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This RC soaring fair in Schwabmünchen, Germany,
was a remarkable event. Many well-known manufacturers displayed and demonstrated
their products. Here is the complete document in German and
the English translation of text and captions.
Photos: Redaktion Großsegler,
Philipp Gardemin, Horst
Magazine: Aufwind 5/2012
Translation: Dieter Mahlein
A 6.66-meter DG-1000
While I was looking around for a scale glider
which can handle pedal-to-the-metal hot-rodding, I came across
Modellbau Egger in Feldkirchen, Austria. Owner Markus Egger
recently had begun to offer a 3rd-scale DG-1000 spanning 6.66
meters. The model is all-molded using fiberglass and carbon
fiber sandwich construction. This particular glider piqued
my curiosity, because I wasn’t
just looking for any model: I wanted it to be 3rd-scale, fit
Florian Schambeck’s AFT-25 self-launch system (SLS),
have an airfoil with a wide speed range, and be strongly built
in all-molded glass and carbon construction.
Looking around for gliders fitting these parameters, you’ll
notice they are few and far between. The fuselages of 3rd-scale
gliders rarely are big enough to fit Florian’s AFT-25.
But I wanted to use it because of its high reliability and
my favorable past experience with it. The DG-1000 by Modellbau
Egger fit my requirements like a glove.
I personally met Markus in Austria over the Easter holiday
and saw a DG-1000 for the first time in his shop. It did look
stunning fully assembled in all its glory! The quality of the
composite construction impressed me as did the solidity of
the wing with its hard surface and torsional and bending rigidity.
One can hardly twist the wing, but even the ailerons and flaps
are torsionally very stiff, which can be a tough feat to accomplish.
Surface quality is very good even if it can’t quite compare
to the high-gloss art pieces produced by Jaro Müller,
for example. The square, solid carbon joiner measures 30 x
30 millimeters in cross section. After a lengthy and informative
chat with Markus and close inspection of all parts, I decided
to order a DG-1000.
Four weeks later, exactly as promised, my DG-1000 arrived
as ordered, all shiny white with blue wing bottoms. Gear and
SLS doors were cut out cleanly and hinged. Included were precisely
machined formers for the landing gear, fiberglass control horns,
and all servo covers. The rudder came pre-hinged.
The elevator can be actuated by one or two servos, up to 15 mm thick, installed
in the stabilizer; the elevator can be ordered cut in half for independent two-servo
operation. Also installed were the spoilers by Florian Schambeck, whose locking
mechanism and exacting construction makes them some of the best on the market
today. The cap strips for the spoilers came finished and precisely installed.
A very nice idea and feature are servo well boxes made from fiberglass and molded
into the wing at the factory. They tie top and bottom wing skins together and
make for easy and secure servo installation and strong, slop-free linkages.
Seat pans and front and back instrument pods are included in the kit, and the
cockpit can be built out in detail with the optionally available cockpit kit
featuring scale instruments, sticks, levers, harnesses, etc.
I equipped my model as follows:
- Schambeck SLS AFT-25XS with controller YGE 120 HV.
- two 5s 5,000 mAh LiPo packs for the SLS.
- one each Hitec HS-7950 servo for flaps and ailerons.
- two Graupner DS-3288 servos for the elevator.
- two Graupner DES-707 BBMG servos for the spoilers.
- one each Graupner DES-707 BBMG servo for the retract and
Photos: Oliver Hoppe
Magazine: Aufwind 6/2011
Translation: Dieter Mahlein
DG-1000 by Modellbau Egger
A scale glider fully molded in carbon and glass fibers.
Wingspan: 6.66 m
Length: 2.85 m
Airfoil: HQ/W 2.5 series
Flying weight: 19.8 kg
Price starting at 3,975 Euros; available at Modellbau Egger,
I’m not sure if these match the photos in the magazine; I don’t have
a copy yet. --Dieter
- Maiden launch using the SLS by Florian Schambeck.
- (several photos) Extending and retracting the AFT-25
SLS is fully automatic.
- This is an impressive two-seater with excellent flight
characteristics and performance.
- The built-out cockpit looks very good; there is no limit
to scale detailing.
- The massive wing joiner transfers loads efficiently.
- The horizontal stabilizer simply is bolted to the fin.
- The joint between inner and outer wing panels. Thanks
to the four-piece wing, the model also is easy to transport.
- The big spoilers and deployed flaps allow precise landing
- The glider is strong enough for high-speed hot-dogging.
- Low passes -- with SLS deployed or retracted -- are
- The sleek silhouette of the DG-1000 is exciting to
To finish the DG-1000, I only needed to install the retract,
the electronics, and the canopies; of course, this can be ordered
pre-done also. As is the case in the full-size, the canopies
are side-hinged, and the hardware to do so is included.
To install the servos, I used servo frames from RC-Solutions
available through Emcotec. These are CNC-machined from aircraft
plywood, fit very precisely, and are available for many servos.
They fit perfectly into the fiberglass boxes for a very solid
The control horns still needed to be glued in. For the wing,
I used M3 ball-links at the horns and M3 clevises at the servo
ams with M3 threaded rod connecting the two. This safe and
slop-free linkage is well-matched to the DG-1000.
The rudder servo is mounted near the main former and actuates
the rudder with stainless steel cable in pull-pull fashion.
Green Multiplex connectors hook up the wing servos to the fuselage
After mounting the canopies and installing the landing gear
and the battery packs, it was time to balance the model. The
manufacturer supplies the CG location for the fully assembled
model, but also for the complete fuselage with empennage but
without wings. I liked that very much, because models of this
size are much easier to balance without the wings attached.
After two weeks of leisurely evening building, the DG was
finished and ready to be weighed. The model weighed 19.8 kg
(43.56 lbs) complete with finished cockpit, scale pilot and
SLS; not bad for sailplane of this caliber.
I programmed the model relying completely on my experience.
I chose larger than suggested aileron throws, because I wanted
a good roll rate for aerobatics; the flaps follow the ailerons
at 50 percent throw.
I mixed crow (flaps down, ailerons up) with the spoilers, which
really slows the glider well for landing. For thermaling, the
flaps are dropped 5 mm, the ailerons a little less; the trailing
edge reflexed up 4 mm for speed, which reduces airfoil drag.
But let’s go already, maiden this thing! I chose to
take off using the SLS right away. With the help of a slight
head wind, the model lifted off cleanly after about 25 meters.
If it’s calm, however, the model behaves differently:
Like in the full-size, the nose gets pushed down somewhat for
the first few meters of take-off roll, which can easily be
corrected with judicious use of up-elevator input.
I climbed to about 300 meters altitude and retracted the SLS.
A few clicks of up, and the DG-1000 was circling smoothly.
Obviously, this model has excellent thermal and glide performance.
It is surprising how slowly and tightly it will turn, which
allows circling in small thermals without a hint of stalling.
After a 40-minute flight, I greased the DG-1000 onto the runway.
A few more flights were needed to fine-tune the CG, to my taste
slightly aft of recommended.
Time to wring ‘er out. Climb to 500 meters and start
a 60-degree dive: Incoming!! -- The onlookers and I were impressed
with the acceleration. Low pass at just under 300 km/h (~186
mph), as measured by pitot tube, and pull up into a big loop.
Amazing how well the HQ/W-2.5 airfoil carries momentum. The
wings were solid, no twist whatsoever, and there is very little
bending even in tight maneuvers.
The speed range is large thanks to full trailing edge camber
control. When cambered, the glider flies nicely and slowly
and is easy to land, while reflex coupled with a decent dive
turns it into high-speed 7-meter model carrying amazing momentum.
I have about 50 problem-free flights on my DG-1000 now. Thanks
to its 3rd-scale, 6.66-meter size and AFT-25 SLS, this DG-1000
combines its attributes such that it is the perfect scale glider
for me. The quality of construction and the impressive performance
of the rock-solid carbon-and-glass wings make for a wide flight
envelope. Add to that the characteristic look of the DG-1000… what
else could you want?
A True Winner
Stobel V3 by LE-Composites
As one would gather from the V3 moniker, this model is developed
from its predecessors Stobel V2 and Stobel DLG. All Stobel
models are precisely tailored and carefully optimized for F3K
competition. Particularly important are maximum launch height,
minimum sink speed, effective landing aids, and good thermal
ability even when fully ballasted. Ever more important also
is the ability to penetrate in order to make it back home from
down-wind thermals or slope lift off of tree rows, for example.
Numerous contest successes show that the Stobel V3 fulfills
these parameters quite well. Joe Wurts, the 2011 F3K world
champion, used the Stobel V3 almost exclusively during the
fly-off. But just because this glider is a pure-bred competition
machine doesn’t mean a motivated sport pilot may stop reading now. To the contrary, such a pilot will profit from the good flying characteristics and the robustness of this model.
The changes over the Stobel V2 are the wing and, lately, a
larger vertical stabilizer. The latter has 50% more surface
area, and, according to the manufacturer, gives less adept
throwers much more launch height due to reduced tail wagging
upon release. The wing retained the planform of its predecessor
and therefore is hard to tell apart. There is a slight increase
in dihedral for better circling, and the airfoil is slightly
thinner with reduced camber to squeak out some more launch
height. The fuselage remains the same, including its clever
ballast solution: to add ballast, loosen the rear wing bolt,
push in the desired amount of ballast, and tighten the wing
bolt. The ballast bar is now securely fastened.
The wing is of all-molded construction using carbon and glass
fibers. The D-box features spread-tow for the outer skin with
fiberglass behind the spar. The inner skin also is fiberglass
with “Disser” carbon
rovings at 45-degree angles. This yields a very stiff and strong
wing with favorable mass distribution; no worries about flutter
during launch here. The wing is completed at the factory with
flaperons cut, hinged, and actuated by slop-free RDS. The digital
servos are included in the purchase price.
As is common in this competition class, the one-piece fuselage
is constructed entirely from carbon fiber. This makes it stiff
and light, weighing only 36.5 grams including the canopy.
Like the wings, the tail group also is fully molded, but with
a solid, CNC-machined Rohacell core inside. This core is covered
with fiberglass and reinforced where needed with unidirectional
carbon fibers; a strip of aramid fiber becomes the hinge. The
complete tail group weighs 12.5 grams.
Also included in the purchase price are all accessories needed
to complete the model, a set of protective wing bags, and ballast
in the form of one each aluminum and steel slug weighing 20
and 50 grams respectively.
Author: Michael Böhm
Photos: Stefan Gantzkow, Michael Böhm
Magazine: Aufwind 6/2011
Translation: Dieter Mahlein
Stobel V3 by LE-Composites
A F3K competition model
Wing span: 1,498 mm
Weight: 248 g
Wing area: 21.2 sqdm
Wing loading: 11.7 g/sqdm
Center of Gravity: 73-77 mm
Price: 650 Euros; available at LE-Composites, tel. 06400/9879777
- The Stobel takes hard launches with ease.
- The ergonomic shape of the throw peg is easy on the launch
- The tail group is molded with solid foam core.
- Sufficient space inside. Steel ballast seen installed on
- Don’t give up! Thermals can be caught even at this
- The sleek look suggest good flight performance.
- Hand catch on the wing tip for immediate re-launch -- a
matter of seconds!
The build quality is very good, with shiny surfaces indicating
high-quality molds. Minor air bubbles in the surface are due
to building extremely light, and they do not affect the overall
appearance of the model.
Because the Stobel V3 comes highly prefabricated,
completion is quick. The instructions are clear with many photos
and include all necessary information and dimensions. Care
must be taken with the rudder and elevator linkages. These
are actuated by a single string pulling against a spring. Follow
the instructions carefully for a light-weight and slop-free
In the wing, only the wiring plug has to be soldered on and the
ergonomically-shaped throw peg installed. The wing and tail surfaces
come ready for mounting to the fuselage.
In the fuselage, the wiring plug needed to be installed and the
ballast holder assembled from its three formers; the assembly
was then glued in with 5-minute epoxy. I used Dymond D-47 servos
for rudder and elevator, and glued in the included servo tray
with 5-minute epoxy also. Careful here to assure sufficient space
remains for ballast installation and removal! After the linkages
were prepped and threaded through their exit openings, the vertical
stab was glued to the tail boom.
I installed a 4-cell GP-350 battery and a Graupner SMC16Scan
receiver into my plane. So equipped, all-up weight was 248
grams, and no nose weight was needed to achieve the rear-most
For safety, I used traditional over-head throws for the maiden
flights. The first discus-style launches yielded smooth climbs
with out much tail-wagging. Indeed, launch height was so good
that onlookers hardly believed they resulted from the throw
Slightly cambered, the Stobel floats extremely well and signals
thermal lift immediately. Should a good thermal be encountered,
increasing camber will allow uncomplicated and effective circling.
Rudder input alone suffices to maintain the circle, and draggy
aileron inputs rarely are needed.
The plane picks up speed noticeably when the airfoil is uncambered.
This is good for searching around for lift. If even more speed
is desired, slight reflex will immediately cause acceleration,
while still maintaining a surprisingly low sink rate. Very
important here is to mix in the proper amount of elevator trim
in order to avoid repeated elevator inputs canceling the speed
For landing with flaperons dropped, down-elevator compensation
is needed. The Stobel V3 slows quickly and is easily directed
toward a hand catch. Agility on final can be increased by mixing
plenty of rudder to aileron input. The manufacturer-suggested
throws work well as a basis to customize from.
My conclusion: For a fair price, one gets a model which is
capable of winning any F3K contest. Construction is excellent,
as is the quality of materials used. But more important is
this: no matter if you’re fighting for every inch of
altitude in mediocre condition or buzz from thermal to thermal
on great days, the Stobel V3 is fun to fly. Its docile flight
behavior and robustness make it the go-to plane for competitors
and sport pilots alike.