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Touring Motor Gliders Association (TMGA)

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  1. Yesterday
  2. For anyone wanting to perform light sport glider/TMG annuals or repair, consider signing up for the 17-day Rainbow Aviation LSRM in Corning, California. We need enough glider/TMG folks to ensure that Rainbow will hold the 2-day glider add-on for that class period. I believe there are 3 of us already signed up. Course is not cheap and not short, BUT if you want to do your own annuals & maintenance, or do them for others, this is the way to go. This also provides a very easy stepping stone to obtain an A&P license. Brian and Carol Carpenter are the best (and exclusive) training facility for these ratings. They spend 15 days teaching light sport aircraft and then 2 days teaching the glider specific material. Brian is a wizard on the Rotax 912 series. Dave and I are planning to fly our Phoenix over 4,000 miles (round trip) to be there! Would love to meet other TMGA owners while we are in that area, or fly along with us from Atlanta CTJ to Corning, and return Corning to Princeton 39N via CTJ. If interested, don't delay, check out the website to sign up for class: https://rainbowaviation.com/ If anyone has a hangar available near Corning for that period, please contact me. Thanks, Terry
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  5. We also have an active Pipistrel owners forum, http://forum.pipistrelowners.com Shane
  6. Norm

    Help a new TMG owner with varios

    You probably already found this, but the English manual is here: https://www.westerboer.de/PDF/VW_older/VW800en.pdf I fly with a Winter mechanical and and older electric vario similar to this. Many of these varios can be set up to provide total energy data. That, plus the Winter will give you an idea of the true lift available in the thermal (or wave, etc.). Not sure about that right side vario, if you need some panel space you might consider pulling it and saving as a backup. Thermals! Norm
  7. Vic

    Help a new TMG owner with varios

    You've probably found this already but Winter is the mfr. Cumulus soaring have some of their inst and maint manuals https://cumulus-soaring.com/winter.htm#Variometers Westerboer is the mfr of the VW811. There is a doc there in English that gives a brief overview of the VW700/800 series but not really a manual. Go to this page https://www.westerboer.de/Seiten/download.html and look for VW700, VW800 Info (English). I'd try contacting them and ask for a manual. Until you can calibrate them, just determine which is the most accurate (try timing an altitude loss on a reasonably still air day) and put some tape over the others so you'll ignore it. If you don't, human psychology (aka wishful thinking) will make you look at the one that shows the best reading. You'll convince yourself you're thermalling when you're in sink! An electric vario is nice in that you can keep your head out of the cockpit and just concentrate of flying the thermal - listening to the vario. Good luck and have fun.
  8. Eric Greenwell

    Help a new TMG owner with varios

    Hi Nick, here's a start on your situation: - Three varios is overkill; many get by with just one, as I do. Some like to have a backup mechanical vario (the Winter unit - no power required to run it), in case the power to the electric vario fails; the 3rd vario (on the right side) may be there for the pilot in the right seat to see easily. - They all do the same basic thing: show the vertical speed (one or more might have "total energy compensation" - more about that later on, or you can google it). The electric varios can also produce an audio tone so the pilot knows the approximate up or down motion (aka "lift/sink") of the glider. - You might be able to find an English manual for the VW 811Lerche. Until then the orange knob sets the McCready speed (see a gliding reference, or maybe google), red knob adjusts the audio tone volume, the toggle switch between the knobs sets the vario scale to 5 meter/sec or 10 meters/sec (about 10 knots and 20 knots). I don't know what the V/S or H/N toggle switches control. Let us know if you find the manual! Eric
  9. Nick Scholtes

    Why two static pressure souces?

    Hi! I just purchased a Grob G109A. I noticed on the panel that it has a switch that allows you to choose between a static source for motoring and one for gliding. Can someone explain to me the particulars of this system? Why is it necessary? What is it doing? Thanks! Nick
  10. Nick Scholtes

    Help a new TMG owner with varios

    Hello TMG Forums! I have some questions about varios. I recently purchased a Grob 109A. I have not flown it yet, as it is somewhat of a project. I'm hoping to have it airworthy by the end of Sept. 2018. To understand my question, let me give you some background about me. I am a powered aircraft pilot. Lots of experience there. But only 25 hours in gliders, most in a Katana Extreme (in which I got my Private Glider and Self-Launch endorsement). However, I have NEVER (yet) soared a glider! Hence, I know nothing about varios. Now, on with the questions. On the panel of my Grob G109 are three varios. See attached pictures. The questions: -- Why 3? -- What do each of them do? -- Is it possible to get an English manual for the more complicated vario? I've found a German manual. Worst case I can Google Translate it I suppose. -- The one vario in the picture that shows "Winter" in the middle of the vario shows about 80 "down" (I assume that's 80 fpm?). That picture was taken a month ago. Today the vario dial is almost 200 "down". Why is that? How can that be adjusted? Is there a manual available for this vario? Thank you for any and all help on this topic! Best Regards, Nick
  11. Eric Greenwell

    Weight and balance

    I'd like a copy of the spreadsheet when you have it working. I'm pretty sure my CG is forward of optimum.
  12. Jefferson

    Weight and balance

    I’m going with these excellent suggestions, 30 lbs in aft baggage compartment immediately. Losing 30 lbs to get to Jim’s 180 will take some time..... I’m working on a spreadsheet now for the w&b calcs.
  13. After a brief flight yesterday I noticed a black screw on the floor below the instrument panel on the passenger side. Inspection of the panel revealed that it had come from one corner of the instrument panel. After screwing it back I tested all the other screws on the panel and those attached to individual gauges. Several of these screws were loose. Vibration had taken its toll. Its a good idea to check this periodically. George Feldman N33GF
  14. mikeschumann

    Lubrication of cowl flap cable

    I ended up buying a cable lube tool similar to this at my local Honda Motorcycle dealer: https://www.amazon.com/GTSpeed-Universal-Motorcycle-Cable-Lubricator/dp/B009T3VUK8/ref=pd_ybh_a_1?_encoding=UTF8&psc=1&refRID=FRC6TT29XNSVGM4H5VET It was very easy to use. However, the tool does leak quite a bit of oil on the sleeve end. It takes quite a bit of WD-40 before it starts coming out at the knob end in the cockpit. The lube process is really easy: 1. Disconnect the cable from the cowl flap, using a 2.5mm allen wrench and a 5.5mm wrench or socket. 2. Disconnect the landing light cable. 3. Remove the lower cowling 4. Attach the lube tool to the cable at the cowl flap end. Note: The cable and sleeve are easily accessible below the radiator. 5. Wrap a rag around the cowl flap cable behind the panel so you can tell when the WD-40 comes out (and to prevent a mess in the cockpit). 6. Inject the WD-40 into the lube tool until the oil is visible on the rag in the cockpit (it takes a lot). 7. Reassemble. Note: The cable is attached to the cowl flap using a .50 metric stainless elastic stop nut. I was amazed that I could get a new nut at my local ACE hardware store (they also had the allen wrench and the 5.5 mm socket). This really needs to be done each time you do an annual to make sure that the cowl flap continues to operate properly.
  15. Just on the market a restored and fully certificated 1998 Diamond HK36TC motorglider with a low time Rotax 912 engine. I've spent a year getting everything done to make this ship fly away with a happy new owner. It suffered a landing incident by previous owner. I replaced the right main gear and had a master fiberglass craftsman, Fidel Ramirez of Moriarity, repair a partly cracked tail. It looks and flies perfectly! It has the normal Diamond "IFR" panel with electric AI, DG, T&B. KLX-135A with PS Engineering intercom. KT-76A mode C transponder. Winter TE variometer and new pitot tube. New stainless steel rudder cables which do not need replacement if they inspect as good. Carbs overhauled and balanced. New tires and brakes. New fuel lines, oil hoses and coolant hoses. Annual 2018. Diamonds are quite rare and I expect this one to fly off the shelf. Please contact me at russ@skykingsoaring.com or 602 622-2257.
  16. prg55100

    GROB 2500 engine vs. unleaded fuel

    with some late but for general information. I fly my Grob 109B, 2500 Grob motor,for more then 10 Years and 1200hrs and the previous owner did it for about the same time with unleaded fuel 98 octane EU standard. We just use a dedicated fuel additive (Brand Wynns for example) to compensate the lead lubrification features. This additive is commonly used for all "old" engines after suppression of leaded fuel. With the old engines used to burn leaded fuel it is likely that without this additive your engine valves or valve seats would not survive unleaded fuel.
  17. edwalker

    Phoenix Air Czech Republic

    I refreshed the broken link in the control cable cleaning post. It’s quite easy to do once you have the inexpensive tool, available at motorcycle stores.
  18. edwalker

    Lubrication of cowl flap cable

    This is the same video http://www.eaavideo.org/detail/videos/hints-for-homebuilders/video/1567231599001/lubricating-control-cables
  19. Eric Greenwell

    Phoenix Air Czech Republic

    Perhaps the control horn could be mounted on the bottom of the flap, effectively reversing it's operation. Or, take the control cable apart for a thorough cleaning.
  20. Looking for new or low time Walter (Parma-Technik) Mikron IIIB 75 hp engine for Vivat SDM Collin
  21. Collin

    Vivat_Dead_Stick_Amitiy_Oregon

    The engine broke a piston or rod. Dead sticked landed on my friends nice grass runway in Amity, Oregon
  22. mikeschumann

    Phoenix Air Czech Republic

    Today I had a problem opening the cowl flap while in flight. When the cable isn't properly lubricated, it can be very difficult to open the flap. If the function of the cowl control was reversed, so that you pull on the cable to open the flap, and push to close, you wouldn't find yourself in the situation in flight where you couldn't open the flap. You might not be able to close the flap, but that isn't nearly as a significant a problem of having a flap that is stuck closed and results in an engine over temp condition. This might be a helpful alteration on future aircraft.
  23. mikeschumann

    Lubrication of cowl flap cable

    Ed: Do you have an updated link the EAA video. The link in your post is broken.
  24. Steve Sliwa

    2008 Ximango

    N175XS (Serial #: 175) is one of the last Ximango's built by the Aeromot factory. It is heavily optioned and modified. Although it is common in aircraft ads to claim being the the best in the country, this one is likely the best of the best. One can view all of the options and features at this website: www.N175XS.com
  25. Steve Sliwa

    Grob 109B Maintenance Manual

    Check the Library > File Exchange part of this website. I upload a number of maintenance manual files.
  26. Steve Sliwa

    G109B_Turbo_Der_ Superchlepper.pdf

    Version 1.0.0

    1 download

    G109B_Turbo_Der_ Superchlepper.pdf
  27. Steve Sliwa

    Running_on_Air.pdf

    Version 1.0.0

    0 downloads

    Running_on_Air.pdf
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