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  1. Last week
  2. Jan-Peter

    Thing to look at when buying a 109b?

    What are typical things to look at when seeing a 109b to buy. Next week we will see a grob with 2500 engine (500h left) and TT4000H and 11000 starts. Thanks in advance. BR, JP
  3. Earlier
  4. Any further news on Aeromot? I'm told that parts are still available, so some kind of activity must exist.
  5. HiFlite

    bringing Motor Glider into youth aviation program

    Fairly recently, I have been flying a Scheibe SF-25c with Sandhill Soaring here in Michigan. Handling wise, it's a good choice for training, with low stall speed and rugged gear. There are 3 significant downsides, however, with our particular one at least. 1) The Limbach 1700EA of about 60 hp is pretty marginal on a hot day, even at our low altitude. We have trees on hills about 2300 feet from our starting position and it's uncomfortably close. 2) Useful load is ~ 370 lbs. 3) It's registered experimental. As a training motorglider, the Schweitzer 2-37 (2-32 with fixed gear and Lycoming O-235) might work. AFAIK, all would be ex-Air Force. Yet fuel burn would be like a C-152, which is a better trainer for general use vs as a path to sailplanes. Any S-LSA with the Rotax would probably be closer to what you want. IMO 🤗
  6. HiFlite

    Wing Folding Help

    Quite clever, Steve! This scheme would also reduce the risk of damage from a "slam down" in the event one lost control, say, in windy conditions.
  7. Steve R.

    Ximango seat harnesses

    I just sent mine out to WagAero, their turn around time is quick and price was OK. Steve R.
  8. Steve R.

    Wing Folding Help

    Yes, there is hope for us wimps. I am 5'7", 230 lbs. and 73 years old and yes I have problems opening and closing the wings so I built a simple lever system and it is very doable now. It consists of a 10' carbon tube (what I had from an old delta hang glider) two wing shaped plywood pieces, a couple ratchet straps and two 25 lb. bar bell weights. The system reduces the lift weight from 30 lbs at the wing tip to about half that. My concern was what if it should slip while in the vertical position? I glued a rubberized material to the surface next to the wing for protection of the wing but when the ratchet straps are tightened nothing moves. The second issue was how far out could I go and not hit the ground when in the vertical position? Further than I thought but a quick measurement on the first lift answered the question and I have sense put stops on the tube so when I mount it no further measurement are required. Steve R.
  9. 914Driver

    11 - Posting Classified Ads

    I didn't see any instruction on how to delete an ad. My Grob 109a is sold. Dan 914dan.senecal@gmail.com
  10. John Heeboell

    Grob 2500 - MOGAS E10

    The Grob 2500 engine is allowed to run on unleaded fuel (MOGAS RON 96 or higher) if modified according to service bulletin 817-46, dated 09.02.98. Is it allowed to run on alcohol-fuel mixture - up to E10, which seems to be the aim of EU regulation ?
  11. HiFlite

    Wing Folding Help

    Thanks! Looks easy - it's not yet possible for me. Yeah, the kids used to kick sand in my face ... Though I don't recall pushing much towards the back. Perhaps that helps enough to manage.
  12. Sidlinger

    Wing Folding Help

    It is admittedly difficult and also scary because (I have always assumed, at least) if you ever drop one then that’s the end of that airframe. As a CFI I have taught a few people how to do it as safely as possible. Straight into the wind, of course, and always with the mains chocked. And you can’t have ambiguity at the top, you have to commit to it going over. And dry hands, of course, and I’ve considered using sticky mechanics gloves. When training, I put huge wedge pads inboard and a spotter outboard. As a sailor, my first thought was to “rig a preventer,” but there’s no good attachment point. It’s a big like swinging up onto a horse. Very hard to do the first time. You can call me if you want. P.S.: Indoors with an expert and a spotter is the safest way to practice. P.P.S.: A machinist could make a fitting for the wingtip attachment point and then you could use a block and tackle, maybe, if you had something overhead. A lot of complexity and stuff, but still nothing compared to folding the wings on my HK36TC-100! If you're on FB, I posted an unfolding video.
  13. Thermalseeker

    Wing Folding Help

    Look through the picture gallery. There was an Ximango owner a while back who had trouble folding and unfolding the wings. So, he came up with a tripod/block and tackle system to help. I don't recall his name, but I do recall seeing the pictures here.
  14. Ted Hauser

    Wing Folding Help

    I am 82 yrs old ,165 pounds and I can open and close the wings. I carefully turn the fuselage directly into the wind. I keep my feet directly under my hips and my back very straight while I walk the wing toward the hinge.
  15. HiFlite

    Wing Folding Help

    I'm on the verge of buying a Ximango, but discovered that I cannot fold/unfold the wings by myself. At 66 y.o., 5'8", 150 lbs and with the body build of a typist, I can get the outer wing panel to within 25-30 degrees of vertical, but no further. As one lifts and hand walks from the tip, one gets closer to the fulcrum and runs out of leverage. The amount of force required increases until I can move it no more. Anyone have tricks or gadgets to overcome this problem?
  16. Steve Sliwa

    Wing Folding Help

    Here is a video I recently recorded giving hints on the assembly: assembly.mp4
  17. Steve Sliwa

    Wing Folding Help

    When I first got my Ximango, I had the same concerns. I am about the same size and age (just sold my Ximango). Here is how I got it to work for me: Lock the wheels with chocks. So when I got to that 25 deg point I could push back and up. Having the firm force back helped me to push and get leverage. Of course, once one gets past the straight up neutral point it's easy. I could just rotate under the wing and walk the wing down with my hands over my head. During the first few times I did the fold/unfold, I asked a second person to spot me to help catch it if I dropped it. (I never dropped it and ultimately told helpers to stop helping (touching) as it seemed to hurt more than help. I told them to just spot me.) Since I was afraid of dropping, I removed winglets and left tip cushion on. For the first few solo times, I left a couch cushion on the wing near where the tip would land if I dropped it. (I never dropped it.) I know that one person built a tripod mechanism and he thought it worked well. It looked a bit clumsy to me. My backup plan if my wife wanted to fly without me: we asked the line service tech to meet at the airplane for pulling out and helping with the wing-fold. $10 tips for assembly and $10 tips for disassembly made everyone happy and relaxed. The line service techs rushed out to help and just made the worries go away. Sometimes the visits would included fueling (bring the truck).
  18. HiFlite

    Wing Folding Help

    Season's Greetings! I'm very close to buying a nice Ximango. However, I found that I cannot presently fold or unfold the wings by myself. This puts my decision to get one in doubt. Physically, I'm 5'8", 66 yo, with the muscles of a skilled typist. It's all a struggle, but I can manage to get the wings up to within about 25 degrees of vertical, at which point I get stuck. As one shuffles along the leading edge to raise the wing toward vertical, the distance of one's pushing to the fulcrum decreases, increasing the force required. I'm thinking that a scheme with a flexible joint and a pole attached to the wingtip fitting would let me push while maintaining leverage. But, I don't know. Does anyone have sneaky schemes to make this easier? TIA
  19. brasov

    Sauer Engines

    Hi Carl. I have not flown behind the Sauer engines but I have over 5,000 hours behind air cooled 2165 cc VW engines in my Brasovs in temps ranging from 20 to 100 degrees. The Sauer engines are very similar to what I have. If the upper cowl deck is sealed meticulously so all the incoming cooling air has to go downward through the heads and cylinders, I have found cylinder head temps have not been a problem. But I have found oil temps on vw can go high on hot climb outs. I added an extra oil cooler on firewall similar to a c-172 installation and that solved all problems for me. The original vw oil cooler on top of engine is in series with the oil cooler on firewall So I think you would be fine with either engine. Arlan
  20. StuOstrander

    Grob 109 mechanic

    I have responded directly to Rich. We're going to talk (phone) later today. I first provided this: The pitch change mechanism is relatively simple when you study it the least little bit. Before you pay for a mechanic, I would encourage you to take a look at it yourself. The solution might be simply lubricating the sliding components. Remove the spinner and you will be able to see the components that you can readily, and legally clean and lubricate yourself. Attached is a link to (4) very short videos showing the pitch change unit on the work bench in Tim Dews’ shop in England. Tim is demonstrating to Ron Schweninger (Grob G109B N109BR) how the pitch change mechanism works. If you watch these (particularly 02 Prop) a few times and then look at your own mechanism, you will understand how the pitch change mechanism works. The manual explains the operation of the mechanism, but “a picture is worth a thousand words”. And when you can see it and touch it, it is worth ten thousand words. Let me also try to explain it in my words: - When you pull the pitch change handle in the cockpit, the prop is pushed forward on its shaft. - As the prop moves forward, the pitch of the prop blades is increased. - A small plate is spring loaded to be held in a “centered” position on the prop shaft. This plate is illustrated very clearly at the beginning of the 02 Prop video. - As rpm is increased, a point is reached where centrifugal force overcomes the spring force and the plate will slide to the cruise position (when the prop is moved forward) I think this sliding plate is where you need to look. It may not be returning to the “centered” position which allows the prop to return to climb position. The plate should slide back and forth easily when you move the prop forward. - Are the surfaces clean? - Are the plastic guides in place? - Is the plate damaged in anyway? I recommend you make those checks before you call a mechanic. Not all AP’s are going to be familiar with the Hoffman Prop. It isn’t exceptionally complex, but neither is it something most AP’s ever see. https://www.dropbox.com/sh/48piq11758xa8p1/AADyXBJ5o87Iq4-JWQpZjypla?dl=0
  21. Jim Lee

    Rotax Coolant

    The Phoenix comes with Prestone Dexcool 50/50 prediluted. A few simple rules of thumb from Rotax expert Roger Lee: You can not mix a Dex Cool anti freeze with a non compatible Dex Cool anti freeze. It could thicken where it is not usable. Noted on some anti freeze containers is printed Dex Cool compatible. Still don't mix, but if you had a little residual when swapping coolant it shouldn't be an issue and for those engines that use Dex Cool type coolants it should be okay to use that coolant.. If you use Evans you only add or top off with Evans and absolutely no water as it is waterless. If you use some of the other anti freeze products technically some could be mixed without adverse effects, but it isn't advisable. You are always better served when using a 50/50 mix to always best top off with either distilled water or the same product that is in the cooling system. It doesn't matter if you use a standard time limited or extended life anti freeze because you should drain and refill every 2 years. It usually only takes approximately 2/3 gal. Draining and refilling a Rotax cooling system is fairly easy and just takes about 15-20 minutes. No one should be penny pinching about spending $12-$15 for a gallon of coolant every couple of years. Drain the Evans and while the system is open at a low point blow hard down through the coolant tank on top of the engine. That will just about clear the entire system out. Cover the low point with a rag. It can be messy otherwise. Dump the coolant reservoir. Then fill it up with what ever coolant you are going to use. It simple. It's a little more involved going the other way, but going back to 50/50 is easy. No purging of the coolant like the oil. just fill it up.
  22. Eric Greenwell

    Rotax Coolant

    When is your 5 year "rubber change" due? The coolant gets changed at that time, so maybe waiting a bit will save you time and trouble.
  23. algee1_73@yahoo.com

    Rotax Coolant

    With 600 hours on my 912 the coolant is now just below the collar in the filler port. This is the original coolant. My thought was, why not drain the remaining coolant and refill with something new - my A&P recommends DEX Cool 50/50, which is readily available but a different color (and therefore I assume a different chemical basis). Two concerns: 1. Getting the inlet hose off the radiator so I can drain the system would not be an easy task, at least on my airplane. 2. Depending on what you read and where, mixing coolants is not a good idea. Before I put more effort into it has anyone done this operation? Or as another thought, anyone have experience mixing what came from the Czech Republic with something else? Topping off the system with DEX 50/50 would take about 1/3 cup, and seem little different than draining the system, which will never get all of the current coolant out based on the geometry of how the radiator is mounted and where the hose inlet sits, and then refilling with DEX. I'd think that would result in 1/3 of a cup of the original antifreeze remaining in the system, and the rest would then be Dex 50/50. Jim?? Happy Holiday to you all. Alan Gurevich/#24
  24. brasov

    Brasov IS 28 M2.jpg

  25. That reads as if a PP-Glider can get an IFR endorsement. Am I understanding this correctly?
  26. Jim Lee

    broken rotax muffler spring

    Broken muffler springs are very common on the Rotax engines. In pusher configurations, the springs are safety wired to keep a broken spring out of the prop. I'm surprised that this is the only one on a Phoenix, to my knowledge. Might be because of a good exhaust system design, the composite structure and/or the lightweight Woodcomp prop. In any case, the vibration in the Phoenix is less than other LSA's, maybe that is the difference.
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