 rubber shock mounts to the steel drive
mount, see diagrams 20 and 21. The tilt of the engine against the drive
mount due to the engine torque is limited by a rubber buffer, see diagram
27. The clearance between the buffer and the engine mount shall be
between 2 mm and 4 mm (0.08 in. and 0.16 in.). Adjustment is by washers
6,4 DIN9021 St zn between buffer and mounting bracket.
1.12.2 Engine type, coolant
The engine is a SOLO 2625 02i two stroke engine with electronic fuel
injection and liquid cooling. For further engine specifications refer to the
engine manual, see sect. 0.4. of this manual. The cooling circuit is equipped
with an electric waterpump. The pump operates with ignition on. If the
glider electrics are switched off (master switch) with running engine, the
pump will still receive electric power from the generator.
Coolant: Commercially available anti-freeze for car engines
(recommended: BASF Glysantin G48 Protect Plus concentrate) and tap
water (hardness 0-20°dH) Normal operation: mixing ratio 1:2 (up to
approx. –20°C, -4°F).
May be changed for high altitude flying to mixing ratio 1:1 (up to approx. –
40°C, -40°F).
Instructions see section 4.10.5.
Caution: If you don't operate the engine for periods longer than 2 months you
must preserve your engine according to the instructions in the engine manual.
The same applies for any overseas transportation.
1.12.3 Exhaust Muffler
The muffler has been specially designed for the DG-1000M and is attached
by four spring couplings in a movable frame, secured with Loctite 243.
Installation see diagram 23.
1.12.4 Propeller
Type: BM-G1-160-R-120-1
Constructuion: Composite
Attachment bolts: - six M 8 x 65 DIN 931 - 8.8, head with a 2 mm (0.08
in.) dia. hole for lockwiring.
Maintenance Manual DG-1000M
Issued: October 2010
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1.18
1.12.5 Reduction gear
Drive belt reduction with 5 V-belts, reduction ration approx. 1:2.8.
Drive Belt Tensioning: The drive belt should not be loose. Tensioning
instructions and tolerances see section 4.10.2.
1.12.6 Starter motor
Electric starter motor
1.12.7 Fuel injection and ignition system
1. Normal system: The fuel injection and the ignition is controlled by an
engine control unit (ECU). A pressure sensor is integrated in the ECU to
adapt the amount of fuel injected to the flight altitude.
2. Emergency system: The engine is equipped with an emergency system
which may be activated via a switch in the front (and optionally in the rear)
instrument panel in case of a failure of the engine control unit (ECU). This
system ensures uninterrupted engine operation during take-off and climb.
3. Details for both systems
a) Battery ignition with normal and emergency system.
b) Spark plugs; Electrode gap 0.5 mm (0.02 in.)
Type see section 8.1.2.1.
c) The ignition coils are mounted at the drive mount. The control unit-NT
provides the necessary 12 V to the ignition coils. With the ignition
circuit test switch the 12V will be cut for one of the 2 ignition circuits.
This is the case in normal and in emergency mode.
Caution: You can’t adjust anything yourself at the ECU and the control of the
emergency system. If any problems arise please contact DG-Flugzeugbau or the
engine manufacturer Solo or a DG trained and approved service station.
Any failures of sensors will be displayed by the DEI-NT see flight manual
section 7.4.5.
1.12.8 Throttle control
The throttle control cable is connected to the bellcrank in the front cockpit.
The cable can be adjusted via the nipple at the lever of the throttle butterfly
valves.
With fully open throttle (butterfly valve vertical) the cable should be loose.
The cable is a Bowden-cable (outer dia. 5 mm diameter, inner dia. 1.5 mm
with nipple pressed on).
With the throttle handle set to idle the lever at the throttle butterfly valves
must touch the idle stop screw, if not you have to tighten the throttle cable
accordingly.
Maintenance Manual DG-1000M
Issued: October 2010
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1.19
Caution: Don’t change the adjustment of the idle stop screw.
The interconnection between the throttle handle in the front and in the rear
cockpit is by 2 Bowden-cables (outer dia. 5 mm diameter, inner dia. 1.5
mm with nipple pressed on). The cables can be adjusted and tensioned at
the bellcrank in the rear instrument console.
1.12.9 Tightening torques and locking
a) All bolts on the engine which are not secured by selflocking nuts should be
tightened according to the following table:
M 10 40 Nm (29 ft lb)
M 8 20 Nm (15 ft lb)
M 6 12 Nm (9 ft lb)
They should also be secured with Loctite 243. All locked and secured bolts
are marked with red paint which also marks the respective component at
that particular point. Whenever a bolt has to be tightened or taken off, the
red paint should also be removed and only renewed after the bolt is once
again securely attached with Loctite.
b) further tightening torques:
Cylinder head nuts 20 Nm (15 ft lb)
CHT probe 15 Nm (11 ft lb)
Spark plugs 20 Nm (15 ft lb)
Propeller 20 Nm (15 ft lb)
magneto flywheel 80 Nm (58 ft lb)
lower drive belt pulley 100 Nm (73 ft lb)
The drive mounting bolts have to be secured with lockwire according to
section 4.10.6.
The bolts of magneto flywheel and lower drive belt pulley have to be
secured with Loctite 243. All locked and secured bolts are marked with red
paint which also marks the respective component at that particular point.
Whenever a bolt has to be tightened or taken off, the red paint should also
be removed and only renewed after the bolt is once again securely attached
with Loctite.
1.12.10 Fire warning device
The probe is located at the left hand side engine bay wall opposite to the
engine air intake.
To check its function you may heat the probe up to 160° C (320 °F). Use a
fan heater with a thin nozzle to heat the probe only. The DEI-NT must
display a warning message „Fire“.
Warning: Don’t execute this test without measuring the temperature close to
the probe. 160° C (320 °F) must not be exceeded.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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1.20
1.13 Retraction - extension mechanism
1.13.1 Layout:
see diagrams 25 and 26 and 15 (propeller stopper)
Type of parts see section 8.1.2.
The retraction-/extension mechanism (spindle drive) consists of a 12 V
electrically driven sealed ball screw shaft with electromagnetic brake.
A tension gas-strut is installed parallel to the spindle drive to compensate
the engine weight.
1.13.2 Extension force of the gas-strut
Time for extension approx. 8 seconds, time for retraction approx. 8
seconds. If the extension takes much longer than the retraction (3 seconds)
then the gas-strut must be replaced. Measure at room temperature, with full
batteries and via the ignition switch.
1.13.3 Adjusting the powerplant retaining cable
Extend the engine via the ignition switch until the extension is switched
off by the position switch.
The powerplant shall be in the position shown on the sketch.
The retaining cable must be tensioned. If necessary adjust the limit switch
(see section 1.13.5.1) and/or via the adjustment screw at the rear engine
bay bulkhead, see diagram 18. Secure the adjustment screw by fastening
its lock nut.
1.13.4 Position switches
Position engine retracted: via a switch actuated by the drive mount.
Position engine extended: via a switch actuated by the muffler frame
94° – 96°
propeller flange
Maintenance Manual DG-1000M
Issued: October 2010
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1.21
1.13.5 Adjustment of the powerplant positions
1.13.5.1 Position engine extended:
Extend the engine via the ignition switch until the extension is switched off
by the position switch. The angle must be 94° - 96° see section 1.13.3.
If necessary, the angle has to be corrected by bending the metal lever of the
limit switch.
Caution: The starter motor can’t be activated if the position engine extended is
not activated.
1.13.5.2 Position engine retracted:
When the drive mount touches the stop (at the upper part of the drive
mount) the spindle drive should not be switched off, but should move the
powerplant backwards a little before the position switch is actuated. This
prevents the powerplant from moving upwards with negative g-loads
(flexibility of the rubber mounts).
Maintenance Manual DG-1000M
Issued: October 2010
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Manual valid with the up-to-date cover page only
1.22
1.14 Fuel system
1.14.1 Layout
see diagram 16
Type of parts see section 8.1.2.
Operating pressure: 3 bar (43.5 psi)
The fuel pump generates a higher pressure of approx. 5 bar which is
reduced by a fuel pressure regulator (see section 1.14.4) to the operating
pressure.
The regulator is installed in the fuel return line which feeds the excess fuel
back into the fuselage tank at the upper rear end.
The operating pressure must be checked during each 25 hour inspection.
Due to this check and the continuous monitoring of the fuel pressure via a
pressure switch (see section 1.14.5) it is not necessary to change the fuel
filters periodically. The pressure switch generates a warning message on
the DEI-NT as soon as the fuel pressure drops below 2.2 bar.
1.14.2 Tank
The fuselage tank is permanently fixed and has 41 litres (10.8 US gal.)
capacity which can be used down to at least 1 l (0.26 US gal.). The tank can
be drained via a drainer located in the landing gear box at its rear wall. The
tank can be flushed after removing the drainer. The vent outlet of the
fuselage tank is at the bottom of the fuselage.
Filling the fuselage tank should be done with the permanently installed
electric fuel pump.
A sensor at the lower end of the fuel filler switches off the electric power to
the pump when the fuel tank is filled completely.
Filling is also possible via the fuel filler opening on the fuselage exterior
surface (Option).
1.14.3 Fuel pumps and filters
1. Normal system: Electric fuel pump mounted in the fuselage centre section.
This pump operates as soon as the ignition is switched on. In case the
electric power is switched off via the master switch with running engine,
the pump will receive electric power directly from the generator.
As long as the engine is not started the fuel pump will be switched off as
soon as a fuel pressure of approx. 2.8 bar is reached to save electric power.
When the pressure drops below approx. 2.2 bar the pump is switched on
again.
Upstream of the pump a coarse fuel filter (mesh size 60 – 100 µm) and
downstream a fine fuel filter (mesh size 10 µm) is installed.
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1.23
2. Emergency system: In parallel with the pump and filters described above,
a second identical set of pump and filters is installed.
When switching over to the emergency system the pump of the normal
system is switched off and the pump of the emergency system is switched
on. Check valves in both pumps prevent back-streaming of fuel via the
pump which is not running.
The pump of the emergency system is not switched off when the engine is
not running.
3. Refuelling pump: Installed as standard at the landing gear box. A filter is
installed upstream of the pump.
1.14.4 Fuel pressure regulator
Mechanical regulator adjusted to 3 bar installed downstream of the
injection valves in the return fuel line in the fuselage centre section at the
lead through of the return line through the rear main bulkhead.
1.14.5 Fuel pressure switch
Via the pressure switch the „Fuel pressure“ warning in the DEI-NT and the
fuel pump of the normal system see section 1.14.3 1. are controlled.
Switch pressure: 2.7 bar, back switch pressure: 2.2 bar, tolerance: +
5%.
1.14.6 Fuel injection
1. Normal system: One injection valve per cylinder mounted directly at the
throttle body (intake tube).
2. Emergency system: One injection valve per cylinder (identical type as
system) mounted at the rear upper end of the engine. The connection is via
a hose leading from the valve to a nipple at the intake manifold of the
respective cylinder.
1.14.7 Fuel cock
The fuel cock is mounted on the fuselage floor between the tank and the
electric fuel pump. The cock is controlled by a dia. 2 mm (0.08 in.)
pianowire from the cockpit. The stops are located directly at the lever of the
fuel cock.
1.14.8 Fuel quantity indication
The fuel quantity measuring system in the fuselage tank is by two electric
float gauges.
The aircraft's attitude hardly affects the readout.
After replacement of a gauge or of the DEI you have to execute a fuel
gauge calibration according to section 4.11.1.
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1.24
1.15 Electrical system
Caution: Before doing any work on the electrical system, isolate the power
supply by switching off the main switch. The battery should also be
disconnected before working at the control unit. This is done by disconnecting
the fuse for the main battery (located in a recess in the floor behind the foot of
the rear instrument console).
In addition the plugs from the wiring leading to control unit and DEI-NT must
be sealed with tape when they are removed from the control unit or from the
DEI-NT.
1.15.1 Layout
see wiring plan enclosed with this manual.
Type of parts see section 8.1.2.4.
1.15.2 Batteries
1.15.2.1 Main battery
The installed battery is a sealed maintenance free battery 12V/17Ah with
screwed terminals. The battery is installed in the lower part of the rear
instrument console.
Recharging is via the 12 V sockets in the front and rear cockpit. Therefore
switch on the main switch to the first position (charging). You don't need to
remove the battery for charging.
1.15.2.2 Additional batteries
Wiring with plugs BSK12 for additional batteries in baggage compartment
and fin are standard equipment.
Caution plugs BSK12: The screws to fix the wires in the plugs must be
tightened and secured with securing paint.
a) An additional battery Z73 12V/7Ah with holder Z72 or Z01 12V/10Ah
with holder Z200 may be installed in the baggage compartment.
In this case a battery selector switch must be installed in the front
instrument panel.
b) A battery Z110 (12 V, min. 12 Ah, mass 5.5 kg, 12.1 lbs.) may be
installed in the battery box in the fin.
The wiring for this battery is in parallel to the battery in the baggage
compartment.
1.15.2.3 All batteries
Caution: Use only automatic chargers suitable for sealed liquid acid batteries.
To charge the batteries to their max. capacity a charger with a max. output
voltage of 14.4 V is required (most chargers supply only 13.8 V). A suitable
charger part No. Z 08 is supplied by DG Flugzeugbau.
Note: Don't charge longer than for 1 week.
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1.25
1.15.3 Control unit
This aluminium box is in the upper mid fuselage on the right hand side.
The control unit incorporates the following functions:
1. Master switch for battery: MOSFET-semi-conductor relays.
2. Master switch for generator: MOSFET-semi-conductor relays.
3. Startermotor control: The starter motor is actuated by a MOSFET-semi-
conductor relay. This applies to the normal engine start (ignition on) and
also the slow turning of the propeller into retraction position (ignition off).
Activation is via the starter button.
The control unit prevents the starter motor working whilst the engine is
running.
The position switch “engine extended” (see sect. 1.13.4 and 1.13.5)
activates the control of the starter motor only when the engine is extended.
4. Control of the extension-retraction procedure. The extension-retraction
relays are also mounted inside the unit.
The proximity switch see 1.15.16 prevents the automatic retraction of the
engine as long as the propeller is not in the correct position for retraction
(with the manual extension-retraction switch see sect. 1.15.11 not
operated).
5. Switched 12V outputs with MOSFET-semi-conductor relays:
a) Fuel pump
b) coolant pump
c) Ignition coil (2 x) (provides 12V to the ignition coils with ignition on)
d) ECU + injection valves
e) Emergency system
f) Refuelling pump
g) Spindle motor brake
6. Propeller speed measurement for slip indication and for engine speed
indication when switched over to the emergency system. Measurement is
via the proximity switch see section 1.15.16. The drive belt slip will be
determined by comparing the engine speed given by the ECU with the
propeller speed, taking into account the reduction ratio.
7. Fuses for several circuits are installed in the control unit (see section
1.15.14).
Warning: To avoid damage disconnect the power plug first when removing the
control unit. Plug in the power plug after the other plugs when installing the
unit,
Caution: When you plug in the connector plugs, carefully fix the plugs with
their screws and secure the screws with Loctite 221.
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1.26
1.15.4 Engine control unit and sensors
1.15.4.1 Normal system
The engine control unit (ECU) is mounted in the upper mid fuselage on the
right hand side.
The ECU receives input data from the following sensors:
1. Engine speed sensor (for engine speed and crank shaft position). This
sensor is mounted at the rear left hand side of the engine and is activated by
notches on the generator magneto housing.
2. Throttle valve sensor
3. Probe for coolant temperature
4. Intake air temperature sensor
5. Internal air pressure sensor
The ECU controls the amount of fuel to be injected and the ignition timing
according to an engine characteristic map. Thus altitude and temperature
compensation of the engine are provided.
Note: The ECU has a failure memory, which detects and stores failures of the
system. This memory can only be checked by the manufacturer. For a check
please send the ECU to DG Flugzeugbau or the engine manufacturer Solo or to
a DG trained and approved service station.
1.15.4.2 Emergency system
The controller of the emergency system is mounted in the upper mid
fuselage on the left hand side.
The controller receives input data only from an engine speed sensor (same
type as for normal system but separate sensor). This sensor is mounted at
the right hand side of the front engine carbon mounting part and is activated
by pins at the starter ring gear.
The amount of fuel injected is controlled dependant on the engine speed
according to an engine characteristic diagram.
Due to this simple arrangement engine operation in cruising mode is not
possible.
Ignition timing is fixed.
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1.27
1.15.5 Generator - Regulator
AC generator 12V/max. 500W mounted on the rear end of the engine
crankshaft connected to a voltage regulator which combined with a
condenser and a voltage reducing module provides maximum charging
voltage of 15 V and current of max. 36 Amp.
Regulator, condenser and voltage reducing module are located in the mid
fuselage section mounted to the front side of the engine fire wall.
When the engine is running the generator supplies electrical power to the
fuel and water pumps, even with the master switch off.
1.15.6 Master Switch
The aircraft is supplied with a master switch (no separate engine master
switch). The master switch supplies in “on” position electrical power to all
systems.
The master switch is a key operated switch located in the console below the
front instrument panel. The key switch controls one MOSFET-semiconductor relay for the battery circuit and another one for the generator
circuit in the control unit-NT which cut off the electric power.
Note: The MOSFET-semi-conductor relay for the generator circuit switches off
the power supply to the main bus but not the engine. So with the engine running
the engine accessories will still be supplied with electric power even with the
master switch off.
1.15.7 Engine elapsed - time indicator
The engine time indicator is incorporated in the DEI-NT and counts as soon
as the DEI-NT receives a RPM signal from the ECU or from the control
unit-NT (measured by the proximity switch). Therefore it counts only the
pure engine running time.
In addition the time to the next 25 hour maintenance will be displayed.
When the maintenance has been executed, this time must be reset to zero in
the DEI-NT set up menu, see section 4.11.2..
1.15.8 Electric fuel pumps and fuel pressure switch
Description see sections 1.14.3 and 1.14.5.
The pumps are secured by fuses located in the control unit-NT.
1.15.9 12 V Socket
A socket is located in the front and in the rear cockpit (behind the pilots
right shoulder). It is used for:
- battery charging (main switch in charging position)
- to provide power for external accessories (main switch “on”).
The 2 12 V sockets are wired in parallel and secured by one 4 A resettable
fuse in the control unit-NT.
Required plug see sect. 8.1.2.
Connection of the socket terminals: centre pin is positive.
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1.28
From ser. No. 10-225 on a Socket
XLR 3-pole NC3FD-LX-BAG is installed.
Connection of the socket terminals:
1= +
2= 3= not used
view from the cockpit
Suitable plugs see parts list section 8.1.2.
1.15.10 Power plant extension/retraction mechanism
See also sect. 1.13
The automatic extension and retraction is controlled by the control unit see
sect. 1.15.3.
The extension-retraction motor will be switched off at the end limits by
position switches see sect. 1.13.5.
Caution: If the control unit detects that the proximity switch is defective a
safety interlock prevents the engine from being retracted automatically with the
propeller not in the correct position. The retraction of the powerplant must be
done with the manual switch. The DEI-NT will display the failure message
“PropSensor”.
The proximity switch must be exchanged prior to the next engine start.
1.15.11 Manual extension-retraction switch
Manual extension and retraction is via one switch which is located on the
instrument panel. When this switch is operated, the automatic
extension/retraction system will be switched off. The automatic system will
be switched on again when you operate the ignition switch. The manual
switch activates the extension/retraction relays in the control unit directly,
by-passing the safety functions.
Caution: With the manual switch a running powerplant may be retracted.
1.15.12 Starter Press Button
A starter press button is located in the centre of each throttle handle and
activates,, via the interlocks, the starter relay in the control unit, see sect.
1.15.3.
lock
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1.29
1.15.13 Wiring
The wire gauges are given in the wiring plan 10E202 at the end of the
wire No. inm² or in AWG.
Shielded wires may be identified by circles at their ends.
Specificati
on
AWG mm²
MIL-W_22759/16- 64 -WS 4 21,2
MIL-W_22759/16- 6 -WS 6 13,3
MIL-W_22759/16- 8 -WS 8 8,4
MIL-W_22759/16- 10 -WS 10 5,3
MIL-W_22759/16- 12 -WS 12 3,3
MIL-W_22759/16- 14 -WS 14 2,1
MIL-W_22759/16- 16 -WS 16 1,3
MIL-W_22759/16- 18 -WS 18 0,8
MIL-W_22759/16- 22 -WS 22 0,4
MIL-C_27500- 22 TG1T14 22 0,3 with shielding
MIL-C_27500- 22 TG2T14 2x22 2x0,3 with shielding
RG 174 0,25 with shielding
JCJ / IEZ584-3 2x24 2x0,22 NiCr-Ni with
shielding
LiYCY 2x0,38 with shielding
LiYCY 6x0,25 with shielding
Flexi-E/HK 1 yellow 18 1 high flexible
wires located at the engine
Wire blue 14 2,5 Generator
Instead of wires from the MIL specifications mentioned above suitable
wires approved for aircraft use from other aircraft or MIL specifications
may be used: Operating range min.: -55°C up to 105°C (-67°F up to
220° F), in the engine compartment up to 150°C (300°F), operating
voltage 600 V.
Maintenance Manual DG-1000M
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1.30
1.15.14 Circuit breakers and fuses
1. In the console of the instrument panel:
a) Circuit breaker 2 A for electric variometers etc.
b) Circuit breaker 3 A for the radio
c) 3A for turn and bank or artificial horizon
d) Circuit breaker 3 A spare eg. for the transponder
2. The battery main fuse is located in the cockpit floor in a recess behind
the foot of the instrument panel: 1 piece1s 80 A.
4. Resettable fuses are installed in the DEI-NT unit for the following
circuits:
a) Alarm outlet 2 fuses 0,2A
b) Change over switch when extending the powerplant 0,2A e.g. for a
Headset.
5. In the control unit-NT:
Resettable fuses are protecting the following circuits:
a. DEI-NT 0.4A
b. DEI-NT rear cockpit 0.4A
c. 12V sockets 4A
d. Bug wipers 7A
e. 12V sensors 0.2A,
f. 5V sensors 0,05A
A safety fuse 40A protects the Generator
The following circuits are activated by semiconductor switches and
protected by resettable fuses:
a. Engine extension-retraction motor 9 A
b. Fuel pump 9A
c. Coolant pump 4A
b) Ignition coils 2 x 4A
c) ECU and injection valves 4A
d) Emergency sysem 9A
e) Refuelling pump 4A
f) Spindle motor brake 2,5A
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1.31
1.15.15 Position switches for the powerplant
see sect. 1.13.4 and 1.13.5.
1.15.16 Proximity switch
The proximity switch at the engine receives the switching pulses by the
steel pins located at the upper drive belt pulley, see diagram 19.
The proximity switch effects the following functions:
1. Activation of the retraction mechanism and indication in the DEI-NT
2. Pulses for the RPM measurement for drive belt slip indication and RPM
indication for operation with the emergency system
The switch must be adjusted so that the propeller can't hit the fuselage cut
out (left hand rear end) during retraction.
The switch range may be shifted by moving the switch in the elongated
hole in the drive mount,
If the switch is moved (distance to the steel pins reduced) the range will be
enlarged.
If the distance is too large, the RPM measurement won’t work correctly.
For a new adjustment start with a distance of 1.0 mm (.04 in.).
Check if the switch activates by watching the DEI-NT display (main switch
on). The propeller symbol must change from small to large.
It is absolutely essential to secure the switch with the 2 counter nuts, as
damage to the switch will stop the RPM measurement and the retractionextension control.
Secure the nuts with lockwire.
With a defective proximity switch the failure message “PropSensor”will be
displayed on the DEI-NT.
1.15.17 External power supply socket (Option)
An external power supply socket to assist the gliders electrical system
during engine start may be installed in the console of the rear instrument
panel.
Suitable jump start cable: part no. Z69
1.15.18 Refuelling pump system
Start the pump by pressing the push button located in the fuselage mainbulkhead (behind the pilots left shoulder). As soon as the fuselage tank is
full the control unit-NT automatically switches off the pump. If you want to
interrupt or to stop the filling procedure before the tank is full press the
push button again. Starting the pumping again is only possible by pressing
the push button again.
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1.32
1.15.19 Connector plugs between fuselage and engine
Except for the starter motor positive and earth wires all wires can be
disconnected by a multiple plug to facilitate the removal of the engine.
The main plug is located at the bulkhead in the front upper edge of the
engine compartment. 2 plugs for the EGT probes are located at the right
upper edge of the engine bay wall
1.15.20 DEI-NT (Digital Engine Indicator)
Caution: When you plug in the connector plug, carefully fix the plug with its
screws and secure the screws with Loctite 221.
Note: If a new DEI-NT or a replacement DEI-NT should be installed, you have
to report your actual elapsed engine time to DG Flugzeugbau to enable them to
adjust the new DEI-NT to that value.
1.15.20.1 Main unit in front cockpit
For a description of the readouts and the various functions and the set up
menu see flight manual sect. 7.4. The DEI-NT receives input data from the
ECU and the control unit and controls all functions together with the
control unit, see section 1.15.4.
- The RPM measurement is fully digital
In normal mode the DEI-NT receives the engine RPM from the ECU. In
addition it counts the impulses of the proximity switch. This information is
used in the normal mode for the calculation of the drive belt slip and in
emergency mode for engine RPM indication.
- The DEI-NT receives the coolant temperature (CHT) from the ECU It is
measured by a temperature probe which is screwed into the coolant circuit
in the rear cylinderhead.
- The DEI-NT receives the outside air temperature OAT from a sensor in the
fuselage nose air inlet.
- The DEI-NT receives the engine gas temperature EGT from 1 NiCr-Ni
sensor per cylinder mounted in the exhaust manifold.
- Fuel level measurement see sect. 1.14.8. The DEI-NT calculates from the
resistance of the 2 fuel level sensors via a data map the tank fuel level
which is as far as possible independent of the aircraft attitude.
- The following signals are given to the control unit-NT by the ignition
switch:
- the ignition on / off
- with the ignition switched off the engine automatic retraction and the
control of the propeller position will be activated.
- with the ignition switched on the electric fuel pump, coolant pump, the
automatic extension of the engine and the control of the starter motor
will be activated.
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1.33
1.15.20.2 Second unit in rear cockpit
The second unit has no control functions except for the ignition switch. It
receives all data from the main unit, the ECU and the control unit-NT via
CAN-bus.
1.15.21 Coolant pump
The coolant pump receives electric power as long as the ignition is
switched on. Types see section 8.1.2.2.
With the coolant pump type Pierburg installed a voltage converter is
installed in the upper mid fuselage section on the rear main bulkhead
Type see section 8.1.2.4.
The voltage converter supplies 18 V to the pump, necessary for sufficient
cooling efficiency. The wiring plan 10E202 issue C or higher is applicable.
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1.34
1.15.22 Electrical system of the electrically operated main landing gear
Wiring see wiring plan 10E4 enclosed to the MM.
Description of operation see AFM section 4.2.2 and 4.5.1.
In the normal operating mode the landing gear will be retracted and
extended by an electrical spindle drive.
A control unit which is installed in the rear instrument tower controls all
electrical functions and the control lights.
For extension or retraction you have to operate the toggle switch. In
addition for retraction you must press the press button twice while holding
the toggle (safety circuit), see AFM section 4.5.1).
The system is equipped with an over current cut off which stops the
extension or retraction if high accelerations occur to protect the drive
against damage. As soon as the g-loads decrease, the landing gear will
continue to travel.
The limit switches are described in section 1.6.1.2.
Fuses and circuit breakers:
The electrically operated landing gear is protected by a resettable fuse 10 A
in the landing gear control unit.
Landing gear warning:
A landing gear warning device is integrated into the system. Warning is by
a buzzer (only installed p to ser. no. M4) and in addition via the DEI-NT
see AFM section 7.4.5.2 item 9.
Switches:
1. A magnet at the airbrake control rod 5St69 activates a solenoid
operated switch mounted at the fuselage wall in the front cockpit.
2. Limit switch landing gear extended.
Part extension and retraction for inspection and servicing
The retraction may be stopped by switching the toggle switch down,
The extension may be stopped by switching the toggle switch up and
pressing simultaneously the press button.
Only the centre (red) LED will shine.
For any service work switch off the main switch!
With the normal procedures you may retract or extend the landing gear
again.
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1.35
1.16 Pitot and static system
1.16.1 Layout
see diagram 11
1.16.2 Maintenance
No special maintenance needed.
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2.1
2 Inspections
2.1 Daily inspection
see flight manual section 4.3
2.2 Regular inspections
A After 200 flight hours and during the annual inspection
Check the rudder cables for wear especially around the “S” tubes on the
rudder pedals. Worn rudder cables should be replaced (see section 4.2).
Check the seals of the rudder (see section 1.3.4).
B Annual inspection (and 100hr inspection – only for USA)
• Execute all items of the daily inspection (see flight manual section 4.3).
• Inspect all bolted connections and locking devices ie. locknuts, split pins
etc.
• Check all metal parts for adequate greasing and rust prevention. (see
section 3.3).
• Check the control surface deflections (see sections 1.2 up to 1.4).
• Check the free play in all control circuits (see section 1.2 up to 1.6
• Check the fore and aft play of the wings (see section 1.11).
• Check the canopy emergency releases according to section 7.16 of the
flight manual.
• Check the rubber cords in the control system (see sections 1.2.6, 1.3.6 and
1.7.5.
• Check the thickness of the wheel brake linings and of the brake disc (see
section 1.6.2).
• Check if the brake fluid has to be exchanged (see section 1.6.2).
• Check the airbrakes according to section 4.4.
• Check the fin ballast box according to section 1.9.
• Check the canopy opening and canopy emergency release handles for
enough friction (canopies removed from fuselage). A force of 15 – 20 N
(3.3 up to 4.4 lbs.) should be required at the end of the handle. If the force
is too low tighten the hinge bolt of the handles accordingly.
• Check if the powerplant has been serviced according to section 3.6.1.
• Check the torque of the propeller bolts (see section 3.6.1 item 23).
• Tow hooks: The operating and maintenance instructions for the release
mechanisms, see sect. 0.4.4 of this maintenance manual have to be
followed.
• All-up weight and centre of gravity: These should be checked at least
every 4 years during the annual inspection.
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2.2
C Every 3 months
Check the tension of the lines of the waterbag attachment (see section 4.1).
D Special inspections
C.G. tow hook:
After a wheel-up landing, the C.G. tow hook is to be cleaned and to be
carefully checked for any damage.
Fuselage nose:
After a landing where the fuselage nose has touched the ground, the nose
tow hook is to be cleaned and to be checked for correct functioning.
Clean the hole of the PC port (necessary for the stall warning) located
behind the fuselage nose on the lower surface.
C.G. weighing: After all work which may influence the C.G.
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2.3
2.3 Inspections after a heavy landing
The whole aircraft:
Check that the tailplane is still properly aligned in the vertical and
horizontal axis. Check the wing oscillating frequency with respect to
previous checks
Wings:
Spar ends:
Check the wing pins and bushes for any deformation - are there any white
areas around the bushes?
Root ribs:
Are there any cracks at the rib/wing skin joint or rib/spar joint? If so,
remove any paint or filler to see if the crack continues into the structure.
Any white areas around the bushes?
Outer skins:
Crushing, cracks, delaminations?
Note: Hairline cracks from the edges of the airbrake housing are harmless.
Hairline cracks on the wing leading edge running along the span are harmless, if
these don't enlarge when you press on the wing shells.
Ailerons:
Crushing, cracks, delaminations?
Hinge mounts checked? - Control circuit drives checked?
Fuselage:
Fuselage wing connection:
White areas, increased free play, bent lift pin tubes, damaged locking pins
at the rear wing suspension, difficult assembly?
Torsion check:
Hold the fuselage fixed and from the top of the fin try to turn the fin around
the fuselage. While applying this torsion are any cracks made visible? Does
the fuselage shell show any uncommon deformations?
Fuselage - fin intersection:
Check for cracks. Remove gelcoat and any filler along the cracks. Apply
pressure to the fin (push the fin towards the nose as well as applying
torsion). Do the cracks penetrate the glass fibre structure?
Disassemble the rudder and check the glued connection of the fuselage end
bulkhead and the fin trailing edge web.
To check the elevator control circuit and the bulkhead attachments in the
fin area, the tailwheel and the cover plate in the wheel box should be
removed.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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2.4
Tailplane attachment:
Increased free play? Cracks in the fin top rib? Check if the aluminium parts
of the tailplane attachment are bent or loose, check the tailplane locking
device.
Rudder mounts:
Increased free play? White areas in the glass fibre, bent rudder hinge pin
supports?
Fuselage skin:
Outside: cracks, nicks, folds? Any separation of the skin from the core?
Inside: white spots, zig zag white lines, cracks? Has any bulkhead become
loose?
C.G. tow release:
Especially after a wheel up landing, check for dirt etc., check for proper
functioning. Has the tow release housing become detached from the
fuselage?
Seat back bulkhead:
Cracks? Shoulder strap attachment points?
Belly harness attachment points:
Check for cracking around the mountings in the seat. Check the safety
harness assembly.
Controls:
Check for proper functioning and condition of all controls and adjustment
mechanisms (i.e. rudder pedal adjustment, tow release, air brake, control
column and trim etc.).
Instruments:
Proper functioning?
Dirt in the static ports, in the PC port (located behind the fuselage nose on
the lower surface) or in the pitot probe?
Engine compartment:
Check for damage of the walls. Does the engine retract without scratching
the side walls? Do the engine doors fit as well as before?
Check the condition of the engine bay insulation.
Maintenance Manual DG-1000M
Issued: October 2010
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2.5
Undercarriage:
Check to insure if properly aligned. No bent forks? Proper extension and
retraction? Any dirt in the forward fork pivot?
Any white areas or cracks in the wheel box? Remove the baggage area
floor panels and inspect the wheel box from above.
Undercarriage control circuit condition? Is there free play between
actuating lever and upper fork?
Function check: normal and emergency operation.
Tail wheel:
Any cracks or white patches around the attachment?
Is the tail wheel fork bent?
Ballast box in the fin
Check especially after a ground loop if the rod which secures the ballast
weights is bent and if the locking mechanism is still working properly.
Check also the GFRP parts of the box.
Function check according to section 1.9.1 and 1.9.3.
Horizontal tailplane-stabilizer:
Outer skins: Crushing, cracks, delaminations?
Mounting: Glued joint of the bushes, white areas around bushes, cracks in
shear webs, cracks around locking plate?
Hinge mounts: checked?
Elevator:
Crushing, cracks, delaminations?
Hinge mounts checked? - Control surface horn bent or loose?
Execute all checks of the daily inspection see flight manual section 4.3.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
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2.6
2.4 Inspection procedure for increase of service time
1. General
The results of fatigue tests of wingspar sections have demonstrated that the
service time of GFRP/CFRP gliders and motorgliders may be limited to
12000 hours, if for each individual glider (in addition to the obligatory
annual inspections) the airworthiness is demonstrated according to a special
multi-step inspection program particularly with regard to the service life.
2. Dates
When the glider has reached a service time of 3000 hours, an inspection
must be done in accordance with the inspection program mentioned under
point 3. If the results of this inspection are positive or if any defects found
have been duly repaired, the service time of the glider is extended by
another 3000 hours to a total of 6000 hours (first step).
The above inspection program must be repeated when the glider has reached
a service time of 6000 hours. If the results of this inspection are positive or
if any defects found have been duly repaired, the service time of the glider is
extended to 9000 hours (second step).
When the glider has reached a service time of 9000 h the above inspection
program must be repeated. If the results of the inspection are still positive,
or if any defects found have been duly repaired, the service time may be
extended to a total of 10000 hours (third step).
Proceed analogous when reaching 10000 and 11000 hours (4. + 5. step).
3. Ask the DG Flugzeugbau for the necessary inspection program.
When you request the inspection program, the following data should be
submitted: Model/Type, Registration, Serial Number and the operating
hours at which the inspection will be performed. A charge will be made for
the inspection program.
4. The inspection must only be done by a licensed repair station or inspector.
5. The results of the inspections have to be recorded in an inspection test report
wherein comments are required for each inspection instruction. If the
inspections are done outside the DG Flugzeugbau facilities, a copy of the
records must be sent to DG Flugzeugbau for evaluation and information.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
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3.1
3 Maintenance
3.1 General maintenance
See also flight manual section 8.
Exterior surfaces of the fibre reinforced plastic parts
The surfaces are coated by a UP-gelcoat or by PU paint (Option). This
gelcoat is protected by a hard wax coating which has been applied during
production with a rotating disc ("Schwabbel" procedure). Do not remove
the wax, because this would lead to shading, swelling and cracking of the
surface. In general, the wax coat is very resistant. As soon as the wax coat
is damaged or worn, a new coat has to be applied. If you store your aircraft
often outside, this may be necessary every half year!
"Schwabbel" procedure: The best method is with an electric power buffer
as we do in the factory. Also an electric drill may be used. Speed
approximately 2000 RPM. Two packages of special cloth discs
(Schwabbelscheiben) have to be installed. A block of hard wax has to be
pressed against the rotating discs. By doing so, the wax becomes hot and is
taken up by the cloth. The hard wax and the cloth discs should be
purchased from the DG Flugzeugbau factory.
Wax Part-No. 70000121
Cloth disc Part-No. 70000600
Adapter W67 (for mounting the cloth discs to a power buffer with thread
M14) Part-No. 80010026
You get the best effect when polishing 90° to the microscratches of the
sanding process.
Caution: Make sure that the surface does not get too hot, otherwise the finish
will be damaged. Therefore move the polishing machine all the time, and do not
stay on one spot!
Plexiglas canopy:
Small scratches on the exterior surfaces of the canopies can be removed by
the "Schwabbel" procedure (see above). Lock the canopies to the fuselage!
Metal parts:
The pins and bushes for rigging the aircraft are not surface protected and
must be covered with grease all the time (see section 3.3). The other metal
parts, especially the control stick and all handles, should be preserved with
metal polishes occasionally.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
3.2
3.2 Maintenance of the airframe
The sailplane is service free except for the care of the surfaces (see above)
and greasing and oiling of the control system and all pins (see section 3.3).
After a landing in a soft field, the undercarriage box and tow hook should
be thoroughly cleaned.
3.3 Greasing and oiling
A The contact surfaces of the canopies to the fuselage are to be rubbed with
colourless floor-polish (canopy and fuselage side) to reduce grating noise in
flight. Polish at the beginning of the flight season and then every month.
B Once a year your glider should be carefully checked and all bearings,
including control surface hinges, should be cleaned and greased if
necessary. The various greasing points are as follows:
• Aileron drive connections at the inboard aileron.
• Airbrake drive connection - in airbrake box, also grease the brake paddle
pivots.
• Remove the access panels on the left hand cockpit walls and grease all the
pushrod guides, but not those with Teflon linings, note see below.
• Remove the baggage compartment floors and open the baggage
compartment rear cover to grease all bearings.
• Open the access panels (2 in the front and 2 in the rear cockpit). In the rear
cockpit you have to remove the height adjustable seat pan first. Grease all
accessible bearings (ball bearings and rod ends with universal bearings)
• Remove the control column boots and grease all the bearings associated
with the control columns.
• Grease the rudder pedal adjustment slide.
• Oil all hinge points on the undercarriage in the undercarriage box.
• Clean and grease all control surfaces hinges.
• Clean and grease the control hook ups for ailerons, airbrakes and elevator
control.
• Clean and grease all pins and bushes of the wing and tailplane attachment.
• Clean and grease the lower ball fitting of the gas strut at the front canopy.
• Electrically operated landing gear: Clean and grease the slotted hole at the
attachment of the spindle drive to the bell crank 10FW106 (see diagram 9).
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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3.3
Note: The greases we recommend are lithium based pressure-resistant anticorrosion greases or lithium-soap greases (multi-purpose greases for rolling
element bearings).
Use thin engine oil eg. SAE 5W30
Caution: The sliding guides of the following parts are made from Teflon and
should not be greased:
• Airbrake control handle 5St69 on 5St68/1
• The linear guide on which the spindle drive is moving during emergency
extension of the landing gear is made from plastic and should not be greased.
If these parts have been greased inadvertently you have to disassemble the parts
and to clean them completely with Acetone.
3.4 Damage of the airframe
Before every flight, especially after a longer period of non-use, an inspection
should be carried out. Check for any small changes such as small holes, bubbles
and uneven areas on any skin surfaces, as these signal that something may be
wrong.
With major damage, contact the DG Flugzeugbau factory and send photographs
and a damage report from a licensed inspector or from an appropriately rated
mechanic. With this information, the correct repair procedures can then be
determined.
Minor damage such as small cracks and holes in the skin surfaces (as specified
in the repair manual) may be self-repaired or be repaired by a certified repair
station.
Additional information, such as a listing of all materials used in your aircraft can
be found in the repair manual.
Home repairs should not be attempted when:
• the main spars or the spar ends are damaged or major fittings on the wings,
fuselage or tailplane are broken out or white patches are noted around them
in the laminate!
• When areas are so badly damaged that component parts cannot be repaired
without special jigs for proper positioning and alignment!
• Whenever it is necessary to cut into undamaged areas to execute repairs!
3.5 Hydraulic wheel brake
The brake fluid must be exchanged at least every 4 years (see section 1.6.2 and
4.6).
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
3.4
3.6 Servicing the Engine
Caution: If you don't operate the engine for periods longer than 2 months you
must preserve your engine according to the instructions in the engine manual.
The same applies for any overseas transportation.
3.6.1 25 hour inspection
Note: The engine time until the next maintenance is displayed on the DEI-NT
operating time screen. After completion of the 25 hour inspection reset this time
to zero, see section 4.11.2.1.
The following checks and maintenance work should be done every 25
hours engine time. Items 1, 7, 12, 13 and 23 should be executed at least 1
year after the last 25 hour inspection, preferably with the annual inspection.
In your aircraft log you will find stickers on which you can enter the next
maintenance dates. Fix these stickers in a visible place in the cockpit,
preferably on the right side console. You find checklists for this
maintenance work in section 9.2. Please complete the checklist when
executing the inspection and file it in the aircraft log.
1) Remove the engine bay doors, general visual inspection.
2) Check spark plugs (Exchange latest after 100 hours).
Check if the spark plug connectors have a tight fit on the spark plugs after
you have installed the spark plugs. If not, the connector must be replaced.
3) Measure fuel pressure:
Install the manometer (see section 7 item R). To accomplish this remove
the screw cap from the block on top of the injection valves of the
emergency system (see diagram 16 “service port”). Run the hose to the rear
cockpit and secure it so that it can’t be caught by the running propeller.
Switch to normal system, switch on ignition, don’t run the engine: the fuel
pressure must pulse between 2.2 and 2.7 bar, tolerance +
5%, this is a check
for correct operation of the pressure switch. If you measure other pressure
values exchange the fuel pressure switch.
Switch over to emergency system: the fuel pressure must be 3 up to 3.2 bar.
If the pressure is lower exchange the fuel filters and / or the fuel pump of
the emergency system. If the pressure is higher exchange the pressure
reducer.
Further check with running engine see item 32.
4) Check all fuel lines for any wear, kinks, tight fit and leaks.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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3.5
5) Check the intake airfilters for excessive dirt and wear, wash with pure
petroleum spirit and blow compressed air in reverse direction through the
filters. Spray the outside with oil for filters with cotton fabric, reinstall the
filters. We recommend exchange of the filters every 25 hours. Also new
filters must be sprayed with filter oil.
6) Check the throttle cable and associated lever. Replace cable when worn.
7) Clean engine and radiator.
8) Check cooling system for leaks, refill coolant if necessary, check antifreeze
(data see section 1.12.2).. Check the radiator and its mounting. To check
the water pump, switch on the ignition. You should hear a buzz.
9) Remove the exhaust manifold.
For the lower bolts a shortened wrench is needed see section 7 item U.
Check the cylinders and pistons via the exhaust ports for seizing marks, for
carbon remains and for sticking piston rings. Press against the piston rings
with a suitable tool (e.g. small flat end screw driver). The rings must be
movable. Black remains on the outside of the pistons below the rings
indicate sticking or damaged piston rings, this is not acceptable.
Illuminate the combustion chamber, check for combustion deposits and for
cracks in the cylinder coating especially at the inlet and transfer ports. Use
a torch and mirror for these checks. If seizing marks or cracks are detected
the engine must not be used. Excessive combustion deposits have to be
removed. With sticking piston rings the cylinders must be removed.
Take out the piston rings and clean the grooves and the rings or replace the
rings. Remove also any combustion deposits inside the pistons.
Caution: Necessary repair work including removal of combustion deposits must
be accomplished at a certified repair station rated for such engine work.
10) Check the cylinder base for indications of leaking and/or damaged gaskets.
When gaskets are damaged or leaking they must be exchanged.
Caution: The exchange of cylinder base gaskets must be accomplished at a
certified repair station rated for such engine work.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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3.6
11) Check the muffler for cracks and ensure mounting is secure.
Check especially the cable which lifts the muffler during engine extension.
Check the moving part at the front end of the muffler for any cracks.
Check the exhaust manifold (already removed) for cracks. Reinstall the
exhaust manifold, therefore remove any remains of the gaskets, install new
gaskets.
Check the length of the cable which lifts the muffler. To accomplish this
extend the engine and press the muffler body in downward direction at its
front end with a force of approx. 50 N (11 lbs.). If the cable is too long or if
the spring in the cable has been permanently stretched, the muffler will
interfere with the exhaust manifold.
Check the spring pressure at the coupling of exhaust manifold to muffler.
To accomplish this, measure the distance between the brackets for the
spring couplings at the muffler pipe and at the movable part of the muffler
in disengaged and in operating position. Extend the powerplant completely
via the manual switch. In this position the distance should be approx. 1 mm
(0.04 in.) smaller than when disengaged. If the difference should be less
than 0.5 mm (0.02 in.) you have to adjust to 1mm using the nut on the
eyebolt. By this procedure you will pull the muffler forwards in its frame.
Note: With new manifold and/or new movable part the difference should be
adjusted to 2 – 3 mm (0.04 – 0.12 in.) to allow breaking in of the parts.
12) Check the spring tension of the bungee which pulls the cable (which lifts
the muffler) back. With engine completely extended pull the bungee
upwards in the centre with a spring balance, hold the front steel cable down
at the muffler lifting cable. With 100 mm deflection the force needed
should be min. 6 N. (1.3 lbs.) If the force is lower or if the bungee is
damaged exchange the bungee.
13) Check the spring tension of the bungee which pulls the muffler down.
retract the engine so far that the muffler disengages and rests on its lower
stop. Install a spring balance to the muffler frame at the point where the
cable running to the bungee is installed. Pull the mufflerframe upwards. A
force of min. 60 N (13 lbs.) should be needed. If the force is lower or if the
bungee is damaged exchange the bungee.
14) Check all engine nuts and bolts with a torque wrench (see section 1.12.9).
15) Check the rubber engine mounts, especially for cracks. Therefore apply
strong pressure to the drive mount in forward, backward and sideways
direction.
Check the rubber buffer which limits the tilt of the engine against the drive
mount due to the engine torque (see diagram 27) according to section
1.12.1. Adjust if necessary.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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3.7
16) Check and grease the starter motor gear shaft (don't grease the starter motor
gear) Check starter motor for tight mounting. There should be no excessive
radial free play of the starter motor gear axle. With too much free play the
starter must be exchanged.
17) Clean the starter ring gear and check for damage.
18) Remove the fairings which protect the drive belts. Check the drive belts for
wear If a drive belt shows signs of wear all drive belts must be replaced.
Check and correct tension (see sect. 4.10.2).
Check if drive belt operating time is exceeded see section 0.4.
Check the rollers which guide the drive belts for tight fit to their mounting
brackets and for easy turning. If there is any significant friction in their
bearings, the rollers have to be replaced.
19) Clean the spindle drive. Check the connections of the spindle drive to
fuselage and powerplant.
20) Check the time taken to retract and to extend the power plant. If it takes
longer than described under sect. 1.13.2 the gas strut has to be replaced.
21) Check the engine retaining cable for wear and kinks.
Check the engine position with the retaining cable fully tensioned
according to sect. 1.13.3. If the cable is too long it has to be adjusted at the
adjustment screw in the rear end of the engine bay.
22) Check the main bearings of the upper pulley for any free play.
23) Check the tension of the propeller bolts: remove the lockwire, loosen the
propeller bolts and retorque them with a torque wrench, torque value see
section 1.12.9. Secure again with lockwire according to section 4.10.6.
24) Check the propeller blades for any damage.
25) Check all electric cables and connectors. Check the terminals especially of
the starter positive and earth wire for cracks.
Note: The critical spots may be covered by heat shrink tubing.
26) Check the whole electrical system wiring, ensure all equipment is secure
and all connections are OK. Check proper functioning of all systems and
fuses/circuit breakers.
27) Reinstall the engine bay doors. Check all the hinges on the engine
compartment doors for proper fit and any cracks, tears etc. Check if hinge
pins are secured properly.
Check the engine door control system.
Maintenance Manual DG-1000M
Issued: July 2015 TN1000/27
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Manual valid with the up-to-date cover page only
3.8
Ground test run:
Warning: Never run the engine without the wings assembled.
28) Check the ignition circuits at 4000 RPM, drop should not be more than 300
RPM.
29) Check emergency system: Switch over from normal system at 4000 RPM.
After a short RPM drop the engine should run with approx. the same RPM.
30) Check max. engine RPM - minimum 5900 RPM at CHT of 65°C.
31) Check EGT's: EGT should be 600°C +
20°C at full power and engine
warmed up.
32) Check the fuel pressure with normal and emergency system at 4000 RPM.
Pressure should be 3 up to 3.2 bar. With lower pressure the filters and / or
the fuel pump of the respective system must be exchanged.
Remove the manometer and reinstall the screw plug to the service port. Use
a new copper sealing ring 10x14x0,8 DIN 7603 A.
3.6.2 After every 100 engine hours
The drive belts and the spark plugs have to be exchanged.
3.6.3 After every 400 engine hours
The power plant must undergo a major overhaul.
Apart from the items listed in section 3.6.1., the following items also need
to be done:
1. Remove the power plant and remove the engine from the powerplant. Ship
the engine to the manufacturer or an aircraft engine maintenance workshop
approved by the manufacturer and by the authorities.
2. Replace all the nuts and bolts on the engine.
3. Replace the drive belt.
4. Replace the bearings of the upper drive belt pulley.
3.6.4 After 6 years
1. Replace all fuel filters
2. Replace the rubber fuel lines and the gasket of the drainer valve.
Caution: The new fuel lines must be flushed thoroughly with fuel after
assembly.
3. Replace all coolant hoses and the coolant.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.1
4 Detailed instructions for assembly and servicing work
4.1 Water ballast system
see diagram 6
Replacement of the water ballast bags and servicing the dump valves:
Unscrew the bolt attaching the perlon line to the root rib and attach an
additional 5 m (17 ft) long perlon line dia. 3 mm (.12 in.) to it.
Unscrew the water ballast dump valve cap nut. Remove the dump valve
with attached water ballast bag out of its wing stand by pushing the valve
towards the wingtip. Remove the valve and ballast tank through the hole in
the wing root. Remove the perlon line and loosen the hose clamp.
Assemble the new tank to the valve body. Therefore apply some silicone
sealing agent onto the neck of the valve body.
Before reassembling the hose clamp wrap fabric tape (Tesaband 651) 3
times around the bag at this place.
The lines holding the tank are to be fixed so that the key ring will remain 5
cm (2 in.) inside of the wing when the lines are just tensioned. By doing
this the tension of the lines will be satisfactory even if the lines strain.
Every 3 months you should check that the lines are still tensioned. If not,
undo the knot and tie it again to the key ring (see above).
Each time you unscrew the valve, grease its thread, otherwise you won't be
able to open it again. The seat of the valve ball should be greased. Fill the
new water ballast tank(s) and check for water tightness and test the dump
time.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.2
4.2 Replacement of control circuit cables
The following cable connections are approved:
3.2 mm dia. control cable construction 7x19 with Nicopress-sleeves 28-3M Copper and tool No. 51-M850 or 63-V-XPM or 64-CGMP where the M
groove is to be used. The above applies to the rudder cables, the tow release
cable and the powerplant retaining cable.
The cable for the rudder pedal adjustment and the throttle control are 1.6
mm dia. control cable construction 7x7 with Nicopress-sleeves 28-1C
Copper and the C groove for tool 64-CGMP should be used.
Attachment of the Nicopress sleeves should only be done using the
respective tool. All the procedures and checks noted by the tool
manufacturers should be followed.
Please refer to aircraft inspection and repair FAA AC 43.13-1 B or later
issues.
Cauton: Control cables according to MIL-W-83420 I/A (was MIL-W-1511A)
or ISO 2020 (was LN9374) should be used.
4.3 Adjustment and servicing of the control circuit
a) In all cases, new self locking nuts LN9348 should be used.
b) Bolts which are not secured with self-locking nuts have to be secured with
Loctite 243. Before installing the bolt clean the thread and the inside thread.
Apply only 1 drop of Loctite on the bolt thread. Too much Loctite may
cause damage when you try to loosen the bolt again.
c) With all adjustment work, it should be ensured that the rod ends are not
screwed out too far from the pushrod - see sketch below for allowable max.
distances for the two sizes used.
Caution: All lock nuts (B) are secured by a spring washer (C) DIN6798 I. Be
careful not to loose that washer!
A max. of x
mm inch
M 6 36 1.4
M 8 60 2.36
x
A
C
B
Maintenance Manual DG-1000M
Issued: October 2010
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Manual valid with the up-to-date cover page only
4.3
4.4 Inspection and adjustment of the airbrakes
4.4.1 Retracted position
The airbrakes must retract at their outboard end first. When the airbrake cap
is flush with the wing surface at the outboard end, the inboard end must be
2 - 4 mm (0.08 - 0.16 in.) above the wing surface.
If not, modify as follows:
With the modification a value of 3 –4 mm (0.12 – 0.14 in.) shall be
adjusted.
1. Remove the bolt fixing the upper airbrake plate to the outboard bellcrank.
2. Drill out the 4 rivets which fasten the U-bracket 10F21/3 to the airbrake
plate. Use a 3 mm (0.118 in.) drill. Remove 10F21/3.
3. Enlarge the 6 mm hole at which the outboard bellcrank was screwed to the
airbrake plate to 7 mm (0.276 in.) diameter.
4. Insert a new bracket 10F21/3 into the upper airbrake plate and bolt it
together with the airbrake plate and with the bellcrank, but don’t fasten the
nut. Move the bellcrank as far as possible in outboard direction relative to
the airbrake plate, fasten the nut.
5. Retract the airbrakes and measure the distance of the inboard edge of the
airbrake cap to the wing surface. If the desired value of 3 - 4 mm is not
reached, you must repeat items 3 and 4. Enlarge the hole in steps from 7
mm to 8 mm (0-314 in.).
6. Drill the 3 mm (0.118 in.) rivet holes
through the existing holes in the
airbrake plate into bracket 10F21/3.
Fasten 10F21/3 with 4 aluminium
poprivets type Fero 3 x 6.5 AL Mg5
with steel pin to the airbrake plate.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.4
4.4.2 Overcentre locking moment and locking travel
Caution: Checks and installation must be done at room temperature
(20 – 25° C). Please make sure that the wings have been warmed up or cooled
down to this temperature. At other temperatures wrong measurement of the
locking moment will occur.
If it was necessary to adjust the locking moments, rig the glider after the
adjustment and check if both airbrakes retract at the same time. Tolerance
is 3 mm (0.12 in.). To measure retract the airbrakes until the first cap is
flush with the wing surface at the outboard end. Hold the airbrake handle in
this position and measure how high the outboard end of the other airbrake
is above the wing surface. If this is out of tolerance you have to reduce the
locking moment at the brake which retracts first or to increase the locking
moment at the brake which retracts last. But check that the locking
moments remain within their tolerances. For this adjustment adjust the rod
end in the airbrake box by 1/2 turn only.
1. Overcentre locking moment
To determine the moment a tool 5V17 and a rod which you must produce
according to drawing 5V18 (enclosed to the MM) are needed. Place the tool
on the airbrake control hook up at the wing root rib.
Unlock: Rotate away from the stop
Lock: Rotate until the transversal pin of the hook-up touches the stop.
Measure the moment to lock the airbrake. The locking moment must be
measured as a force at 200 mm (7.87 in.) from the point of rotation at rod
5V18. The force shall be 60 - 80 N (13.2 - 17.6 lbs.). The sum of the forces
of the left and the-right wing shall not exceed 150 N (33.0 lbs.).
Adjustment of the moment is made by adjusting the rod end at the pushrod
inside the airbrake box.
Turn in the rod end: reduce the moment
Turn out the rod end: increase the moment
1/2 turn of the rod end changes the force by approx. 14 N (3 lbs.).
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.5
2. Overcentre travel (angle)
To determine the overcentre travel use again the tool, see above.
Place the wing horizontal on stands, upside up.
Place the tool on the airbrake control hook up at the wing root rib. Unlock
the airbrake just so far that the airbrake does not unlock or lock again by
itself.
This is only possible over a very small range.
Measure the centre of this range at the position marked on the rod (300
mm, 11.8 in. behind axis of rotation) from the lower side of the wing. Then
lock the airbrakes and measure this value too.
The difference shall be 16 mm +
2 mm (0.63 + 0.08 in.). This corresponds
to an overcentre angle of 3° +
0.4°.
For adjustment file off the brass bush 10F26/2 at the stop or use a larger
brass bush if necessary (see sketch).
You may produce this part yourself or order such a bush from DG.
Please, indicate the necessary diameter with your order.
3. Overcentre locking moment
Check again see 1. .
4. Other wing
Follow instructions 1. - 3. for the other wing.
file off here
min. 1 mm
10F26/2
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.6
4.5 Removal and installation of the undercarriage (main wheel)
see diagrams 7 up to 9
Warning: A gas strut is installed inside the landing gear box to compensate the
mass of the landing gear. The landing gear may retract by itself when the spindle
drive is removed by the force of the gas strut, especially when the glider is not in
the normal position. So when working on the landing gear make sure that
inadvertent retraction of the landing gear is prevented e.g. by fixing the drag
struts.
0 Removal of the gas strut in the landing gear control system: Use a screw
clamp to pre-stress the gas strut sufficiently so that the bolts can be removed.
A Removal of the main wheel
1. Remove axis 10FW11/7 together with the 2 parts 10FW11/2.
2. Remove the wheel axle 10FW11/6 and the 2 bushes 10FW257/1 and /2.
3. Move the wheel with the brake assembly to the right, so that the pin of
part 10FW18 slides out of the fork 10FW11/1. Now remove the wheel
with the brake assembly.
B Removal of the brake assembly from the main wheel
1. This is only necessary if the tyre is to be removed or if the brake linings
are to be exchanged.
2. Remove the 2 bolts A (see diagram 8) from the brake assembly.
3. Take off brake assembly with holder 10FW18 and take away the loose
part (back plate assy.) with the brake lining.
4. During reassembly secure the 2 bolts A with Loctite 243 or safety wire.
Caution: Don't operate the airbrake and thus the wheelbrake with brake
assembly disassembled, as the piston and the brake-fluid will be pressed out of
the brake assembly.
Maintenance Manual DG-1000M
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4.7
C Removal of the lower landing gear fork 10FW11/1
1. Remove the main wheel see A.
2. Retract the landing gear.
3. Disassemble the gas spring from the left side of the undercarriage box see
item 0.
4. Extend the landing gear again.
5. Remove the 2 bolts M10 LN9037 which connect 10FW11/1 to 10FW10/1.
(Mark the bolts and don’t mix them up when reassembling the parts).
6. Remove fork 10FW11/1.
D Removal of the spring legs (parts 10FW16 and 10FW17)
1. Remove the main wheel see A.
2. Remove the bolts M8×62 LN9037 which connect the spring legs to the fork
10FW10/1.
3. Remove the spring legs.
4. If it is necessary to disassemble the spring leg to exchange a component,
the reassembly must be done according to diagram 8.
E. Removal of the drag struts 10FW255/1 (right), 10FW255/2 (left)
1 Disassemble the gas strut from the left side of the landing gear box see item
0
2 Remove the 2 bolts M8 LN9037 which connect the struts to fork
10FW10/1. Mark the bolts. Don’t interchange the bolts during reassembly!
3 Remove the 2 bolts M8×40 LN9037 which connect the struts to the rear
fork 10FW254.
4 Remove the drag struts.
Maintenance Manual DG-1000M
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4.8
F. Removal of the front fork 10FW10/1
1. Remove the baggage compartment floor and the rear cover of the baggage
compartment.
2. Remove the main wheel see A.
3. Remove the lower fork 10FW11/1 see C.
4. Remove the spring legs see D.
5. Remove the struts see E.
6. Enlarge the marking hole dia. 6 mm at the right hand fuselage side to dia.
25 mm (1 in.). Remove the nut M12 from the left hand side of the axle
10FW10/2, to accomplish this hold the axle at the right hand side with a
thin socket wrench if necessary. Insert a long bolt with thread M12 into the
head of the axle to pull out the axle through the hole.
7. Remove the front fork 10FW10/1.
G. Removal of the shaft10FW256 (with the latches for locking the LG in
retracted position)
1 Remove the baggage compartment floor and the rear cover of the baggage
compartment.
2 Disconnect the wiring from the limit switch (mounted to the left latch of the
shaft).
3 Remove the push rod 10FW121 between bell crank 10FW130 and lever
10FW89.
4 Remove bolt M6x32, which connects the lever 10FW89 to the shaft
10FW256.
5 Pull out the lever10FW89.
6 If not already existent, drill a 10 mm hole into the left fuselage wall on an
extended centre line of the shaft.
7 Insert a threaded rod M8 min. 310 mm long and screw it into axle
10FW252/1.
8 Remove bolt M6x32, which connects the axle 10FW252/1 to the shaft
10FW256.
9 Pull out the threaded rod with the axle.
10 Remove the shaft 10FW109.
Maintenance Manual DG-1000M
Issued: October 2010
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4.9
H. Removal of the drive unit
1 Retract the landing gear
2 Press the toggle switch down and immediately up again and press
simultaneously the press button. The landing gear now should be extended
so far that the bolt which connects the spindle drive to the lever 10FW108
is located in the centre of the elongated hole. The bolts at the drag struts
should be still in the latches. Remove the bolt.
3 Remove the wiring from the spindle drive, disconnect the connector plugs
in the wiring to the limit switch (gas strut). Remove the Ty-rap which fixes
the wires to the landing gear box.
4 Disconnect the Bowden cable of the emergency extension system from the
head of the gas strut. To accomplish this remove the safety clip from the
head and take out the Bowden cable, see picture.
5 Remove the bolt which mounts the gas strut to the extension of the landing
gear box.
6 Slip the drive unit on the linear guide to the front position.
7 Remove the 2 rear bolts M6x28 which mount the linear guide to the landing
gear box.
8 Slide the drive unit on the linear guide to the rear position. Be careful not to
slide the drive unit too far so that it may slide off the linear guide.
9 Remove the 2 front bolts M6x28 which mount the linear guide to the
landing gear box.
10 Remove the drive unit from the fuselage.
safety clip
head of
gas strut
Bowden cable
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.10
I. Removal of the rear fork 10FW254
1 Remove the main wheel see A.
2 Disassemble the gas strut from the left side of the undercarriage box see
item 0
3 Remove the 2 bolts M8×42 LN9037 which connect the drag struts to the
rear fork 10FW254.
4 Remove the drag struts.
5 Remove the landing gear drive unit according to H.
6 Remove the bolts M8×45 LN9037 which connect the rear fork with the
lever 10FW108.
7 Pull out the lever 10FW108.
8 If not already existent, drill a 10 mm hole into the left fuselage wall on an
extended centre line of the fork shaft.
9 Insert a threaded rod M8 min. 310 mm long and screw it into axle
10FW251/1.
10 Remove bolt M6x35, which connects the axle 10FW251/1 to the fork
10FW254.
11 Pull out the threaded rod with the axle.
12 Remove the rear fork.
J. Reinstallation
1 Reverse the above procedures.
2 Use new lock nuts and a new split pin dia. 1.6x12 DIN94 zn. Install bolts in
same directions and washers at same positions.. During reassembly of the
brake assembly secure the 2 bolts A with Loctite 243 or safety wire.
3 Secure the bolt M10x 44 which mounts the gas strut to the extension of the
landing gear box with Loctite 243.
Note: It is sufficient to tape the holes drilled for removal of the axles. GFRP
repair is not necessary.
Maintenance Manual DG-1000M
Issued: July 2015 TN1000/27
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4.11
4.6 Filling and bleeding the hydraulic disc brake
Caution: The master cylinder is mounted in an horizontal position. Due to the
position of the reservoir filling and bleeding of the system is only possible from
the lowest point which is the brake cylinder assembly at the wheel.
1. Necessary tools and material:
• 1 open-end wrench 1/4" = 6.35 mm for the bleeder valve at the cylinder
assy..
• 1 open-end wrench 11/16" = 18 mm.
• 2 Plastic syringes acid resistant, volume ca. 100 ml (6 cu.in.). Use this
syringe for brake fluid only!
• 1 bleeder assy. Tost No. 075890.
• 1 m (3 ft.) transparent PVC hose inside diameter 8 mm (0.31 in.), fixed to
syringe and bleeder assy. with hose clamps.
• Brake-fluid DOT 3, DOT 4 or SAEJ 1703.
2. Preparations
• Raise the fuselage, extend the landing gear
• Ffix left wheel door in the fully open position
• Set the airbrake control in the retracted position
• Remove the baggage compartment floor and rear cover, check that the
actuating cable for the master cylinder is loose and that the piston rod of
the master cylinder is at its stop (brake open).
• Unscrew and pull out the eye-bolt which fixes the brake hose to the rear
landing gear strut. Flap the hose to the right hand side so that the hose
makes no bow above or below the horizontal. Fix the hose in this position.
3. Filling
Warning: Brake fluid is poisonous!
Protect your hands and clothes. Remove all spilled brake fluid. Clean all parts
which had contact with brake fluid with alcohol, don't use fuel or solvents.
• Remove the cap and the membrane from the reservoir.
• Fill the first syringe (with hose and bleeder assy.) with brake fluid,
eliminate all air bubbles.
• Remove the protection cap from the bleeder valve at the brake calliper,
attach the bleeder assy. and fix it with the 11/16" wrench.
• Open the bleeder valve at the cylinder assy, use the 1/4" wrench, fill in
slowly the complete volume avoiding air bubbles.
• Fill the complete system up to 15 mm (0.6 in.) below the upper edge of
the reservoir, avoid over filling.
• Close the bleeder valve at the brake calliper.
• Use the second syringe to remove all brake fluid from the reservoir.
• Close the bleeder valve with the protection cap.
Maintenance Manual DG-1000M
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4.12
• Fill the first syringe again, open the bleeder valve and fill in further brake-
fluid. Look at the reservoir while filling to see if air bubbles are coming
out of the line. Fill up to 15 mm (0.6 in.) below the upper edge of the
reservoir.
• Close the bleeder valve, reinstall the membrane and the cap to the
reservoir and remove the bleeder assy.
• Check brake pressure according to step 4.
• Reinstall the eye bolt.
4. Check brake pressure
• extend the airbrakes, there must be a strong pressure when the wheel
brake engages.
• check several times, the wheel brake must engage at the same point every
time
• if this is not the case, you have to bleed the system again
5. Check the hydraulic brake system for leaks
• extend the airbrakes with high force and hold it in this position for 2
minutes.
• Then check the whole hydraulic system visually for leaks. If necessary
tighten the screwed joints or replace the sealings and bleed the system
again.
Note: The adjustment of the length of the cable between the master cylinder and
the airbrake control shaft restricts the max. airbrake extension height. The
adjustment of this cable should be done with the glider rigged.
6. Bleeding the hydraulic brake system
• Remove the brake fluid from the reservoir using the syringe.
• Then execute again items 3 and 4 of this instruction.
7. Exchanging brake fluid (every 4 years)
• Perform preparations (see step 2.) of this instruction. It is not necessary
to remove the main wheel.
• Fill the system with new brake fluid (see step 3.). To accomplish this
remove all brake fluid from the reservoir first with the second syringe.
Used brake fluid is darker than new brake fluid and can easily be
identified. Watch the reservoir while filling to see when the new fluid
streams into the reservoir. Repeat the filling process until only new fluid
is in the system and no air bubbles can be detected.
• Perform steps 4. and 5. of this instruction.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.13
4.7 Control surface seals and turbulators
Materials see section 8.2.
Note: To minimise the friction of the seals, the trailing edge of the seals should
be chamfered. Apply a fine grinding paper (e.g. 400 grit) between sealing and
control surface and move it up and down in spanwise direction to sand the
trailing edge of the sealing.
Warning: Use only original materials see section 8.2. Otherwise the function
of the sealings is not guaranteed. Seals which are too loose may cause control
surface flutter.
4.7.1 Ailerons
To remove an aileron carefully break away the fairing from the control
surface horn at the aileron and unscrew the horn.
4.7.1.1 Upper surface
To reduce the friction as far as possible a 38 mm (1.7 in.) wide selfadhesive
Teflon coated glass fabric is glued on the upper side of the aileron see
sketch.
Prior to removing the old fabric, mark its
trailing edge with a pencil on the aileron
surface. The fabric must be installed so that
the seal slides always on the fabric.
Cutting the front of the fabric is easiest if the
seals are not installed.
Insert the aileron and use full displacement. Cut the front end of the fabric
with a sharp knife along the wing trailing edge see sketch.
With the seal installed, you have to measure the position of the front end.
Cut it off by hand with the aileron removed from the wing.
Cut away the Teflon glass fabric at the edges of the cut-outs for the aileron
hinges.
The seal is installed in a groove at the trailing edge of the wing.
Curved Mylar seal is glued into the groove with film tape at the leading
edge of the seal. PVC tape is glued over the seal to cover the gap between
wing and seal. The leading edge of the PVC tape shall be 5 mm (1/5 in.) in
front of this gap.
cut here
full
displacement
Maintenance Manual DG-1000M
Issued: October 2010
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4.14
4.7.1.2 Lower surface
The ailerons are to be sealed at the lower surface with 38 mm wide Teflonglass fabric tape. The Teflon-glass fabric tape must be glued 10 mm (.4 in.)
wide to the lower wing surface. PVC tape (19mm wide) is glued over the
leading edge of the sealing to protect the sealing from coming loose.
a) Removing the ailerons
To remove the ailerons you have to remove the Teflon-glass fabric tape
first. Peel off carefully so that the tape does not tear and no remains of the
glue remain on the wing surface.
b) Reinstalling the seal
Remove carefully any remains of the glue. Install the aileron in the wing
but don’t screw on the control surface horn.
Rotate the wing upper surface up and deflect the aileron to its max.
negative displacement. Use a small brush and apply talcum powder onto the
aileron leading edge. Then deflect the aileron to its max. positive
displacement and remove the talcum powder from wing and aileron
surface.. Clean the gluing areas with Acetone.
Deflect the aileron to its max. negative displacement again and fix in this
position e.g. with tape. Glue the Teflon glass fabric tape to the wing with
10mm overlap.
Press the Teflon-glass fabric tape with a wooden stick into the gap between
aileron and wing and press the fabric tape to the aileron surface.
Then deflect the aileron several times in both directions. If there is still a
noise which sounds like the fabric sticking to the aileron and getting loose
again, you should blow compressed air into the fairing of the control
linkage pushrod to distribute the talcum powder.
Glue a PVC tape (19mm wide) over the leading edge of the seal.
Screw on the control surface horn, securing the bolts with Loctite 243.
Glue the fairing again to the control surface horn with polyester resin.
Apply pressure when gluing to prevent the fairings interfering.
Maintenance Manual DG-1000M
Issued: October 2010
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4.15
4.7.2 Wing lower surface
Dimple tape is installed as turbulator. The leading edge of the dimple tape
is located at distances b in front of the wing trailing edge.
1 in.=25.4 mm
4.7.3 Horizontal tailplane
4.7.3.1 Turbulators
60° zig-zag turbulators are installed on upper and lower surface.
Prior to removing the turbulators mark the positions of the turbulator
leading edges with a pencil on the stabilizer surface, otherwise see table
below. The dimensions a are from the turbulator leading edges up to the
leading edges of the grooves at the trailing edges of the stabilizer.
1 in.=25.4 mm
Position y mm a mm
centre 0 81.5
inboard ends of the turbulators on the lower
surface
100 80
1. contour brake 960 69,5
tip 1580 29
4.7.3.2 Seals
The seals are installed in grooves at the trailing edges of the stabilizer.
Curved Mylar sealing tape is used on the upper surface and flat Mylar
sealing tape is used on the lower surface. The seals are glued into the
grooves with film tape at the leading edges of the seals. PVC tape is glued
over the seal to cover the gaps between stabilizer and seals. The leading
edges of the PVC tape shall be 5 mm (1/5 in.) in front of the gaps.
Position y
mm b mm
300mm from wing root 660 277
1. contour brake 3490 264
2. contour brake 6979 209
parting 8593 147
3. contour brake 9303 119
550mm outside 3. contour
brake
9843 81
b
trailing edge
. . . . . . . . . . . . .
Maintenance Manual DG-1000M
Issued: October 2010
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4.16
4.7.4 Vertical tailplane
4.7.4.1 Turbulators
First install the seals see b), as the turbulators have to be glued on top of the
seals at the upper end of the fin.
60° zig-zag turbulators are installed on both sides.
Prior to removing the turbulators mark the positions of the turbulator
leading edges with a pencil on the fin surface, otherwise see table below.
The dimensions a are from the fin leading edges up to the trailing edges of
the turbulators. The lower ends of the turbulators are at the fairings for the
rudder cables.
1 in.=25.4 mm
Position a mm
100mm below upper end of the rudder 423
200 mm above the upper side of the lower rudder
mounting bracket
701
4.7.4.2 Seals
a) As seals 30 mm (1.2 in.) wide Mylar seals with scarfed leading edges are
used, so that no step occurs.
Don't glue the film tape to the leading edges of the seals. The scarfed
leading edges of the seals must be pressed to the fin surfaces by PVC tapes.
Prior to removing the seals mark the leading edges with a pencil to the fin
surfaces.
b) Internal sealing
Additional internal sealing with V-sealing strips.
Install the V strips according to the sketch.
5 m
m
PVC
film tape 10 mm
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
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4.17
4.8 Working instructions for heat-shrink tubing
To insulate various parts of the electrical system heat-shrink tubing is used.
For repair and maintenance the heat-shrink tubing often has to be removed.
For removal use a sharp knife. To insulate again slip a new piece of heatshrink tubing over the part which is to be insulated.
Use a hot air gun (min. 200°C, 390°F) to heat the tubing until it shrinks and
gives a tight fit.
4.9 Securing with Loctite
All bolts and screws which are not secured with self-locking nuts or other
means e.g. lockwire or split pins have to be secured with Loctite 243.
If a bolt can't be unscrewed you must heat this section with a hot air gun to
reduce the locking force of the Loctite.
Before reinstallation you have to clean the thread of the bolt and the inside
thread from any remains of Loctite. For this procedure use Acetone.
If necessary recut the inside thread. Before you apply the Loctite, bolt and
inside thread have to be degreased with spray cleaner Loctite 7063.
Wipe off the bolt and clean the inside thread with compressed air. Repeat
two times for inside threads.
Apply only a small amount of Loctite on the thread. Too much Loctite may
cause damage when you try to loosen the bolt again.
With blind holes the Loctite must be applied to the thread in the hole and
not to the bolt.
All locked and secured bolts have to be marked with red securing paint
which also marks the respective component at that particular point.
Remove the old red securing paint before reinstallation of the bolt.
Caution: Loctite must be used within 2 years of production date. The use-by
date is printed on the bottom of the bottle. 07-12 means July 2012.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
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4.18
4.10 Working at the powerplant
Note: Please find a checklist for power plant trouble shooting in the DG-1000M
flight manual section 8.8.
4.10.1 Removal and assembly of the engine doors
See diagram 17.
Note: For all maintenance work at the lower part of the powerplant we
recommend the removal of both engine doors
a) Removal of the left engine door:
Extend the engine until the doors are just open.
Remove the securing spring from the rod end (toggle joint) at the upper end
of the engine door control pushrod 10R304 see diagram 17. Pull the rod end
from it’s ball at the engine door hinge. To accomplish this push the
bellcrank 5R160 to the front at the upper end to release the overcentre
locking of the pushrod. Pivot the pushrod carefully downwards into the
engine bay.
Pull the spring pins out of the hinge pins of the engine door. Remove the
hinge pins. Lift the door away.
b) Removal of the right hand engine door according to a).
c) Assembly is the reverse of disassembly.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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Manual valid with the up-to-date cover page only
4.19
4.10.2 Mounting and tensioning of the drive belts
See diagram 20.
a) Tensioning of the drive belts
1. Tensioning and loosening of the drive belts is accomplished by the bolts
of the front engine mounting.
2. Extend the engine so far that you are still able to hold the nut M14 of the
rear bolt. Tension the bolt M14x110 with a 22 mm socket and ratchet
from below the engine.
3. Measure the drive belt tension according to item c). If the tension is not
correct proceed again according to item 2. with lower or higher tension, as
necessary. Measure tension again.
4. If the tension is in the limits, torque the front bolt just so far that you still
can turn it by hand.
Note: The front bolt acts as a fail safe device in case the rear bolt fails. The front
bolt shouldn’t be tightened as otherwise the flexible engine mounting will be
impaired.
Caution: With a failed rear bolt the drive belt slip will be higher and a failure
message will be given by the DEI-NT. Exchange the bolt prior to the next
engine operation.
b) Exchanging the drive belts
Additional to the items see a):
1. Remove the drive belt covers.
2. Eliminate tension of the belts be loosening the 2 bolts see a).
3. Exchange the belts.
4. Tension the belts according to a).
Note: To exchange the drive belts it is not necessary to remove the propeller and
to disconnect gas strut and spindle drive from powerplant.
c) Measuring the drive belt tension
Accomplish measurement according to drawing W66 (enclosed to the
MM). Turn the propeller one turn by hand prior to the measurement.
Use tools W66 and a calliper according to drawing W66.
Apply 100 N (22 lbs.) tension to the drive belts in the centre of the belts
and vertically to the belts. The displacement of the belts shall be from 6 up
to 9 mm.
Caution: After exchanging the belts activate the slip indication in the DEI-NT
and watch the slip while operating the engine. With slip more than 4% you have
to tension the belts prior to the next take-off. Tensioning may be necessary more
than one time until the belts reach their final length.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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4.20
4.10.3 Replacing the bearings of the upper drive belt pulley
see diagram 19
a) Removing the bearings
1. Remove the propeller.
2. Remove the proximity switch. Mark the position prior to removal.
3. Remove the drive belts see sect. 4.10.2.
4. Remove the sealing cap 8M118/1.
5. Bend up the securing washer DIN462-20.
6. Screw off the nuts KM4 one after the other.
Note: left hand thread.
Use one of the 2 specially bent hook spanners according to drawing
W51 (encl. with this manual). Remove the antirotation securing
washer.
7. Now you can pull off the complete pulley 10M102 from the shaft
10M166.
8 Take the inner ring and the rollers of the front bearing out of the
pulley.
9. To remove the outer rings of both bearings from the pulley you
have to produce 2 pieces of round material each 100 mm (4 in.)
long and with 47 mm (1.85 in.) and with 53 mm (2.09 in.) diameter.
10. Press out the outer rings together with the Nilos rings (32 205 JV
and 320/32 JV) carefully using a press or a hammer.
11. Pull off the inner ring of the rear bearing together with part
8M117/1 from shaft 10M166. Use a suitable puller assy..
b) Installation of the new bearings
1. To press the outer rings of both bearings into the pulley you have to
produce 2 pieces of round material each 30 mm (1.6 in.) long and
with 51 mm (2 in.) and with 57 mm (2.24 in.) diameter.
2. Press in new outer ring together with new Nilos rings.
3. To press the inner ring of the rear bearing to the shaft you have to
produce a piece of tube with 32 mm (1.26 in.) inside diameter and
90 mm (3.54 in.) long.
4. Press the inner ring together with part 8M117/1 to the shaft.
5. Fill the space in the pulley for both bearings with grease.
6. Apply grease to the inner ring of the rear bearing and place the
rollers onto the ring. Apply enough grease to completely fill the
bearing.
7. Place the pulley onto the shaft with care. It’s best if the powerplant
is retracted so that the shaft is in vertical direction.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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4.21
8. Put the rollers and the inner ring of the front bearing into place,
apply grease according to item 6. Put on the antirotation securing
washer and the first one of the KM4 nuts. Tighten the nut with the
other hook spanner see a) 6. until the pulley starts to rotate a little
stiffer than with a loose nut. Put on a new securing washer DIN462-
20. Screw on the second nut. Secure this nut with Loctite 243. Fix
the first nut with a hook spanner so that the adjustment doesn’t
change and tighten the second nut as far as possible. Check again
the rotation of the pulley. No free play is allowable.
9. Press the sheet metal securing washer into the grooves of the rear
nut.
10. Fill the sealing cap with grease and put it into place.
11. Install the drive belt and adjust it according to sect. 4.10.2.
12. Reinstall the proximity switch and check its adjustment according
to section 1.15.16. Secure with lockwire.
13. Reinstall the propeller and secure with lockwire according to sect.
4.10:6.
Necessary material
1. roller bearing 32205B
2. " 320/32X
3. Nilos ring 32205 JV
4. " " 320/32 JV
5. securing washer DIN 462-20
6. grease for bearings SKF LGMT3
Caution: Don’t use another type of grease
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.22
4.10.4 Replacement of the engine retaining cable
Please refer to diagram 18
1. Extend the powerplant.
2. Remove the access panel from the rear engine bay floor.
3. Remove the engine retaining cable from the propeller mount. Let the
cable retract slowly, otherwise the retraction bungee may jump from its
pulley located inside the rear end of the fuselage. The bungee pulley is
accessible via the access hole inside the tailwheel box.
4. Pull out the bungee via the access hole in the rear engine bay floor until
you reach the terminal of the retaining cable.
5. Fix the bungee to the floor to prevent it from disappearing into the
fuselage boom.
6. Cut off the retaining cable and pull it out. Don’t damage the bungee!
Don’t loose the steel washer.
7. Loosen the counter nut and turn out the adjustment screw at the rear
bulkhead as far as possible (anti-clockwise direction). Then turn in the
screw for 5 mm (0.2in.).
8. Push the retaining cable from the front via the adjustment screw through
the rear engine bay bulkhead and pull it out of the access hole.
An absorber element is installed on the adjustment screw. Check if the
washer at the rear end of the absorber is in place and fixed and if the
absorber element is still glued firmly to the adjustment screw (see diagram
18 Detail X).
9. Install the steel washer 5R28/3 on the new cable. Attach the cable with
thimble and 2 Nicopress sleeves to the bungee. Press the Nicopress sleeve,
the end of the cable must be inside the second Nicopress sleeve. and wrap
Tesaband 651 twice around washer and Nicopress sleeves.
10. Let the bungee retract slowly into the aft fuselage.
11. Install the retaining cable together with thimble and Nicopress sleeve to
the propeller mount. Don’t press the sleeve. Adjust the position of the
powerplant and the cable length according to section 1.13.3. Press the
Nicopress sleeve. Cut off the excess cable.
12. Check again the length of the retaining cable according to section 1.13.3.
Adjustment is possible at the adjustment screw at the rear bulkhead.
Fasten the counter nut.
13. Reinstall the access cover to the rear engine bay floor.
Material:
Steel cable diameter 3.2 mm (1/8 in.) type see sect. 4.2 approx. 2.3 m (91
in.) long
2 thimbles 3mm DIN 6899A
3 Nicopress sleeves 28-3-M
Tesaband 651 (self-adhesive textile tape)
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
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4.23
4.10.5 Filling and bleeding the cooling system
Please refer to diagram 14.
Coolant: Total amount needed: approx. 1.7 Litres (0.45 US. Gal.),
Commercially available anti-freeze for car engines (recommended: BASF
Glysantin G48 Protect Plus concentrate) and tap water (hardness 0-20°dH).
Normal operation: mixing ratio 1:2 (up to approx. –20°C, -4°F).
May be changed for high altitude flying to mixing ratio 1:1 (up to approx.
–40°C, -40°F).
4.10.5.1 Adjustment of coolant mixture
I) Initial condition -20°C, increase anti-freeze protection:
a) Fix an instrument-hose approx. 200 mm long to a syringe (min. 100 mL
0.0265 US. gal.). Remove the radiator cap and insert the hose into the
radiator down into the coolant hose (at the side at the upper end of the
radiator). Suck coolant out of the radiator while squeezing the coolant
hose as far as possible to get out as much coolant as possible.
b) Disconnect the coolant hose from the upper fitting at the radiator and
hold it into a container. Move the hose with the container down to
cylinder head level.
c) Remove approx. 0.4 Liter (0.106 US. gal.) coolant (incl. the coolant in
the syringe).
d) Reinstall the coolant hose to the radiator and fill in 0.4 Liter pure anti-
freeze. Switch the ignition on to run the coolant pump.
e) Check the anti-freeze protection with an “antifreeze coolant tester”, it
should be good for approx. -40°C.
II) Initial condition -40°C, decrease anti-freeze protection:
a) Remove as much coolant as possible, method see a). approx. 0.55 Liter
(0.145 US. gal.) should be removed.
b) Fill in 0.55 Liter water. Switch the ignition on to run the coolant pump.
c) Check the anti-freeze protection with an “antifreeze coolant tester”, it
should be good for approx. -20°C.
4.10.5.2 Filling and bleeding
a) The engine must be cold. Extend the powerplant.
b) Remove the screw cap of the radiator. Press down on cap for easier
handling. Fill in coolant until the radiator is completely filled.
c) Switch on the ignition to run the coolant pump. Look into the radiator,
you must see the coolant bubbling. If this is not the case there may be
air bubbles in the hoses. Squeeze the hoses 1 and 5 (see diagram 9)
several time until the coolant starts bubbling. Run the coolant pump for
approx. 1 minute. Switch off the ignition. If necessary top up the
radiator.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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4.24
d) Close the radiator cap.
e) Run the engine to warm up, then run approx. ½ minute at full throttle.
Stop the engine.
f) Allow the engine to cool down. Remove the radiator cap and check the
coolant level. The coolant level should be approx. 2 cm (0.8 in.) below
the top of the radiator. If necessary top up to this level.
g) Close the radiator cap again.
4.10.5.3 Removal of the coolant
a) Extend the powerplant completely, don’t remove the radiator cap.
b) Remove the screw plug from the coolant inlet fitting 10M171 at the
lower rear end of the rear cylinder (service port see diagram 14), catch
any coolant dripping out with cloth or cleaning paper. Screw in a hose
connector GES8/M10x1 with hose 2 m long.
c) Hold the hose into a container with approx. 2 Liter (0.53 US. gal.)
volume.
d) Remove the radiator cap and let the coolant drain into the container.
e) Reinstall the screw plug, use a new copper sealing ring 10x14x0,8 DIN
7603 A.
4.10.5.4 Inspection of the coolant pump
a) Extend the engine.
b) Remove the coolant hose from the radiator (upper end). insert the test
adapter W59 (drawing see enclosure to this MM) into the hose and
secure with a hose clamp. Install a PVC hose (instrument line) on the
other end of the adapter and put its end in a calibrated container.
c) Switch on the ignition and measure the time needed to fill 0.2 liters into
the container, then switch off the ignition immediately. Otherwise the
pump will suck in air and bleeding may be difficult.
Normal time is about 15 seconds.
d) If the time needed exceeds 20 seconds the pump is worn and should be
exchanged. Repeat the test after installation of the new pump.
e) Remove the adapter and connect the coolant hose to the radiator again.
f) Remove the screw cap of the radiator. Press down on cap for easier
handling and fill in the coolant from the test, if necessary refill coolant.
g) Switch on the ignition to run the coolant pump. Run for approx. 1
minute. Switch off the ignition. If necessary top up the radiator.
h) Close the radiator cap.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.25
4.10.6 Securing the propeller bolts and the bolts of the rear engine mount
1. Use lockwire with min. 0.8 mm (0.03 in.) diameter.
2. Secure the propeller bolts as follows:
a) Slide the wire through the hole in the bolthead and bend it around the
head. The wire should run tangential to the bolthead so that it secures
the bolt clockwise to tighten it. Direct the end of the wire which was
laid around the head underneath the wire which runs through the hole.
b) Twist both ends of the wire clockwise up to the other bolthead. Slide
the upper wire through the hole in the bolthead and bend the other
wire around the head. Twist with max. 8 rotations per inch.
c) Direct the end of the wire which was laid around the head underneath
the wire which runs through the hole. Twist the ends anticlockwise
min. 3 max. 8 rotation in clockwise sense. Cut off the surplus and
bend the end to prevent injuries.
Caution. Don't damage the lock wire. Also minor scratches or removal of the
galvanisation have to be considered as damage.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.26
4.10.7 Installation and removal of the extension/retraction unit
See diagrams 25 and 26 and 15 (propeller stopper)
a) Removal
1. Retract the engine to the position shown in the sketch.
2. Remove the baggage compartment rear cover.
3. Disconnect the plug for the spindle drive wiring inside the fuselage.
4. Open the hose clamp fixing the rubber boot to the spindle drive.
5. Remove the nuts of the spindle drive mounting bolts, M12 at the front
and M10 at the powerplant.
6. Remove the mounting bolt at the powerplant and rest the powerplant
in the engine bay.
7. Remove the actuating plate for the propeller-stopper with mounting
bracket 10M206 from the fork at the spindle drive (bolt M6x10).
8. Remove the mounting bolt at the fuselage.
9. Pull out the spindle drive to the front.
b) Reinstallation
1. Reinstallation is the reverse of removal. Use new self-locking nuts.
2. Secure the bolt M6x10 to fix 10M206 to the fork.with Loctite 243
3. Don’t tighten the bolt which connects the spindle drive to its front
mounting block. Extend the powerplant to the position (see sketch).
Then tighten the bolt. The reason for this procedure is to make sure
that the rubber bush in the mounting block will be twisted approx. by
the same amount in upward and downward direction. False
adjustment may result in cracks in the rubber.
750mm / 30 in.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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Manual valid with the up-to-date cover page only
4.27
4.10.8 Removal and installation of the tension gas-strut
See diagrams 25 and 26 and 15 (propeller stopper)
a) Removal:
1. Retract the powerplant to the position with propeller stopper fully
extended.
2. Hang out the tension spring of the propeller stopper at the bellcrank
10M109. To accomplish this use a tool (see sketch):
3. Take a piece of tube with 12mm (.47 in.) inside diameter and 80 mm
(3.15 in.) length and cut it to receive two halfshells.
4. Retract the powerplant until the gas-strut is extended a little further
than 80mm.
5. Place both halfshells onto the piston rod of the gas-strut and secure
with a Ty-rap.
6. Remove the mounting bolts of the spindle drive. It must be possible
to move the spindle drive so far that you can remove the front
mounting bolt of the gas-strut.
7. Remove the nuts of the gas-strut mounting bolts, M8 at the front and
M10 at the powerplant.
8. Open the hose clamp fixing the rubber boot to the gas-strut.
9. . Lift the engine a little further, so that the two halfshells block the
gas-strut.
10. Remove the gas-strut mounting bolt at the powerplant, take off the
bush 10M209 and the propeller stopper bellcrank 10M109. To
accomplish the removal of the bolt a helper is needed who pushes the
powerplant forward at the upper end.
11. Rest the powerplant in the engine bay.
12. Remove the mounting bolt at the fuselage and pull out the gas-strut
to the front.
b) Reinstallation is the reverse of removal
c) Installation of a new gas-strut
Warning: Only installation of the gas-strut S47/2 (see section 8.1.2.1) is
permitted.
Usually the gas-strut is delivered ready to install with a halfshell
according to a) item 4 .If this should not be the case extend the new
gas-strut with a pulley block to place the halfshells
80 mm /
3 in.
Material piano wire dia. 2 mm / .08 in.
Maintenance Manual DG-1000M
Issued: October 2010
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Manual valid with the up-to-date cover page only
4.28
d) Securing the rod end to the piston rod
The rod end of the gas-strut is glued onto the thread of the piston rod with
Loctite 638. The correct securing is marked by a red dot of marking paint
on piston rod and rod end. After removal of the gas-strut check if the
marking exists and not damaged.
If not, the rod end must be screwed off and glued on again.
Remove any remains of Loctite and any dirt according to the instructions
in section 4.9. To tighten the screwed connection, hold the piston rod
against rotation using a small pipe wrench, wrap a piece of fine emery
cloth around the end of the piston rod to protect the rod.
In addition the rod end is secured with a roll pin 2.5x14 DIN 7346 St, see
sketch.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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4.29
4.10.9 Removal and reinstallation of the powerplant
Removal
Remove fuel return from the tube 10M198, remove the supply line directly
at the fitting 4R30/2 at the fire wall (see diagram 16).
Remove the hose clamp which fixes the fuel hoses to the left hand side
ignition coil.
Open the main plug at the bulkhead in the front upper edge of the engine
compartment and dismount the clamp holding the wires.
Open the 2 plugs for the EGT probes located at the right upper edge of the
engine bay wall.
Screw off the starter positive wire from the starter motor and the earth wire
from the engine block.
Disassemble the engine retaining cable from the powerplant (see diagram
18).
Disassemble the spring of the muffler lifting cable from the bracket at the
cylinder head (see diagram 23).
Throttle cable: Remove the nipple from the lever at the throttle axis and the
clamp which fixes the Bowden cable.
Rest the powerplant on a wooden bar layed across the engine bay cutout.
Diassemble gasstrut including the bell crank for the propeller stopper and
spindle drive from the powerplant according to sections 4.10.7 and 4.10.8
and diagram 15.
Remove the bolts of the main powerplant bearings (hinge axis of drive
mount at fuselage) according to diagram 22. Mark the position of the now
accessible eccentric brass bushes to be able to reinstall them in the same
position.
Lift the powerplant with 2 persons or a crane out of the fuselage.
Reinstallation
Reinstallaton is the reverse of removal. Use new selflocking nuts and
secure with Loctite243 where applicable.
When reinstalling take into account that the sideways position of the upper
end of the drive mount may be adjusted by the eccentric bushes at the main
powerplant bearings see diagram 22.
Adjust so that the powerplant retracts in the centre of the engine bay cut
out.
Secure powerplant main hinges with new securing washers 13 DIN432-St
zn.
Maintenance Manual DG-1000M
Issued: October 2012 TN1000/22
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4.30
4.10.10 Removal and reinstallation of the engine (from the drive mount)
Removal:
Remove coolant (see section 4.10.5.3) and disconnectthe following coolant
hoses see diagram 14:
a) right hand hose from the rear end of the coolant pump,
b) hose which comes down from the radiator from the T-fitting on top of
the engine.
Pull off the spark plug connectors.
Disconnect the plug of the propeller sensor.
Remove the flat pin terminals from the primary side of the ignition coils.
Disassemble the EGT probe wires from the right hand side ignition coil.
Open the flat pin terminals in the wiring of the coolant pump.
Remove Ty-raps as necessary.
Disassemble the bolts of the front engine mounting (see diagram 20 and
section 4.10.2).
Disassemble the bolts of the rear engine mounting (see diagram 21). Don’t
loose the rings 10M222 which are installed between the 2 rubber elements.
Remove engine from the drive mount.
Note: The carbonfibre mounting bracket must not be removed from the front
end of the engine and the wiring harness must not be removed when shipping
the engine for repair. Thus also the lower drive belt pulley with starter ring gear
must not be removed.
Reinstallation:
Reinstallaton is the reverse of removal. Use new selflocking nuts and
secure with Loctite243 where applicable.
Secure the bolts of the rear engine mount with lock wire according to
section 4.10.6.
During reassembly tension the drive belts according to section 4.10.2.
Check the rubber buffer which limits the tilt of the engine against the drive
mount due to the engine torque (see diagram 27) according to section
1.12.1. Adjust if necessary.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
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4.31
4.10.11 Removal and reinstallation of the lower drive belt pulley with
starter ring gear
Removal:
Carry out work according to sections 4.10.9 and 4.10.10 as far as necessary.
Remove the RPM sensor of the emergency system from the carbonfibre
mounting bracket.
Secure the pulley with a 6 mm pin pushed through a hole in the starter ring
gear and a corresponding hole at the right hand side of the carbonfibre
engine mounting bracket against rotation.
Heat the bolt at the crank shaft with a hot air gun, then remove it with a 19
mm socket wrench.
Use the puller assy. incl. flange bolt see section 7 item T.
Put the flange bolt in the crankshaft thread.
Screw the puller assy. in the thread of the pulley.
Then screw in the bolt of the puller until the pulley comes loose from the
crankshaft. If the pulley resists coming off you should hit the head of the
bolt with a hammer to loosen the pulley.
Reinstallation;
Reinstallaton is the reverse of removal. Secure the bolt with Loctite 243
and torque with 100 Nm (73 ft lb).
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.32
4.10.12 Checking the ignition unit and the generator
4.10.12.1 Ignition coils
Primary side: Remove the flat pin terminals from the ignition coil and
measure the resistance between the 2 terminals at the coil. The resistance
should be about 0.6 Ohm.
Primary side: Remove the ignition wires from the ignition coil and measure
the resistance between the 2 terminals at the coil. The resistance should be
about 8.7 k Ohm.
4.10.12.2 Generator
Remove the plug from the generator terminal at the rear end of the engine.
Measure the resistance between pins 1 and 2, 2 and 3, 1 and 3. All 3
measurements must give approx. 0 Ohm.
Measure the resistance of 1 of the 3 pins to earth. The resistance must be
infinite.
4.10.12.3 Engine speed sensor (normal and emergency system)
The connecting plugs between sensor and wiring at the engine is located
close to the sensor but covered by the wiring shield. Open the shield,
remove heat shrink tubing and disconnect the 2 flat pin terminals. The
resistance between the 2 terminals should be 860 +
10 Ohm.
Note: If the components (see above) are measured OK but the failure still exists
measure the wiring between the measured points and the main plug at the upper
front end of the engine bay and between the socket for the main plug and the
plug at the control unit-NT and at the ECU for conductivity (low resistance) and
for bad crimped contacts.
Refer to wiring plan 10E202 for wire numbers.
Check all earth connection points for tight fit of all terminals.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
4.33
4.11 DEI-NT settings
4.11.1 Calibration of the fuel display in the DEI-NT
(only necessary with replacement or repair of the DEI-NT or installation of
a new fuel sensor)
1. Preparations:
Drain the fuselage tank using the built-in electrical fuel pump. To
accomplish this remove the service screw plug (see diagram 16 at block on
top of the injection valves of the emergency system), screw in the
connector with hose (see section 7 item R but without manometer) and stick
the hose into an appropriate can.
Switch over to the emergency system and switch on the ignition, wait until
the tank is drained.
Remove the hose and reinstall the screw plug to the service port. Use a new
copper sealing ring 10x14x0,8 DIN 7603 A
Levelling: Glider positioned with main wheel and tailwheel on a flat
surface.
2. Calibration procedure:
Change to the set up screen in the DEI-NT by pushing the selector knob
(right hand side) until the DEI-NT beeps twice for 2 times.
The following screens will appear: Flight log, Set up
Select item CALIBRATE FUEL G(auge) by turning the selector knob:
Calibration of the fuel gauge with empty tank. Push the selector knob, N
will be displayed, rotate the selector knob, Y will be displayed. Push the
selector knob to execute the calibration.
Push the selector knob until the DEI-NT beeps twice for 2 times to return to
the flight screen.
4.11.2 Further DEI-NT settings
Change to the set up screen in the DEI-NT by pushing the selector knob
(right hand side) until the DEI-NT beeps twice for 2 times.
The following screens will appear: Flight log, Set up
Select the menu point via the turning knob:
4.11.2.1 Resetting the time until the next 25 hour maintenance
RESET MAINT. TIMER: Push the selector knob, N (no) will be displayed,
rotate the selector knob Y (yes) will be displayed, push the selector knob to
reset the time to the service-interval (25 hours).
4.11.2.2 Further settings
See flight manual section 7.4.3.
Maintenance Manual DG-1000M
Issued: October 2010
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4.34
4.11.3 Download of flight log and service data
FLIGHTLOG → PC: Push the selector knob, N (no) will be displayed,
rotate the selector knob Y (yes) will be displayed, push the selector knob to
reset start the download of the recorded data. The PC must be connected to
the serial interface (socket close to the radio).
Download instruction can be found in section 9.3.
Maintenance Manual DG-1000M
Issued: October 2010
Copyright DG Flugzeugbau GmbH - any copy or publishing prohibited
Manual valid with the up-to-date cover page only
5.1
5 Weight and balance
1. Assemble the glider completely with gear down.
2. Empty ballast boxes in fin and Cockpit (Option), empty water ballast tanks
and fuel tank, retract the powerplant, close canopies.
3. Place scales under the tailwheel and if suitable scales are available under
the main wheel.
4. The fuselage must be levelled so that the top of the aft fuselage boom has a
tail-down slope of 1000 : 33.
5. Read weight of tail wheel W2, be certain the wings are level and hold so
that no load is applied. Read W1 if suitable scales are available, otherwise
see note below.
6. Measure the distance between perpendiculars through points a and b. (See
figure, next page).
Caution: The distances a and b may change with different masses due to
deflection of the landing gear.
Note: The total mass M may be determined by weighing and adding W1 and
W2 or by weighing and adding the masses of all components.
Using the empty mass and the values determined above, calculate the C.G.
as follows:
C.G. empty: X
SL
: XSL = W2L • b/ML + a
M
L
= empty mass = W1L+W2L
W
2L
= load on tailwheel (empty)
The empty weight includes all accessories but excludes pilots and
parachutes. Remove loose objects and any removable trim ballast from the
cockpit.
C.G. in flight: X
SF
: XSF = W2F • b/MF + a
M
F
= flight mass = W1F+W2F
W
2F
= load on tailwheel (flight mass)
The flight mass includes empty weight items plus pilot, parachute, trim
ballast and all items needed in flight (barograph, camera, cushions, etc.). In
addition, the rudder pedals and seating position should be adjusted as in
flight.
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