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  1. Yesterday
  2. Thanks Mike appreciate your help g
  3. You can easily test the backup battery by pressing the Stay On button after you shut down power to the Skyview system. If your backup battery is OK, the Skyview display should run for at least 45 minutes after you shutdown the main power. The Dynon system will only show you the Test Battery option when you power down, if you are due for a battery test (I assume that it is on a one year schedule). Back in 2018 I had a problem with my Skyview display not powering up. It turned out that the EFIS circuit breaker was partially tripping while under load. This was a subtle problem that took a little sleuthing to figure out. See this post for the details: https://www.motorgliders.org/forums/topic/674-dynon-skyview-powerup-problem/?tab=comments#comment-3493 You might be having a similar power problem with your transponder. However, assuming that your aircraft is wired the same as mine, if that was the issue, you would also notice problems with your radio, since they are on the same breaker. Good luck.
  4. Last week
  5. Mike, the indication that I got that the transponder was not working was a large X through it in the upper left corner of the screen. As I mentioned the transponder came back on after about 5 minutes. upon shutdown the skyview no longer gives me the option to test the backup battery. That clue and the erratic behavior of the screen when the power was left on during engine startup led the Dynon representative to suggest a weak and dying backup battery. My backup battery is more than 5 yrs old and I understand that that is about it’s expected life. best George
  6. Have you run a backup battery test? Under normal conditions, the Skyview backup battery would only be discharged if you ran out of power in your main battery. In this case, a fully charged backup battery should still power the EFIS for about an hour. The Dynon backup battery does not power the transponder. The transponder is wired thru the radio circuit breaker. Again, my question is what was the indication you had that the transponder was not active? My standard procedure when I run into a Skyview issue, is to take a photo of the screen and then immediately take a diagnostic data dump to a USB stick (you can do this in flight), so that Dynon has a complete picture of what the problem is.
  7. Hi Mike and Jim, I just talked to Dynon about the problem and I think they nailed the solution. A weak or nearly dead backup battery for the Skyview would explain what I am seeing happen. Apparently during startup the Dynon is isolated from the current surge going to the starter by the backup battery. Without this protection the Dynon startup goes through a number of useless cycles. Any thoughts? George
  9. Earlier
  10. The Skyview is designed to be on during engine starts. Obviously, we need to check the engine oil pressure right away after an engine start and this dictates that the Skyview already be turned on to see this. There is no difference between an in-air start and a ground start. The only equipment that needs to be off during an engine start or stop is the Becker radio, which can blow an internal fuse. The only fix for that is to send the radio back to Becker. The Dynon radio is designed to be on during engine starts or stops. I had a nice 5 hour wave flight yesterday in the Phoenix. The Skyview (and transponder!) were on the entire flight. https://www.onlinecontest.org/olc-3.0/gliding/daily.html?st=olc&rt=olc&df=&sp=2021&c=US&sc=
  11. What were the indications that you saw on Skyview that the transponder was not active? Did you save a diagnostic dump and take a photo of the Skyview screen when this happened? I would forward this to the Dynon tech support people. They are very responsive to investigating these types of issues. The one thing that I have run into is when flying near Orlando and West Palm Beach, without warning, Skyview will no longer display ADS-B traffic, but will instead show only TIS traffic that it is receiving from the FAA's Mode S radar systems. This is a subtle problem that you will only notice if you are watching ADS-B equipped aircraft that are flying at low altitudes that are not visible on ATC radar. Note: TIS is being phased out, so this only occurs in those areas where the radar systems have not been upgraded. Dynon has verified this as a known problem, and will fix this in the next Skyview firmware release.
  12. Hi All, I was doing some soaring last week under dark bottomed cumulus clouds in southeastern PA under moderate/ weak lift conditions. Upon engine re-start I found that the transponder took several minutes to become active. This happened 4 times. I am wondering if the Skyview shouldn't be shut down and restarted each time the engine is shut down. My checklist for on ground engine starts calls for the Skyview EFIS to remain on during engine starts- this makes sense because there is no other way to check oil pressure after engine starting. So I assume that the Skyview can handle the power surge that accompanies engine starts. Any thoughts? George Feldman N33GF
  13. wolfy

    szd45A ogar ARC

    Hi! I am owner of an Ogar Motorglider registrate in Germany but the plane is locate in Romania. Can anyone help me with a new ARC?
  14. HiFlite

    Ximango Brakes and Wheels

    Does anyone know who makes our brake parts, wheels and master cylinders? Or from where to get replacement parts?
  15. Barry.h

    • Barry.h
    • Vivatrider

  16. Sinus Flex Max

    Flight Review Requirements

    Jim is correct. However, you may do a flight review in any aircraft for which you are rated, so all you need do is find a CFI-A who is willing to act as PIC during the review and you can do the review in a rented airplane. Or enjoy the four hour round trip to your CFI-G on a nice day. You did buy the Sinus to fly it, right? Cheers, Richard
  17. Jim Lee

    Flight Review Requirements

    Hi Todd, I am a CFI (airplane) and CFIG (glider). Your Sinus has an airworthiness certificate which says that it is a glider (according to you). A flight instructor may only give a flight review in a category and class for which he is rated (authorized). Therefore an airplane instructor may not give a flight review in a glider. It doesn't matter what category other Sinus' have been registered in, all that matters is how your plane is registered. Cheers, Jim
  18. Todd

    Flight Review Requirements

    My Pipistrel Sinus is registered SLSA-G. I have ATP- AMEL, ASEL&S, Glider but do not have a current medical (only flying gliders now). The nearest CFI-G that I know of is a 2 hour flight away. My question is Can I do a flight review in my Sinus with a CFI-A? The Regs say “1) Accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor ” Is an instructor with CFI-A an authorized instructor if giving a ride in a (technically) glider that can fly like an airplane? Can a CFI give a Flight Review in an aircraft that he is not rated in? It gets a little blurry as the Sinus can also be registered as an Airplane. Any thoughts or personal experience with this issue? Thanks, Todd
  19. HiFlite

    Limbach Electric Fuel Pump

    Anyone know where to get one of these rebuilt or replaced? Price? Limbach Part Number 170.093.011
  20. Jim Lee

    Preserving the Phoenix finish

    Very good topic to resurrect Eric! Note that polish is not a wax, and actually removes the top surface of paint or gel coat, and also removes the wax. It is like a very fine sandpaper. So anytime you use a polish, be sure to follow up with a protective layer of wax. I don't think that the type of wax used is critical. Having a solid layer of wax is critical! I agree, keep it covered, keep it in a hangar. Also, keep it dry. This is the second most critical aspect after protection from the UV of the sun. With our sailplanes that carry water ballast, we are finding that leaving the wings wet inside can result in a horrible deformation sometimes called a spar bump. BTW, the Phoenix will never see a spar bump because the spars are bonded to the inside plies of fiberglass of the foam sandwich construction. The best thing we can do for our sailplane wings is to clean bugs and dirt off of the leading edges after each flight WITH WAX! If you clean the plane with water, you will remove some of the wax. Removing the wax on the leading edge is the primary cause of leading edge crazing of the gel coat. So don't use water or a cleaner to take the bugs off, use wax!
  21. stevenknox

    2000 Super Ximango

    987 TT. This annual all Rotax hoses replaced, carbs rebuilt, new heavy duty starter, new strobe light, new battery, new brakes, landing gear gone through, extensive lubrication and inspection. Finish is original polyurethane and is in excellent condition. New Hoffman 3 position propellor one year ago. New Garmin avionices, GTR 225 radio , GTX335 1090ES ADSB out, new certified G5. USB outlets for other devices. Winglets and original flat wingtips. 58' span wings fold down to 33'. All logs since new. Can provide training. Can deliver anywhere in lower 48. May consider interesting trades. Contact: Linwood Stevenson, linwoodstevenson@mac.com, 865-300-6244
  22. Jamey Jacobs

    Preserving the Phoenix finish

    I’m doing my annual polishing of my Phoenix with 2 part Wx Block and noticed the under-side of the wings still seem pretty smooth -slightly smoother than the top. Any opinions on whether to use part 1 on all surfaces every year or less frequently on those not as exposed to sun and dirt (e.g. bottom of wings and bottom of tail boom) and just protect them with part 2. That would sure save a lot of time and effort! Polishing usually sparks lots of opinions, which are respected and appreciated. Thanks and good flying, Jamey Phoenix sn18, N40HB
  23. Eric Greenwell

    How to buy a motorglider: help wanted

    I see I need to "clarify" my own posting 🙂 The Ximango is a decent airplane and a decent glider. The choice of engine, however, should not hinge on any perceived "jewelness" of the 80 hp 912, which is mechanically identical to the 100 hp engine, but with a smaller bore. Both versions have excellent reputations, both have sold 10,000+, and both have the same 2000 hr TBO (current versions - older versions may differ). I would base the engine choice on the density altitudes I expected to fly, and how often I flew pilot-only/partial fuel and no baggage, or pilot w/passenger/full fuel and baggage. Putting it another way: A Florida pilot that will do mostly soaring alone - either engine would be great A Denver pilot that often travels with a passenger, baggage, and full fuel - the 100 hp engine would be much appreciated While not pertinent to the Ximango, as an airframe rescue parachute is uncommon outside the LSA category, I think there is an underappreciated value to it: my wife is willing to fly in our Phoenix for two reasons: She knows it can easily glide to an airport or other safe landing place if the engine quits She knows it can parachute down safely if things go really bad - that makes her feel much more secure (I also like it for that reason, and also because it's easier to get in and more comfortable to sit without a parachute).
  24. TomSw1ft

    How to buy a motorglider: help wanted

    I'm very sorry @DermotMcD that my comment offended you. I did not intend to do so. I was actually trying to respond to the post by Lert, not Eric Green (although Eric's was full of additional information). Your post was very informative, and you have inspired me to reconsider my options, expanding them for me. This is not an excuse; I was wrong to have responded in such a nonspecific way. But, these days I find my antennae for statements of apparent fact that seem to go against my prior understanding. I yearn for evidence. I am a former physician and medical journal founder and editor who took pride in sending manuscripts back to authors with a demand for substantiating data. In this time of COVID-19, I've been surprised by just how many doctors, who ought to have learned scientific method, advocating utter bullshit, like treatments that have not only been shown by numerous well-controlled trials to be of no benefit, but also dangerous. My dream ship has always been a Stemme. That emotional response has never been based on any actual experience — just good marketing. Not until the accumulation of reports about their maintenance headaches did the real world experience of some others become part of my understanding. Is the 200-hour maintenance actually a $10,000 hit? I don't know, but I did not pursue the validity of Lert's claim because the Stemme just isn't on my list right now. I am really enjoying the information that everyone is providing. Opinions are, to say the least, spirited. Data runs through out the postings, but so does personal bias. I appreciate both. I just don't take everything as necessarily relevant or strictly factual. The last thing I wanted to do by admitting to some skepticism of some of the postings was turn any one off.
  25. DermotMcD

    How to buy a motorglider: help wanted

    HA, Well, I don't think the comments I wrote were that biased or even that strong, and as per usual, space and time limits supplying support info. You asked for thoughts, and that's what I gave you. I felt that though your shopping list had most of the right points, some were self-exclusive and I tried (in brief) to point out those which were. If you can get a Phoenix for under $120,000, then maybe that's your aircraft but it appears that may not be possible. You asked about TMG and SLGs. My reply about SLGs not being useful for cruising stands. SLGs are far better sailplanes and far worse motor planes than a TMG. It may well be that you would have the most fun with a DG 500M but maybe you do want to motor more often than glide. I said the Stemme appeared to be a great performer. In the time I have spent flying alongside one, it performed as well as a well enough flown ASH 25 and ASH 26. If you're handy with a spanner and have a ticket, go for it! I have never owned one but I have flown extensively with people who have owned them… and even they report high maintenance time and expenses, difficulty getting service and in reselling the glider. Others have supported this in the postings above. I own a Ximango and an SLG. My comments on the Ximango were my own experience and the experience of other owners who I spoke to pre-purchase. The "Jeep" comment is the opinion of one owner, not mine. The fact that the 80 HP Rotax is a jewel of an engine is an opinion shared by a lot of Rotax owners. To me, the idea of adding another 20 HP to an airframe and wing section like the Ximango is a bit silly. All that extra power for what? 5 knots? Fine if a 100 HP version is available but I don't lose any sleep over the 80 HP in mine. The Ximango has carbon spars though the rest is FRP. I made no mention of a Phoenix because I have never seen one. I've flown with a Sinus and seen a crashed Lambada closely to know which I think is the strongest and best in rowdy air. The Sinus locally has a MTOW of 450 kg and the Ximango, like most traditional 2 place certified gliders, 850 kg. "The LSA load factors are +4/-2 G, which has proven sufficient for 15+ years. " It may well be so, but it's not the same as the certified utility rating of +5.3 and - 2.65 is it? I know which I prefer in a second hand glider. Unless something changed while I was not looking, the MTOW of your standard 2 place German glider is still 850 kg. Probably this is an agreed thing rather than legal. If you add a 75 kg parachute as well as a 75 kg motor to the fuselage, you reduce the available amount of water ballast by 150 litres… and you reduce the available range of wing loadings. Since many German gliders are made and sold by factories centred on competition, the water ballast equation is important and buyers chose the motor. Ballistic parachute systems are a great idea but find me a German manufacturer of sailplanes who has fitted one? I wasn't talking about parachutes in LSA aircraft since I have no experience of those but my comments were prefaced with "sailplane' througout. Tests on sailplanes were done extensively a decade or more ago and the only development has been DG's NOAH system which anyone who wants to bail out of a sailplane should have fitted. All the tests done at the time showed a nose down descent angle under parachute with a rate of descent which it was claimed, would have resulted in some injury. Since I was talking about sailplanes, there's no landing gear to absorb the shock and in any case, the angle (about 60º) was extreme enough that no modern landing gear would touch the ground until the nose cone (including the pilot's legs) had collapsed. So-called safety cockpits in sailplanes are a great idea (my glider has one) but they're not a Formula 1 car cockpit which can survive a crash of well over 10G (see Lewis Hamilton's escape from a 30G crash) and these safety cockpits have had very limited testing… and that mostly by users rather than the factories. Pay the right amount of money and you can have a proper safety cockpit… apparently Aston Martin's exceed F1 specs, but in your average glider? It's just a bit better than the eggshell which was fitted in earlier years. As and article says on the DG website, safety doesn't sell gliders. With any parachute system, it's irrelevant how long it takes to open the chute in seconds. What counts is distance. To mitigate the opening shock of a parachute attached to an 850 kg glider accelerating towards and beyond VMG, you stage the opening and/or use a smaller parachute all of which increases the opening distance. My recollection of the figures I saw was that the opening distance was a lot longer than if the pilot was able to bail out… perhaps 3 times. So while I would like a ballistic chute, if it's a choice between that and an engine, I'll take the engine because I can use it every day and a NOAH system which I hope I won't need to use. Somewhere around, I do have the original OSTIV articles for the ballistic parachute stuff above, but I don't have all my records with me, so treat that as opinion if you will. I'm sure there are better motor gliders than the Ximango but either I have not seen one or cannot afford one. Perhaps at $120,000 you can't either. If you have that much to spend, you could do worse than a Ximango. Or a DG 500. It's always going to be a compromise. They're my thoughts! D
  26. Tim Blofeld

    How to buy a motorglider: help wanted

    Hi Todd, Great to hear from a fellow Elfin believer! Yes, first flight planned 4th quarter 2020 and financing seems to be lined up. One advantage of delayed production is additional design improvements. Recently heard about the new tweaks via email from Reiner. I didn't order a range extender either but the idea is to have one or two available in the US to ship as required to wherever they need to be. Rent by the week plus hourly run time. I'm investigating the feasibility of flying from Berlin to Oshkosh next year on the assumption the company would lend me one to cross the North Atlantic and Greenland for marketing purposes! Cheers Tim
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