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  5. 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=
  6. 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.
  7. 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
  8. 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?
  9. HiFlite

    Ximango Brakes and Wheels

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

    • Barry.h
    •   
    • Vivatrider

  11. 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
  12. 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
  13. 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
  14. HiFlite

    Limbach Electric Fuel Pump

    Anyone know where to get one of these rebuilt or replaced? Price? Limbach Part Number 170.093.011
  15. 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!
  16. 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
  17. 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
  18. 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).
  19. 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.
  20. 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
  21. 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
  22. Todd

    How to buy a motorglider: help wanted

    Hi Tim, l’ve been following the Elfin 20.ex very closely and an looking at a Sept 2022 delivery date for myself. I’ve helped a bit with the financing and have been emailing back and forth with Reiner quite a bit earlier this year. I’ve let Reiner know that easy ground maneuvering and set up with just one (older) person is important but I was thinking about lifting the tail to install a dolly and tow bar (which would need to be carried onboard). I hadn’t heard anything about the tailwheel being able to swivel fully and all diagrams I’ve seen for the retractable tailwheel don’t seen to show that. Please tell me more! Also the folding step is a great addition that I hadn’t heard of. Last I heard the prototype would fly by the end of this year but I don’t know how much COVID-19 has set them back. Maybe you can rent me your Range Extender as I don’t expect anyone will have one for rent at my local airport! I believe that is a $50000+ option. -Todd
  23. enmoca13

    taifun 17E

    perfect conditions limbach
  24. Tim Blofeld

    How to buy a motorglider: help wanted

    Hi Bud, I've been doing the same exercise for about four years! Came down to a used S-10 or Phoenix. Both great but neither perfect. Perfection for me, as mentioned above, is Reiner Stemme's new design, the Elfin. It is the only one that checks every box, and the design keeps getting better (lighter wing folding system with reduced span to 33', increased battery range, unlockable steerable tailwheel to act a dolly on the ground, folding step on the undercarriage for easier access). 50:1 with smooth, quiet, reliable electric power. The downside is, none have been built yet! I finally pulled the trigger in October 2018 when the plan was to get it to Oshkosh last year. Delivery now promised "in the spring" (I'm assuming 2021)! Yes, it's expensive, but in the ballpark for the category and maintenance will be negligible. Put solar on the hangar roof and fuel cost will be zero. Rent a range-extender if/when you need one. Get a third partner, refi at 2.8%, discount the maintenance and fuel (two hours of electric power costs less than a dollar) and remember, you only live once! The website is out of date but you get the idea. http://www.reinerstemme.aero Happy to discuss further if you want more detail. timblofeld@gmail.com. All the best Tim
  25. TomSw1ft

    How to buy a motorglider: help wanted

    I appreciate your clarifications. I become skeptical when someone has strong biases with little apparent underlying supporting information. If I had unlimited resources (or a lot more than I do) it would be fun to fly a Stemme and pay the best ever mechanics to care for it while I return to my yacht.
  26. Eric Greenwell

    How to buy a motorglider: help wanted

    There is some serious misinformation in DermotMcD's posting that I'd like to respond to (my remarks are in blue😞 I don't think that even the Stemme does better than 95 knots cruise and if 110+ is really what you are looking for, then nothing much which glides is going to do the job." The Stemme cruises at 130 knots! My Phoenix cruises at 110kts. SLGs, pretty much all of them, are really noisy vibrate and 95% don't cruise with power on. Perhaps only the Schleicher rotary cruises with power on but then at low speeds and big fuel consumption. Almost all SLGs have two strokes and/or short motor lives… 400 hours TBO and few motors actually make those hours. You don't buy an SLG for a touring motorglider (Stemme excepted)! SLG's don't cruise in normal operation, but only rarely when a "self-retrieve" is needed, so the propeller is optimized for climbing. For that reason, a 400 hour TBO is a LLLOOOONNNNGGGG time for an SLG motor; for example, my SLG has 200 engine hours and 4000 flight hours. That's a 20:1 ratio of engine time to flight time, typical of a SLG, and it took me 25 years to get those hours. The old-school certified types like the Ximango and Grob and the newer LSA types. Without looking up the numbers, a Ximango has got an MTOW of 850 kgs while the LSA types are about 450 kgs less. Quite a lot of the extra weight of say a Ximango compared with a Lambada seems to go into the structure. Yes, plenty of it does go into the structure, because it's a fiberglass instead of the lighter, stronger, carbon fiber of the modern LSAs. It also goes into things like the retractable gear and large wings needed to support fiberglass and gear weight. The LSA MTOW is 600kg, or 250kg less. My Phoenix has a 420 lb passenger+baggage payload, compared to a Ximango's 386lbs, both at full fuel (24 gallon). In rowdy air, even on low finals, the Ximango is very stable and controllable. I doubt you could say the same with something 400 kg lighter. As I said they are 250kg lighter, but because of the smaller wings, the wing loadings are similar, so they are just as controllable - perhaps more so, as the shorter wings give them quicker handling. I'm staggered at what a Ximango will absorb. An owner I know said the "Ximango is like a jeep, it'll go anywhere.' I'm not sure about the LSA ratings but Ximangos etc are certified to utility category - 5.4 G +. "Like a Jeep"? It's not a back country, land in a pasture kind of plane, especially with it's 550 extra pounds but the same 80-100 hp as an LSA. The LSA load factors are +4/-2 G, which has proven sufficient for 15+ years. These are are operating limits; the "fail" limit is much higher for both aircraft. There was a lot of talk about ballistic chutes in sailplanes 10-15 years ago. You don't hear about this these days. That's because most sailplanes are motorgliders, and the motor, mast, propeller, etc occupy the space the ballistic chute would use; even so, more sailplanes (including motorgliders) are offered with ballistic chutes now than 10 years ago. A proper sailplane is so slippery that if something breaks, it's accelerates really fast so the opening shock on a parachute is high and you need a lot of altitude to make it work. The opening shock is easy to mitigate, and less that 500' is needed. The pilot can pull the deployment handle and have the parachuted deployed in a few seconds; it takes much longer for a pilot to jettison the canopy, release his belts, get out (if the g forces even allow it), and finally open his parachute - at least a 1000' is a common number given for a successful bailout. Then the glider tends to descend in a nose down attitude which isn't great. Actually, it's fine, because the cockpit (and landing gear in fixed gear aircraft) is designed to protect the pilot during the impact. Another issue is the fact that most modern gliders are built light and strong to give a light wing loading which can be increased enormously with water ballast. Add a ballistic parachute and you lose this advantage. The ballistic parachute has no effect on the use of water ballast, which is carried in the wings. The net weight of a ballistic system (subtracting the weight of the personal parachute the pilot no longer needs) is about 10-15 lbs, an insignificant difference. Before I bought a Ximango, I spoke to a lot of owners, all of whom sung the praises of the 80 HP Rotax over the 100 hp… when fitted to the Ximango. Folks, DON'T buy a Ximango with the 80 HP engine! You will find it very limiting, in performance and with lower payload than the 100hp version. Your takeoff performance suffers, you'd be very limited in the payload you could carry, and the density altitudes you could handle. Think about it: An LSA like the Phoenix or Pipistriel Sinus at a 1320lb MTOW is a great performer with a 100hp 912, but what would an 1775lb (the MTOW for the 80hp) Ximange be with at 20% less HP and 35% more weight? Ouch!
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