The Glaser-Dirks DG-200 Glider

(See here for the later DG-202 model).

The DG-200 sailplane represented Glaser-Dirks' entry into the FAI 15-metre glider class and was the second glider type (after the DG-100) which the company put into production. It was based on the DG-100 standard-class glider but with the addition of flaps and a reduction in wing area. The long, slim fuselage of the DG-100 was retained along with the T-tail but the elevator was altered from the all-flying type of the original DG-100 to the more popular (by today's standards at least) fixed stabiliser plus elevator. The cockpit provided reasonably roomy accommodation for the pilot who was seated in a semi-reclining position and the canopy was unusually large and offered excellent visibility - a feature carried forwards to today's DG gliders. The canopy itself was in two parts^** as in the original DG-100 design, the front section fixed and the rear section hinged back- and upwards and with an adjustable headrest. The stick connected to the elevator linkage via a parallelogram mechanism which was intended to reduce the chances of pilot-induced oscillations during high-speed flight. The flap, airbrake, undercarriage and trim controls were all on the left side of the cockpit and the wheelbrake was operated by a squeeze-handle on the stick. The rudder pedals and backrest were adjustable in flight, the latter by an airbag behind the backrest which could be inflated/deflated via a squeeze-bulb and valve arrangement. The undercarriage was retractable though unsprung and there was a fixed pneumatic tailwheel. A maximum of 120kg of water-ballast could be carried in the bladder-type wing-tanks.

Instantly recognisable features of Wilhelm Dirks' design were the efforts he had made towards a comfortable yet robust cockpit (safety cockpits are an area in which the successor company, DG-Flugzeugbau still lead the world), a tall undercarriage with a large 5"x5" mainwheel offering good ground clearance, and the hallmark large canopy. Less obvious until the first flight is the extreme quietness, docile flying characteristics, stability, gentle stall and unwillingness to spin which make it a pleasure to fly. The DG-200 was reviewed by the Aerokurier in December 1977 and a you can view the original Aerokurier report reproduced here with their kind permission or read my attempt at an english translation*. It was also the subject of a contemporary flight report evaluation by Dick Johnson here (published in July, 1980 in Soaring Magazine from the Soaring Society of America).

Design work began in 1976 and the aircraft first flew in April 1977, being quickly followed in 1978 by a further two models, the 17-metre DG-200/17 and the 13.1-metre Acroracer , both of which were equipped with removable wingtips and could be converted into a 15-metre span. The fully aerobatic Acroracer was never followed up into manufacture but the DG-200 and in particular the DG-200/17 became popular models. See here for measured polars on the DG-200 and DG-200/17.

The 13.1-metre Acroracer was not destined for success. During flight trials it was found that the wing profile produced too little lift for useful inverted flight. Even with copious application of negative flap (positive flap in the inverted sense) inverted flight figures were impractical and because of this the Acroracer did not progress beyond the prototype stage. Any useful modifications, apart from cost, would have compromised the objective of having the 15 metre tips to give a standard DG-200 specification machine. Only a single prototype was ever made which was destroyed in an accident at Chilhowee Glider Port, Benton, Tennessee in December 2001. A description of a flight in the Acroracer from a previous owner can be found here.

Although the DG-200 was well-received and quite popular there was enough adverse feedback from owners regarding particular deficiencies that Glaser-Dirks began redesign work almost straightaway to correct these.  The result of this work emerged in 1980 and the redesign was so extensive that the company gave the new model a new designation, the DG-202. Altogether almost 200 DG-200s were manufactured (you can find a comprehensive list here) and today this is still a sought-after model on the second-hand market. A noteworthy feature taking into account the age of these machines is that the type of gel coating used is particularly resistant to cracking through either flexing or temperature extremes. Few if any DG-200s will have required any regelling, a not inexpensive consideration for owners, and worth comparison with other models of the time.

Apart from the fairly routine optional and mandatory airworthiness modifications, DG-Flugzeugbau have taken the fairly unusual (my opinion) step of designing several safety-related upgrade modifications as retrofits to the DG-200/DG-202. As a company DG-Flugzeugbau, and especially its current managing director Karl-Friedrich Weber, is particularly safety-orientated. DG-recommended modifications include the following:

• Nose hook for aerotowing (DG-200 as standard has only a belly hook).
• Roeger-style Hook to improve canopy release in a bale-out situation. (Similar to mandatory requirements for current models and recommended by the FAA).
• Piggott-Hook to prevent airbrakes opening accidentally.
• Noah emergency assisted exit system.

Technical notes are available on DG-Flugzeugbau's website here. Or use the direct link here.

^* There is some doubt about this as although it was mentioned in early specifications it is possible that the later Wortmann fx-67-k-170 was adopted prior to any actual production builds.
In fact this is true of many of the early specifications, see for instance differences in the Aerokurier flight report data sheet which dates from October 1977.

Read about the revised model DG-202

Some notes on l'hotellier connectors as used for the aileron, airbrake and elevator linkages.
The LBA has issued airworthiness directives regarding these connectors.

You can see a list of various documents here and a list of the aircrafts' known registrations here.

* English Translations have been done by myself and since my German language skills are not great there are likely to be some errors. If you see any or if you can think of a better English rendition of any phrases please with your suggestions. Many thanks.

^** A few later builds of the DG-200 produced in 1979 were equipped as standard with the later 1-piece DG-202 canopy.

Bob Adamson