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Showing content with the highest reputation since 11/29/2015 in all areas

  1. 3 points
    I just completed the ferry flight of my SF28A motorglider to its new owner, from Oregon to Georgia. It took more than a week, but it was fun. I have posted the trip report with pictures on my web site www.caro-engineering.com under "News". [Editor's Note: Report is also attached here for easy reference, but everyone should check-out Sonja's website when they get a chance. For those that haven't been following she has designed and built her own motorglider the Caro 1 MG and she is posting flight test results.] Sonja's 2016 Trek OR to GA.pdf
  2. 2 points
    Pipistrel Sinus, Virus, Virus SW available as S-LSA, Factory Built Experimental, or Approved 51% Kit (Amateur Built); Taurus is available as pure glider, Rotax Self Launch, or Electric; Apis single seat - new orders ship in approximately 6 months. Now taking Deposits for Panthera 4 seat Retractable 200 knot on 210 hp, 10 gph. Certification complete in 2017. Pricing for new aircraft start at under $100,000, delivered. Call Rand (813) 774-212
  3. 2 points
  4. 1 point
    Sometimes during a long climb in hot weather oil temp will creep into the 220"s, then I will level off, reduce power and let it come back down. I was wondering what relative wind the intake was seeing, so the other day temp reached 223-224, I pulled the cowl flap knob out about half an inch. Temp immediately responded, and in a minute or two went down to 213, no other changes made. Weird, looking at the angle of the door on the ground it is tilted toward closed quite a bit. Can't explain it, maybe someone else can .
  5. 1 point
    Joe and Jimmy Kulbeth (brothers) are planning this summer a one month tour of the Colorado Rockies and do some great soaring. I have friends that live there and own Lambadas. They tell me unbelievable tales about high altitude soaring and unbelievable scenery. I have not experienced that kind of soaring in a very long time. I want to do it again, my brother Jimmy has never had a taste of it and now wants to give it a try. We are open to having anyone to join us. If you are interested let us know and we all can be included in the planning. Our thoughts at the moment is fly to different airports like Gunnison, West Cliff, Long Mont, Greely, Meadow Lake (KFLY) and any other place we feel like. Take what ever we need in the baggage compartment, rent a car if we need one, and just simply nomad our way around the state. I flew across Colorado from Madera, CA to North Platte, NE to watch the eclipse last year. Crossing the Rocky Mountains from Salt Lake to North Platte was one of the best trips I have ever made in any vehicle. The SunDancer made a dream come true. Of course it doesn't need to be a SunDancer, any motor glider will work. Come on join in. Joe Kulbeth 559-960-7873 joekulbeth.airusa@gmail.com
  6. 1 point
    Hello dear Phoenix owners and friends! Some of you may know me, however I would like to introduce myself - my name is Martin Stepanek (Phoenix Air Czech Republic). And I thing that all of you know our UL/LSA-Glider U-15 Phoenix :-) I am flying with the prototype (01/U15) and with electric version of PhoEnix (01/D14). I know, that producer should not praise its own product, but I still have to say that I enjoy every second when I am in the air with Phoenix. Phoenix Air never had easy life and beginning of year 2016 brought changes and news - again. Negative on this situation is, that due to many things to think about I can´t sleep so well - but positive is, that I have time to be here :-) Before I was active in Forum Homebuiltairplanes - mostly about electric e-Gliding. But yesterday I found this great place = for me is much better to stay in touch with you :-) What is my idea about this thread? 1) perfect product doesn´t exists - I will be glad to know about problems you may have with your Phoenix. 2) I would like to know your opinion about our development ideas. 3) I would like to infom you what is going here in "wild east" :-) And one more little thing.... My native langauge is Czech. Due to some years in Colombia I speak also Spanish, due to primary school I understand Russian and thanks to aviation I can speak English. But because I never studied English "professionally" I still have to learn a lot about English grammar. If I don´t know how to say/write something I simply use Google translator. So... sorry if will my answer look time to time like written by robot :-) (and I still don´t understand where to use correctly "the" or "an" etc....) Best regards! Martin
  7. 1 point
    XENOS/SONEX INC. 2006 MOTOR GLIDER. N5234 , $29,950 * ACCEPTING OFFERS * OWNERS HEALTH, , ONLY 40 hrs TTAE, 100 Hp Eng–3300 Jabiru, Sens Carbon Prop, Dynon FlightDEK-D180 EFIS/EMS, Lift Resv Ind/Stall Warn, Intercom, Comm, XPDR, Dual sticks, Contact Max Bradford; Sulphur Springs, TX; 903-243-1069
  8. 1 point
  9. 1 point
    Guten Tag Klaus, Ich heise Alan, und whonen im Seattle. Ich hab ein Phoenix U15, jetzt fur 3 Jahre. And that's enough auf Deutsch for the moment. The status of SLSA-G (Special Light Sport Airplane - Glider) is very confusing here, but this is the way it works, at least for the Phoenix, which is typical: The airplane is built to ASME standards, as are all LSA's. It's imported to the U.S. in the category of SLSA-G. It is registered here as a glider. You maintain an airplane in it's category, and you operate it as it's registered. So, registered as a glider, my Phoenix has none of the restrictions of an LSA. It can fly outside the U.S., go above 10,000 ft., exceed 120 KTAS (but! It is restricted by its operating instructions to 120 KTAS Vne, so by 'coincidence' I can not exceed the LSA Vne of 120 kts, except that it is not because it is an LSA - told you it was confusing), can fly at night, and whatever other LSA restrictions would normally apply. Canada honors what the FAA grants to an airplane, but you must still adhere to Canadian flight rules and procedures, which you are already familiar with from your past experience. If any one disagrees with any of this, please state your case. It has been a long confusing topic! I got my information from becoming a Light Sport Repairman.
  10. 1 point
    Klaus, I do have some suggestions for you in order to be able to continue flying. As you know the motorglider will allow that because a medical is not required to fly a glider. I am a dealer and I have in stock two motorgliders. Both are SunDancers manufactured in the Czech Republic. I think the SunDancer is very unique and in comparison to others, the least expensive to operate. I can put you in touch with other owners who swear by them and how much flying fun they provide. They are in the Light Sport Category and I believe they are accepted in Canada, but Canada requires a medical I believe for everyone. The photo below was taken in the Czech Republic after final test flight for these two SunDancers. If you are interested I will send you details upon your request. My contact information is below. Joe Kulbeth 559-960-7873, Fresno, CA joekulbeth.airusa@gmail.com give me a call or email me and we can get started on the details.
  11. 1 point
    In reference to taking off with full spoilers until up to speed, I feel = that may be asking for trouble but as I say, whatever works. One reason = for my concern is that we lost a Ximango a few years ago ==================================================== Date: Fri, 23 May 2003 22:07:25 -0600 Reply-To: "jim.durango" <jim.durango@starband.net> Sender: Ximango Owners Group <XIMANGO@HOME.EASE.LSOFT.COM> From: "jim.durango" <jim.durango@STARBAND.NET> Subject: Cross wind discussion MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi All, Very interesting reading the variety of ways to take-off in the same = bird! Whatever works best for each owner is fine as long as it is safe. For my two cents worth - don't seem to have any problem up to 15 kts = direct steady left crosswind or 18 kts right crosswind. Thus as = previously noted - if it is a direct (or close to it) crosswind, I would = choose to take off with the wind coming from the right. In gusty = conditions, lower your take off crosswind limit accordingly. I guess I = have over 2,000 hours of Ximango time now but that doesn't mean I know = that I am doing things the best way. Heinz should tell us what he = thinks. Personally, I love to have the tail up as soon as it will fly so start = with the stick neutral until about 32 kts where forward stick brings the = tail up and lift off at about 45. On landing, I also like to save wear = on the poor little tailwheel so unless it is over a 15 kt crosswind (in = which case three point and immediately use full spoilers). I prefer to = only let the tailwheel down when almost full forward stick will no = longer hold it up. In reference to taking off with full spoilers until up to speed, I feel = that may be asking for trouble but as I say, whatever works. One reason = for my concern is that we lost a Ximango a few years ago (passengers ok) = when we suspect the spoilers were not closed for takeoff after they were = used during taxi. The bird barely made it off the ground and ended up = crashing off the end of the runway once out of ground effect. It = appeared the engine was putting out full power. That was at near sea = level conditions. Soon after that I ran some tests for my own education = and found that at our 9,000 ft density altitude at the time you could = not get to take off speed on a grass strip and could barely make it to = minimum flying speed on a paved runway. At about lift off speed that = old drag really builds up quickly. Thus, please be very careful if you = use the spoilers on take-off. Confession about crosswinds: Coming back from OSH last fall with the = bird we had on display, I refueled in Kansas. There was a direct 25 kt = crosswind to the single runway. Anyone with an IQ over 60 would have = left it for the night and gotten a motel or landed at a different = airport with a runway running east-west. I didn't. Took off with the = wind from the right, left the tail down longer, used full left rudder, = tapped the left brake but still put a little scrape on the wingtip = banking to stay out of the ditch. Please don't do such foolish things = as I barely made it off and spent the rest of the trip reminding myself = how stupid that decision was. A friend of mine, Larry Bartlett, produced a video that might help new = tailwheel pilots. "Taming The Taildragger" on VHS Phone 970-731-9552. = Larry has been flying tailwheel aircraft since 1945, has a ATP, CFI and = is a FAA Safety Counselor. He currently flys a Cessna 195 N195LB but = has extensive experience in lots of different designs. As a side note, = "Meet the Ximango" and "From Brazil to Durango" are now available on DVD = as well as VHS. Same price, one for $25 or both for $40. =20 Have fun out there! Jim McCann
  12. 1 point
    I own a Phoenix Motorglider. This is one aircraft you should definitely take a very close look at. One major feature are the removable wing tips. Pull a single pin and you can remove the 15 lb Cabon fiber tips in about 30 seconds. With the tips removed, the plane has a wingspan of 35 ft so it will fit in a standard T hangar. The major downside is that there are almost never used aircraft available. The waiting list to buy a new one is about 2 years after you send in your deposit. Another thing to watch out for is that almost every glider and Motorglider that I know of has a per seat load limit of 240 lbs, regardless of max gross weight. The only exception to this that I am aware of is the back seat of the Schweitzer 2-32, which is a non-motorized pure glider.
  13. 1 point
    When reasonable weather season is again upon us, I'd be happy to come to Klikitat and let you look at, get a ride in, a Phoenix U15 motorglider. PhoenixAir USA is the web page. Mine is in Renton at the South end of Lake Washington, and my usual hot weather flight is to take-off at about 12 -1, power over to where ever there is lift, usually I check Ellensburg prior to heading up to the Ephrata/high plateau North of Wenatchee area. Then I shut down the engine and soar until I need to land for food or a toilet or to stretch, take-off and do more soaring and then start up the engine to cross the Cascades, returning to Renton around 6. There is a lot of capability out there in various airplanes, so take your time looking. Alan Gurevich
  14. 1 point
    The Samba Motorglider from Distar Air USA has a wide cockpit and will easily hold you and and friend of equal stature as well as luggage. It is powered by a 100 hp Rotax, has a 25/1 glide ratio, and it is fully equipped at around $120k. Distarairusa.com.
  15. 1 point
    I have been asked to address in-air restarts using a windmilling prop without electrical power starting capability. Rotax says that the 912 cannot be started with a windmilling prop. I have been told that this is a liability related answer. So I will use the profound wisdom of Rotax, and also state that you can not restart the Rotax 912 by windmilling the prop. Got it? Ok good, now on to reality. I have tested windmill starting my Phoenix 4 or 5 times back in 2010 or 2011. I started it successfully each time. If the engine is warm, i.e., just shut down, then a dive of "only" 80kts was sufficient to rotate the prop fast enough to start the engine, losing about 800'. On other occasions with varying degrees (sorry) of cold engines, I have had to dive the Phoenix at over 100kts to start the engine. Do you know what a 100kt dive looks like? Well it is practically straight down, and the vertical speed is horrendous. It is easy to eat up 2000 feet of altitude during this maneuver. There is absolutely no way I would want to attempt this below 3000' instead of gliding to a suitable field or airport to make a forced landing. So when do I anticipate needing to do a windmill start? I am reluctant to use the term "never" but I cannot think of a time when I would need to do this rather than gliding to a safe landing.
  16. 1 point
    I will share an experience and a technique that will surprise all of you. And you will probably not believe it. I do have witnesses and these are the facts. I flew into Angle's Fire, NM to visit a friend that wanted to see a Lambada. I was on my way to Indiana and decide to stop in. The wind was reporting 18Kts G29kts West to East 90 degree to the runway. The x-wind max component on the Lambada is 9 knots. I have about 10,000 hours experience in tail wheel airplanes, and I had a very good flight instructor way back when I received my certificates. He explained and demonstrated how to make a tail wheel airplane, and the Lambada is similar, stick to the runway like a suction cup. I arrived at Angle's Fire after a long day, and needed to put it there for the night. My friend Johnny Smith and his family were waiting for me. The wind sock was stiff, and standing straight out and was 90 degrees to runway on the most part. AWOS was reporting 18kts G29kts like is does most of the time there. I decided on landing and did a normal traffic pattern considering the extreme gusty conditions. The theory of landing with a tail wheel type aircraft and keeping it on the ground and under control has been planted in my head a long time ago. Over the approximate 10,000 hours of tail wheel hours and landing in various wind conditions, the technique always worked without well. The technique is simple. Land with all three wheels touching at the same time. Regardless of how much the aircraft is being bounced around with turbulent gust changing the pitch angle, roll of the aircraft in and out of proper bank, crabbing, rolling always quickly and abruptly return the aircraft to the three point position, and use as much force on the controls as necessary to do so. At that landing speed you are not stressing the aircraft with abrupt movements of the controls. With the elevator control input stick held hard back against the stop at touchdown so that the elevator is applying maximum full down weight onto the tail wheel, at the same time the aileron control has to be at max into the wind. held hard against the travel stop. How does it stick like a suction cup? Well if you think about it very closely, and analyze what are all of the forces applied to the aircraft you will see that the following occurs. With the tail wheel hard against the asphalt with all its weight, the tail wheel will resist sideward movement and prevent weather veining of the fuselage. If the pressure is let off of the stick and the elevator is allowed to move downward reducing the load on the tail wheel and relieving weight loading so there is no side friction, then the aircraft becomes a weather cock like on a barn roof and is easily turned into the wind. Thus skidding sideways down and across the runway. That is not the suction cup part though. The suction cup effect is because the Center of Gravity of the tail wheel aircraft is behind the main landing gear legs and wheels. I am talking about the lateral axis of the aircraft from which pitching of the aircraft rotates around. When the aircraft has a change in pitch it rotates around the lateral axis. With the main gear firmly against the pavement and the tail wheel is firmly against the pavement, the aircraft can not rotate around the lateral axis. It cannot rotate therefore the suction cup effect. If the airplane were to rotate around the lateral axis the rotation point at the center of gravity would have to rise upward while it is rotating. With the tail wheel firmly against the asphalt with all of its weight pushing down, it cannot rotate to change pitch of the aircraft. As a dealer for Lambadas and SunDancers, I now have seen lots of mishaps while landing these aircraft. The root cause is the pilot touches down on the runway, and while at or near flying speed stops flying the aircraft. By that I mean, the pilot relaxes his hard back pressure on the stick that forces the tail wheel to the asphalt during this critical stage of landing, the horizontal tail produces enough left to relieve all of the weight off the tail wheel any amount of gust or cross winds turns the aircraft into a weather cock, and off ya go. I am sure there is still a maximum cross wind component. Katrina that went through New Orleans may prove me wrong. Joe Kulbeth CFIG Owner of SunDancers. I will see you all at Minden. My last word on this, you want need training wheels if you listen to me.
  17. 1 point
    Dear Sir, I am finding a used Grob G109B. If you have some information, please let me know. best regards, Aiichiro NAKAZAWA- Japan Motor Glider Club
  18. 1 point
    I can really recommend gliding in the alps. It's beautiful and an extraordinary experience. In Switzerland I can recommend you Schänis or Samaden. Schänis is right next to the alps and a perfect enter for that. They have good instructors and a lot of gliders for renting. Even an Arcus M Samaden is located in the famous Engadin and very close to 4000m peaks like Piz Bernina and the beautiful Biancograt. Here a clip about our gliding in Samaden last year (https://youtu.be/CDeuVM3Figo?t=5m37s). It's a paradise for gliding. Maybe Samaden is a bit more expensive than Schänis. But both are great and on good days you can easily fly to each region thermally and with slope wind. In France I was only twice in St. Crépin right next to the Ecrins massif with lot of peaks about 4000 meters. I can really recommend gliding there. If you get to St. Crépin le Moulin Papillon is your stay (http://www.moulin-papillon.com/). Enjoy some special french food with good wine. Perfect after a wonderful day of gliding. They have some vintage ASK13 which are quiet fun to glide in the alps. But there are also some Pegase and a Janus for renting. They are all very supportive and your very welcome. Aspres or Puimoisson are located in the lower terrain but it's not very uncommon that all gliders startet in Aspres and Puimoissons end up in the Ecrins massiv and passing overhead St. Crépin. Check out the flights on onlinecontest.org and you will get quiet a good picture about whats possible in that region. Klaus Ohlmann flies often from Serres la batie. I've heard it's very good too. Give it a try. You wont regret this experience.
  19. 1 point
    It would only save about 3 years, the fuselage was much more work than the wings.
  20. 1 point
    There is not much chance of shortening the build process doing it the way I did it. The only way to get there quicker would be with production tooling, assembling the parts from a kit. I am a creative person and like to build things, so it was overall enjoyable, but often very hard and difficult.
  21. 1 point
  22. 1 point
    Many pilots have flown with the Rotax at idle for extended periods without any reported problems. Rotax wants the engine temperature to be at 190F to properly burn off water and maintain clean spark plugs and reduce lead fouling. If you run at idle for extended periods, run the engine rpm up to 3000rpm every few minutes to help keep the plugs from fouling. I prefer to shut down the engine, but I am probably more comfortable and confident with an in-air restart than others may be. I have only had one problem early on in the Lambada when I assumed the engine was cold at high altitude and used choke initially and flooded the engine. It took 800 lost feet of altitude at full throttle and no choke, to get it started. For an in-air restart, use no throttle, and no choke. If it does not fire immediately, keep cranking and slowly pull out the choke. When you hit the optimum choke for the temperature and altitude the engine will start right up. You have to pin the stick with your knees while you do this.
  23. 1 point
    For those that have researched air park living, the most common price break is the fixer for $300K and it goes up from there. In my research over the last 6 years while I was caring for my dad, I found a number of air parks that are in the price range of the average Joe. Last week I drove to 7 Bays, Washington to look at a couple of homes, and made an offer on one. The Realtor hadn't mentioned the seller took out a 2nd on the property and wanted more than market. He has a renter and has positive cash flow, so he refused my offer. In the long run this was a good thing, but that was a long drive to come up empty. 7 Bays is right on Lake Roosevelt with its 650 miles of shore line. Below are some pictures of the place I put an offer on and the area. I just got back from a even longer drive in the opposite direction to Columbus, New Mexico. For the aviation history buffs, this was the 1st Aero Squadron for the US back in 1916. Within one section of land about 3 miles north of Columbus, there are 3 air parks. Hacienda Sur Luna Air Park has a paved and lighted 4800' runway, no HOA fees, and is considered the "high end" of the 3 air parks. All lots are either 2.5 acres or 5 acres, and the last pre-owned home and hangar sold last month for $70K. There is another home and hangar listed at $138K, but with that recent $70K sell, $138K is a stretch. Here is a video of the owner of the $70K home going for a short hop. The next air park is Windsock Estates and my friend Dick lives there and put me up for the two nights I was there. His is the nicest in this air park and his hangar is 80' X 60' and on 5 acres. He would consider selling at $200K. A few pictures of Dick's home. The final air park is 1st Aero Squadron Airpark and has the "cheap seats". The last two air parks have dirt/compacted gravel 5200' runways, both in great shape and maintained for free. Also no HOA fees. Dick's first place was here and it has changed hands twice over the years. The current owner doesn't get down much any more but never placed it on the market. Dick asked if he might want to sell it without even listing it and he replied "yes". All Jim wanted was what he bought it for years ago and said $45K~$50K. I split the difference and offered $47,500, and it was accepted, so now I have a home/hangar on 2.5 acres that is rather modest but will serve me just fine. The hangar is 60' X 40' with the home in the back plus a 2nd bedroom as a add on room outside the hangar's foot print. Only 725 square feet of living space, but it is only me. I've met a number of my neighbors, what a great earthy group. Summers aren't as hot as the location would indicate because it is on the southern section of the Continental Divide so elevation is 4200'. Mexico with all the cheap dentists, pharmacies, and optometrists are 6 miles south of the air parks. My new home/hangar I guess the purpose of this long post is for the folks that would like to retire at an air park and be able to do it on the cheap. I met Mary, Steve, Ron, and Dick, the common denominator is to fly on a tight budget. Flying takes 1st seat, ego, social status and keeping up with the Jones's doesn't even get a seat, my kind of folks.
  24. 1 point
    Hi, George - I took care of mine just a few months ago. I took a Light Sport Inspection course this summer and learned about an interesting tool you can use to do this. The tool and the lubricant together cost about $10 at most reputable motorcycle shops. All you have to do is disassemble the lower cowling as you would for an oil change and apply the tool to the forward end of the cable. It took 15 minutes and now the cable is smooth as silk. http://www.eaavideo.org/video.aspx?v=1567231599001 ed
  25. 1 point
    This will be the first TMGA event on the East coast. Jim Lee, the Phoenix USA distributor, will be hosting this event at his home base at Melbourne International Airport (MLB) in Florida. MLB is a Class D airport with lots of advantages: plenty of area for our aircraft, nearby hotels/motels with conference facilities, restaurants, and of course, local attractions e.g. Disneyworld, the Cape Canaveral and Kennedy Space Center, and world-famous beaches for non-flying activities. Jim says that it’s highly likely that a Space Shuttle runway over-flight (200 foot above the runway), called the NASA Tour, can be arranged. The picture at the right shows Jim’s daughter Rachel setting up on base leg for the fly-by. You won’t get to do this anywhere else in the world! We’ve timed this fly-in to coincide with the Sun ‘N Fun International Fly-In and Expo for those who want to experience the #2 air event in the USA. The Expo is about 2 hours from Melbourne, or perhaps a short hop to a near-by airfield and then a car shuttle to the event. The East coast event is only four months away, and we’ll be posting information in the Event section of the Website shortly…so start thinking about coming NOW! If you are one of our non-USA members, think about a flying/family vacation in a world-famous part of the USA. We would love to have you!
  26. 1 point
  27. 1 point
    Hello Martin! Welcome! I would love to have 17m extensions, and 90kts Vne is fine in that case. Bent or straight is okay. I'm sure you will maintain the good looks. My ship 15/23 is doing fine. A wonderful ship. I agree that we need many more in the USA. There seems to be a great demand.
  28. 1 point
    A pilot friend turned me on to this website. I am embedding a viewer to give you an idea but you should check them out at link.
  29. 1 point
    Hi, George - This might be helpful. I had similar concerns a while back. http://www.motorgliders.org/forums/topic/459-lithium-grease-university/ ed
  30. 1 point
    Thank you Ed, I have the same feeling - to improve L/D even if some speed limitation will be necessary. They are two areas on the Phoenix we are actually looking to. Already mentionned idea of longer wing extensions and some design modification on engine cowling :-) My friend - Mr. Potmesil from HPH (http://www.hph.cz/index.php?lang=en) offered me help in case we will need CNC to make prototype moulds - that could really help. Best regards! Martin .
  31. 1 point
  32. 1 point
    5 Tips for Storing Your Plane for the Winter Reprinted from an AOPA Advertisement for AOPA Member Insurance Winter is in full swing, but there’s still time to prepare your aircraft for winter storage to ensure that it’s ready to go when spring flying season starts. Your best guidance comes from your A&P, but here are some tasks to consider with the goal of keeping corrosion and other damage to a minimum. Change the oil. It may seem counter-intuitive to change the oil now rather than starting with new oil come spring, but remember that the oil in your engine is old and contains dirt and contaminants that can cause rust and corrosion. Not only should you change the oil, but you should replace it with a preservative oil mixture. Then take a quick flight with your new oil to make sure the oil is distributed throughout your engine. Prepare your sparkplugs. Remove the sparkplugs and spray the holes with a preservative oil mixture. Then replace the original sparkplugs and they’ll be set for winter. Another item to consider is the airplane battery. It probably won’t hold the charge, at least enough of a charge, to start in the spring after sitting for a few months. Bringing the battery home and storing it out of a super-cold location is good. Or a trickle charger can be used every few weeks while it’s in the airplane to maintain the charge and enhance battery life. Guard against critters. Mice and other animals will seek refuge from the cold both in your hangar and in your airplane. Of course, no food of any kind that could provide enticement for pests should be left in your hangar or in your airplane. Plug all the holes. Use pitot tube covers and static vent covers, which will keep insects and dirt out that could later form a blockage. Plugging all holes will also prevent moisture that could get into your engine and cause corrosion. Cover what you can. Your airplane’s windows, canopy, prop blades, and tail should be covered. That will reduce damage to those surfaces, and also help reduce damage to the panel and upholstery caused by exposure to the sun and moisture from rain, ice, and snow. Keep the fuel tanks full. Storing your airplane with full fuel tanks reduces the moisture that can condense in a partially full tank. If your airplane has a flexible, rubber fuel bladder, a full tank will also minimize cracking. And don’t worry about the age of fuel. Most avgas is good up to a year. These five items are what you should do. But what shouldn’t you do during the winter storage period? Here’s one thing: Don’t “ground run” your airplane. It is tempting to visit your airplane every few weeks and start it up, thinking this is good for your airplane, but this is a bad idea. Ground running your airplane is not a substitute for an actual flight, where the engine heats to a uniform appropriate temperature. In fact, the uneven heating as a result of ground running is worse for your airplane than doing nothing at all. Leave it alone. Preparing your aircraft for its winter hibernation takes time and effort that will pay off when that first perfect spring flying day comes around again. Consult your pilot’s operating handbook, maintenance manuals, and your A&P for the best winter storage solutions for your particular make and model.
  33. 1 point
    Perhaps we should collect this data every New Year starting with 2016:
  34. 1 point
    I saw this post for the very first time today. My working partner in Prague, Czech Republic brought it to my attention. My partner Nico told me to answer the question if we are planning to sell any SunDancers. The Lambada is very much alive. There are several used ones around the USA for sale, I know one person wants to sell his Lambada and purchase a SunDancer. The SunDancer is essentially a Lambada. The same airframe, wings and fuselage. The horizontal stabilizer has been modified to accompany some elevator counter balance, and she flies like a dream. The first two SunDancers delivered last year were aileron ships. The two that were recently delivered to the US are both flaperon ships. Meaning the whole trailing edge of the wing is an aileron or flaps. It slows way down in the thermal allowing easy centering. The flaperon increases the roll rate significantly over the aileron ships. The earlier Lambadas were all Flaperon equipped. However the flaps and aileron worked with only one mechanism. If you apply spoiler you have to take flap with it. In the European environment that may have been okay, but where we soar and play there are many times when you want only spoilers and no flap, or just flap and no spoilers. With the SunDancer that has been resolved. The spoilers and flaps are separated and it makes this a dream machine. Because of the history of the Lambada, and the SunDancer is so very similar in shape and looks, etc, the SunDancer has under gone numerous flutter testings. The SunDancer is now probably the most flutter tested LSA in existence now. The Vne is set for 119 knots, but the safe speed is much higher, The 119 knots Vne is limited by the ASTM requirements and the requirements of the FAA as a sport aircraft rule. The Lambada has morphed into a SunDancer for the USA. Two SunDancers will be at Cottonwood, AZ on Friday for the TMGA flying-in. One will be ready for demo flight or for flight lessons around the area. Some folks will be interested in obtaining their self launch endorsement. And of course AIRUSA can arrange to have a SunDancer manufactured for you. There are two on order possibility three that should be delivered in late December. If you have any questions or comments please do not hesitate to call Joe Kulbeth AIRUSA 559-960-7873
  35. 1 point
    I don't know if any of you have been having this issue, but I finally solved a problem that has been vexing me for over a year. I found that the smoothness with which I can install and disassemble the wingtips varies tremendously. This was really frustrating. Some days the wingtips were easy to assemble, other times it was remarkably difficult to get them seated properly or removed at the end of the flight. At first I thought it was a temperature related issue, but having explored various approaches over the past year I think I now understand the problem. The mistake I was making at first was not using the lithium grease frequently enough, followed by a period where I was using too much, too often, and it was only after I actually understood the component elements of lithium grease that I figured out what was wrong. Lithium grease is actually a soap. Unlike hand soap, where sodium or potassium is combined with fatty acids, lithium is used since it is less likely to corrode the metal. This soap is then blended with some form of oil. The reason this is important to know is that after disassembly the exposed parts are subject to drying as the oil evaporates, leaving a soap scum on the metal fittings. If you have ever cleaned the shower or tub you know how difficult soap scum can be to remove. This residual deposit is very difficult to see and so the attachment fittings look just a bit dull, as if they just need more lithium grease, when in fact there is an accumulating, uneven layer of dried soap gradually decreasing the clearance between the pin and the bushing. You can actually use your fingernail to scratch the residue and see what I mean. Once the soap has dried additional lubricant does not make the deposit soluble, and only a gentle polishing will take it off. What finally worked for me was to get some scotch bright pads and cut them into half-inch wide strips. These strips can be used to buff the pins and can be inserted into the bushings and rotated. This should be done with some fresh lithium grease so that you can use the oil as a lubricant. It's pretty effective in removing the soap scum, and now the addition of a small amount of lithium grease prior to assembly seems to restore the ease with which the components come together and disassemble. Also note that this scum can fill the corner where the pin body meets the wing rib and can round out this right angle preventing the seating of the pin against the bushing. You’ll know this is a problem if the spar pin seems tight and resistant. Another thing I’ve noticed is that in cleaning the bushings one often gets a green copper oxide residue on the rag, suggesting some oxidation. Although applying fresh lithium grease after flight might inhibit this, the problem is that it will just dry out. Next week I’m going to try some half inch rubber stoppers to plug the bushings and some drilled out larger stoppers to cover the pins to decrease the area subject to evaporation.
  36. 1 point
    Whisper Motorglider The motorglider prototype first flew in 2004. Of the 52 under construction 25 are already flying. Apart from being a very capable motorglider the Whisper is also a comfortable tourer with a massive cabin and a good turn of speed. The kit includes all the mouldings and other items that are difficult to manufacture yourself. Wings, tailplane and rudder are built using mouldless techniques and have a solid foam core. This allows for an inexpensive, yet enormously strong structure. During certification a motorglider wing was tested to 10.6g (more than 3000kg was loaded on one wing!) There are flying videos available in the dropbox (access via the pricing button on the home page). The preferred powerplant is the Rotax 912 (80Hp) matched with a Woodcomp variable pitch, feathering prop. Utilising the closing air inlets on the top cowl and with the prop feathered the 16m Whisper manages a very respectable 1:28 glide ratio which is about as good or better than any 2 seat tractor configured fixed gear motorglider in the world. Pictures on this page show GXW which was our first demonstrator (now in Australia) as well as our second demonstrator, FDI . GXW has a Limbach 2000 with Hoffman prop and FDI a Rotax with Woodcomp prop. [TABLE=class: alignleft][TR] [TD] Wing span [/TD] [TD=width: 312, align: left]16m[/TD] [/TR] [TR] [TD=width: 244] Length [/TD] [TD=width: 312, align: left]7.16m[/TD] [/TR] [TR] [TD=width: 244] Empty weight [/TD] [TD=width: 312] 530 kg [/TD] [/TR] [TR] [TD=width: 244, align: left]Max all up weight [/TD] [TD=width: 312] 775 kg [/TD] [/TR] [TR] [TD=width: 244] Fuel capacity [/TD] [TD=width: 312] 85 litres [/TD] [/TR] [TR] [TD=width: 244] Engine [/TD] [TD=width: 312] Rotax 912, Limbach or Jabiru [/TD] [/TR] [TR] [TD=width: 244] Prop [/TD] [TD=width: 312] Woodcomp, Hoffman 3 position or fixed pitch wooden. [/TD] [/TR] [TR] [TD=width: 244] Rate of Climb (gross weight at sea level) [/TD] [TD=width: 312] 3.6m/s (700ft/min) [/TD] [/TR] [TR] [TD=width: 244] Max level speed [/TD] [TD=width: 312, align: left]210km/h (113kts)[/TD] [/TR] [TR] [TD=width: 244, align: left]Cruise speed (75% power) [/TD] [TD=width: 312] 180km/h (95kts) [/TD] [/TR] [TR] [TD=width: 244] Vne [/TD] [TD=width: 312, align: left]250km/h (132kts)[/TD] [/TR] [TR] [TD=width: 244] Stall speed [/TD] [TD=width: 312, align: left]72km/h (38kts)[/TD] [/TR] [TR] [TD=width: 244, align: left] Va [/TD] [TD=width: 312, align: left] 160km/h (85kts) [/TD] [/TR] [TR] [TD=width: 244] Cruise fuel consumption [/TD] [TD=width: 312, align: left]12litres/hr (3.2USG/hr)[/TD] [/TR] [TR] [TD=width: 244, align: left]Range [/TD] [TD=width: 312] 1200km (no reserves) [/TD] [/TR] [TR] [TD=width: 244] Take off roll [/TD] [TD=width: 312, align: left]180m[/TD] [/TR] [TR] [TD=width: 244, align: left]Min sink speed [/TD] [TD=width: 312] 0.9m/s at 80km/h [/TD] [/TR] [TR] [TD=width: 244, align: left]Glide ratio [/TD] [TD=width: 312] 1:28 at 105km/h [/TD] [/TR] [/TABLE]
  37. 1 point
    When I took my Phoenix flight training from Jim Lee, the Phoenix dealer, I had a hard getting the landings consistent. My flying was fine, except for the last 10 seconds of the landing, which is the, um, critical part. Many landings later, from good to bad, I finally realized my thousands of hours in single seat sailplanes were not good preparation for a side-by-side touring motorglider: the sight picture - what you see out the front of the canopy - is so different, I wasn't adapting to it. In sailplanes, you look straight out over the center of the nose, and it's easy to see the glider's alignment with the runway; in the Phoenix, like most touring motorgliders, you have to look to the left of center to see where the glider is going. The first thing I tried was putting a 1" square of white on the canopy frame, right where I had to look to know what the glider was pointed at. Take a look at the attached image: the upper square tape (about 11 o'clock on the canopy frame) is the "look here to see where the glider is pointed" tape. That made a big difference - now I could at least keep the glider aimed down the runway! I still had plenty trouble holding the glider just off the ground during last 10 seconds of the landing, often landing with a bad bounce. Eventually, I realized the nose sits so much higher than the noses in the sailplanes I had flown for over 30 years, I was unconsciously not raising the nose high enough to obtain the 3-point attitude needed for a good landing. The cure was simple: I put a 2" horizontal piece of white tape on the canopy frame, right on the horizon when the glider is sitting on the ground. The attached image shows this: the 2" horizontal tape (about 9 o'clock on the canopy frame) is the "put the horizon here to have a 3-point touchdown attitude" tape. That attitude reference, just 2" of tape, made a dramatic difference in my landings: I immediately began to make good, consistent 3-point landings with confidence, and because I know exactly the attitude of the glider, I can just keep easing the stick back until the tape is even with the horizon, and it settles down so nicely. The attached PDF shows another view of the "sight tapes" and a bit more explanation. Phoenix sight lines.pdf
  38. 1 point

    From the album: Sinus Videos

    Just over 200km flight before bringing the engine on again... Video Link:
  39. 1 point
  40. 1 point

    From the album: Roytol

    The new oil cooler was mounted on two aluminium angles on each side of the sump. Only existing holes or threaded holes wwwere used. I had to cut off a small alloy lug that stuck out from the bottom of the sump. It was not used for anything.The oil cooler was mounted with sheet silicone between the cooler and the mount to allow for expansion, etc.
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