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Touring Motor Gliders Association (TMGA)

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  3. Eric Greenwell

    Aerodynamics

    It might be better to design a new wing with the landing gear in it. That would allow the lightest, most aerodynamically effective solution, but it might be costly. If the buyer wants to have a 17 meter wing anyway, the cost might not seem so bad. Or, maybe the original 15 meter wing could be traded in as part payment for the new wing. Used wings could be sold with new fuselages at a reduced price. Perhaps, the original wing could be modified by the factory to add retractable gear at a lesser cost. Since the area the gear would occupy has the fuel tank in front of the spar and control rods behind the spar, it may still be expensive to remanufacture, and might reduce the fuel capacity.
  4. Andreas Clauss

    Aerodynamics

    Teri, Thanks for your comment. The challenge on the aerodynamics is that you never really know. I appreciate that designing a new landing gear is a lot of work. As soon as we can fly again in Europe I'll make some small modifications on the scale you mentioned, taping some areas, and then we see.
  5. Phoenix co-owner Dave and I took the LSRM course and are getting used to doing our own maintenance and annuals. Rotax shops near me seem to have dried up. The 3 week course was a worth-while investment to know my airplane and learn unique details related to LSA aircraft. However, since you don't have a desire to go that route, the ELSA idea is reasonable under current rules if you remember two things. FIRST, you only get one chance to return your ELSA back to SLSA in the future. SECOND, you can't go back to SLSA unless you have very detailed documentation showing the aircraft has and is compliant with the factory LSA requirements. And you have to hope the DAR will see it that way. But if you're never going to give up your airplane, ELSA offers some great advantages for when simple things break and you want better equipment installed without a letter of authorization. It's too bad that all us Phoenix owners are so spread out across the county. Heck, fly it back to Jim Lee every year and enjoy a Lake Tahoe vacation while he inspects it! Good Luck!
  6. TeriStar

    Aerodynamics

    Looks like you are working too hard to make too little improvement in drag and at the sacrifice of weight gain.s Just spend a little on improving the landing gear leg air flow by taper trailing edge legs and better fuselage fairings like fixed-gear Reno racers do.
  7. Bvolcko

    BillVolcko_FridayOct26-1.jpg

    © Bill Volcko

  8. Bvolcko

    BillVolcko_FridayOct26-6.jpg

    © Bill Volcko

  9. Andreas Clauss

    Aerodynamics

    Have look at this. The solution on page 1 is less complicated but aerodynamically it's less efficient. Page 2 is more complicated to manufacture but it features less drag and for the emergency case you mentioned, the small wing is ideal. Eventually you also need to modify the bottom engine/muffler cover and extend it into the undercarriage wing. The idea is not to modify the fuselage, just optimise the airflow and reduce drag. This is an idea but maybe there are a few Phoenix owners that can get together and create a kit (landing gear + bottom cover). Together with Martins 17m wing a glide angle of 40 at 110 km/h can come within reach. Retractable Landing Gear.pdf
  10. brasov

    Shabby and Blu.jpg

  11. Earlier
  12. Fabrice

    Grob109b Engine Magnetos belts?

    Hi! I am looking for parts to our Grob 109b engine: 2500 E1 type: We need to replace magnetos belt / seems 2 or 3 belts to drive the magnetos. Can you please advise which type of belts / where how to find some ? I can’t find the PN or reference, not in engine book and unreadable on the removed one.. If there’s similar parts in automobile engines ? Many thanks for any help ! and get ready to purchase where can get some J Cheers, Fabrice +66 92274 1265 (thailand)
  13. Eric Greenwell

    Aerodynamics

    The only thing I know about retractable gear is Martin used it on an electric powered prototype based on the Phoenix. Retrofitting a retractable gear to a Phoenix would take a lot of engineering, probably add significant weight, and cost a lot of money to do it. It would improve the cruise performance while gliding, but not improve the climb rate much while thermalling. Powered operation would only benefit from reduced fuel consumption, as the Vne is already the limit on cruise speed. There is one feature of retractable gear that might be important to soaring performance: it would possible to land safely in a soft field without tipping over when the wheels dug in, so you could risk the engine not restarting. As it is, when the engine is off, I stay within easy reach of an airport, which can really affect where I can go to reach thermals.
  14. Andreas Clauss

    Aerodynamics

    Hello, It's now 16 months since I got my Phoenix 49U15. Over time I realised that I'm using the short wings a lot, fast and easier to land on short strips. However, when I'm with the long wings I'd like to glide and travelling is more an exception. Martin is working on 17m wingspan but in order to change the characteristic of the plane one would need to replace the existing landing gear with a retrofit, retractable version. Anybody tried this yet?
  15. Nicolas Neuss

    OK, let me test it...

    I also created a mailing list at freelists.org as a possible replacement for the Yahoo group. At the moment 22 Taifun pilots are following it: https://www.freelists.org/list/taifun17e However, there is not much traffic there as well.
  16. Nicolas Neuss

    OK, let me test it...

    At least I am following it. And I was notified of your message rapidly. IMO, it is not as convenient as a mailing list, but I can live with it.
  17. ProfJ

    OK, let me test it...

    Are you guys using this as an update to the Yahoo group or did you decide on another platform?
  18. ProfJ

    Taifun A&P?

    Hi Folks, is there an A&P anywhere in the US who could be described as expert, or even familiar with, the Taifun? Thanks Jon
  19. brasov

    Bluff airport.jpg

  20. TR Proven

    What is the status of the Lambada?

    Tim, I'm looking at a Lambada for sale, but he's in AZ. Any chance we could come to you in MD for a look? We live in Haymarket VA. Are you based at St Mary's? Thanks TR 703-946-9423
  21. 2003 Ximango, ONLY $79,000, PRICED TO SELL, in BEAUTIFUL shape, one owner, always hangared. TTE 509 HR TTAF 585 HR ANNUAL 6/19 ROTAX 912S 100HP S/N 200.153 3 POSITION PROP WINGLETS RETRACTABLE LANDING GEAR CRUISE AT 100KTS @75% THROTTLE 4 GAL./ HR L/D 31 STALL 39 KTS GARMIN SL40 RADIO APOLLO SL 70 TRANSPONDER ARTIFICIAL HORIZON BOSE HEADSET TOE BRAKES BOTH SEATS LOCATION: VERO BEACH, FL 772 696 3144 TEDHAUSER@HOTMAIL.COM
  22. TeriStar

    TMG Cross Countries (Literally)

    I would like to see more posts on this site about flying your TMG on cross-countries. To start it off, my co-owner Dave and I flew from Atlanta to Corning California to Princeton New Jersey this past year in our Phoenix. We allowed a week out and a week back in case of weather or maintenance issues. We lost 3 days in North Texas due to weather and had no maintenance issues. Very beautiful scenery and would recommend that everyone do a long western US trip at least once with their motorglider. You can see a slide show of the trip on YouTube under Flying Adventures links listed below. So if you fly more than 3 hours away from your home field, drop a not on this thread and share it with us. I bet some of you flew to the SSA Convention in Little Rock this weekend? (I had to stay home 😞 ) Show us how capable your fun machine is at traveling and getting you and a friend to great destinations!
  23. brasov

    IMG_20200219_165814

    Soaring Blue Mountain Blanding Ut. in Brasov IS28M2
  24. My life is too short to become a mechanic, so I have Stanton Sport Aviation, just south of Mpls do my annuals. They are very familiar with ROTAX engines, as they are a service center for Flight Design Light Sport aircraft. Stanton is also home to the MN Soaring Club, so they have lots of experience with glider annuals. I would personally not recommend converting your aircraft to Experimental. It would probably be very difficult to undo that down the road, which might limit the resale value of your A/C. The key is to find a competent ROTAX shop in your area. Given the popularity of those engines, that shouldn't be too difficult. I would try to figure out who is maintaining light sport aircraft in your area, in particular Flight Design, Pipistrel, etc. Doesn't Jim Scott know someone he could recommend?
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