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Subject: Welcome to the Taifun 17E Motorglider group From: "finbarsheehy" <finbarsheehy@ Date: 9/14/06 8:10 PM To: Taifun17E@yahoogroups.com This purpose of this group is to facilitate discussion about the Taifun. Please post a message with your interests if you read this message.

Abstract: I am considering purchase of a Grob 109B that does not have the appliance to fold the wings with one person! I have contacted Grob and with the Euro at its present and increasing value find it quite costly to purchase from them! I would like the specifications, drawings and photos of the aforemention rigging tool so that I might replecate it. Any help would be more than appreciated. Subject: rigging/derig tool for 109B grob From: "p.cullman" <antiqair@LfW8lcx3rZ_6_Hm1t5tgCIEqes1XjsLFh2ul2pkVpscIn03F5wDdOyLw6Of9GEJpnGYDhBFGRg.yahoo.invalid> Date: 3/17/08 8:32 AM To: G109_Pilots@yahoogroups.com I am considering purchase of a Grob 109B that does not have the appliance to fold the wings with one person! I have contacted Grob and with the Euro at its present and increasing value find it quite costly to purchase from them! I would like the specifications, drawings and photos of the aforemention rigging tool so that I might replecate it. Any help would be more than appreciated. Paul Cullman Subject: Re: rigging/derig tool for 109B grob From: "prg55100" <pierrot.greff@uqPcJOcwayM1LSJRQZcLcCFX0qzku_ijl1-k9Ofd1wJZeXLGGHk78g0rwGuSV2mDpz2eAqF8ZXko8LNN3k8QnQ.yahoo.invalid> Date: 4/4/08 2:21 PM To: G109_Pilots@yahoogroups.com Paul, These one man rigs are worth money. I use them at each flight. I have no specs or drawings but can send you some pictures if you send me your Email. Regards Pierrot Subject: Re: [G109_Pilots] Re: rigging/derig tool for 109B grob From: Date: 4/4/08 5:15 PM To: <G109_Pilots@yahoogroups.com> I plan on folding each time also! any help in my manufacturing the rig I would be eternally grateful. Paul Culman / antiqair. Subject: Re: [G109_Pilots] Re: rigging/derig tool for 109B grob From: lyonbyte@5KhwPChWZ54Mm6DoffRr96ZuYUjn5KcDcqmp-aTerhgsakD0Aqn_Ko8oHlIqrUa1KVYoCOdCiSI.yahoo.invalid Date: 4/6/08 12:28 PM To: G109_Pilots@yahoogroups.com I have a 109b in Hawaii, I would love to see the pics if the rigger if you don't mind. I may be losing my hanger soon. Thanks BILL LYON TerraPAC Imagery AERIAL PHOTOGRAPHY 59-510 Makana Road Haleiwa, Hawaii 96712 808-225-6355 Subject: Re: [G109_Pilots] Re: rigging/derig tool for 109B grob From: pierrot Greff Date: 4/7/08 1:06 PM To: G109_Pilots@yahoogroups.com Hi Paul, Herewith my address Looking foreward some of your pictures. May I put some online on my site at: http://mp.motoplaneur.free.fr/ Thanks alot and fly safely Pierrot Subject: Re: [G109_Pilots] Re: rigging/derig tool for 109B grob From: "Richard Depinay" <jeplane@nnbloh8HZcpgnk3QDYMek6mqigjtlYw6aYeJedNfq6CNgOR7Jdekl1X5pNca1-LCGQ-mMI2fMoTe.yahoo.invalid> Date: 4/8/08 2:16 PM To: G109_Pilots@yahoogroups.com You are bringing a lot of memories Pierrot! I have 300 hrs in the Dimona AK posted on your site, back in 1984, when it was brand new, and still with a F-W... immatriculation. (aero-club de St-Quentin dans l'Aisne) Since then I have immigrated to the US. Richard Phoenix, AZ Subject: rigging/derig tool for 109B grob From: "Paul Cullman" <antiqair@QXSReJ5eNQRianUj1VfLSPVIrkQ_9CcEr44miU2AIx-xFApI3GYPoEESsfKJ5J6B8RFLVeh1DVchCA.yahoo.invalid> Date: 5/17/08 8:34 PM To: G109_Pilots@yahoogroups.com Well many thanks to member Pierrot I was able to have the single person rigging tool replicated and I find that yes I can rig and derig my 109B by myself and move it in and out of the hanger. I do have a motorized tug that was used on a Mooney that I plan to adapt so the movement will be some what easier. My neighbor who is in the business of steel fabrication was able to duplicate, from photos the rather intricate device. Many thanks to our member in France for his great help. I am presently operating of a two thousand foot grass strip that is one way. The Grob loves the grass as long as it is mowed.

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

This information is reprinted form the XimangoUSA.com website circa 2008: AMT-200 Super XIMANGO Touring Motorglider Designed by the world-famous French motorglider expert, Rene Fournier, the Super Ximango is the most modern and beautiful example of the class of two-place side-by-side poweredgliders with front-mounted engines. The Ximango has the lines and the aeronautical performance which allow it to excel among other European-designed machines. Refined and put into production for the world market by Grupo Aeromot of Brazil, the Super Ximango benefits from the craftmanship and world-wide support capabilities of this major aeronautical manufacturing company. From a pilot's standpoint, the performance and refinement of the Super Ximango are evident in every phase of flight. The side-by-side cockpit provides the pilots with a well-engineered layout and unsurpassed visibility. The instrument panel is able to accommodate a large number of alternate configurations of instruments and avionics for powered flight and soaring. The position and construction of the seating are optimized for comfort on long-duration flights. The flight controls of the Super Ximango, stick and rudder, spoiler handle and throttle, are a delight to both experienced pilots and novices. The aircraft may be flown from either seat, as the pilot chooses. Stick control forces are moderate and pilots report unanimously that the controls are well-harmonized in both soaring and powered phases of flight. With a best L/D ratio of 31:1 and a minimum sink rate of 184 fpm, the Super Ximango is the highest performance design of all motorgliders in its class. Its retractable gear, its 57.3-foot super-smooth laminar-flow wing, its efficient cowl design and its full-feathering Hoffman prop all contribute to this achievement. The Super Ximango is a very capable thermalling aircraft with its harmonized aileron and rudder controls and its honest flight characteristics at near-stall speeds. It is also an extremely capable cross-country soaring machine with the ability to soar fast and flat between thermals and in wave lift. Highly-experienced sailplane pilots, such as Derek Piggott and Tom Knauff, have been generous in their praise of the Super Ximango when flown as a sailplane. In powered flight, the Super Ximango is a fast, quiet and comfortable platform for long cross-countries or a maneuverable, well-coordinated machine for sport flying. Its highly-reliable and efficient powerplant, the 81hp liquid-cooled four-stroke Rotax 912A, is a delight to operate and fly. Cockpit noise level and vibration are extremely low. Cruise speeds of up to 115 knots can be selected by the pilot and the 23-gal. fuel supply provides over 600 nm. of range at high-speed cruise and over 7 hours duration at lower cruise speeds. With its wide gear stance and steerable tailwheel, the Super Ximango is highly stable and easy to control during takeoff and landing. Powerful Schempp-Hirth spoilers provide extremely precise control in the pattern for both powered or unpowered landings. Raising or lowering the mechanically-retractable gear requires only a low-effort push or pull on the cockpit lever. Excellent over-the-nose visibility from the cockpit eliminates the need for S-turns during taxiing. Glider pilots and power pilots alike find the transition checkout to be a straightforward and rewarding experience. On the ground, the Super Ximango is also in a class by itself because of the unique Fournier trademark, wings which can be easily and quickly folded at mid-span by thepilot alone. Fournier's wing-hinge design has been proven over many years of experience by his previous motorglider creations and has reached a new level of refinement in the Super Ximango. With the wings folded, a total wingspan of 33.3 feet permits the pilot to taxi the aircraft easily in tight situations on the ramp. And, most importantly, hangar space required for the aircraft shrinks to that of a conventional small airplane. Because the folding procedure is easy and quick, the aircaft can be taken out or returned to the hangar by a single person. The Super Ximango is truly a world-design aircraft, using the best components and materials from around the globe. The airframe is an all-composite structure constructed from high-quality Ciba-Geigy resins and fibers. Its carbon-fiber spar caps are of the highest quality Japanese materials. The modern and efficient powerplant, the 81 hp Certified Rotax 912A, is from Austria. The optically-perfect canopy is from Switzerland. Brakes, instruments, avionics and other key components are of USA origin. The integration of the entire aircraft, the fabricated parts and its fit and finish are all the product of the Grupo Aeromot organization. Grupo Aeromot has many decades of aeronautical experience as one of Brazil's finest aeronautical manufacturing companies. Grupo Aeromot produces a wide range of military and commercial aviation products which are in use worldwide. The overall level of quality and refinement of the Super Ximango convincingly demonstrates Aeromot's strong aeronautical engineering and manufacturing capabilities. Certified under the stringent European JAR-22 Standards for Airworthiness, the Super Ximango is an extremely robust aircraft. Its U.S. Certificate of Airworthiness is in the Utility Category, meaning that the allowable stress levels met during certification are higher than for Normal Category aircraft. Allowable g's, for example, are plus 5.3 and minus 2.65. The reliability of the powerplant is extremely high. The Super Ximango is equipped with the Certified version of the liquid-cooled four-stroke Rotax 912 which has numerous additional quality controls beyond the already-robust non-certified version. The Certified Rotax 912 is now in widespread use in the Katana trainer airplane and, as additional fleet experience is gained, the TBO will be raised to 2000 hours from the current already-impressive 1800 hours. It is also noted that, during the 1995 World-Record flight of three Super Ximango's from Southern Brazil to Oshkosh in the USA, all three engines ran perfectly for the entire 7000 nm trip. The cost of operating the Super Ximango is very low when compared with normal aircraft. Fuel consumption is 3.5 to 3.8 gph under powered flight and, of course, zero when soaring. Other consumables, including oil, are negligible in cost per hour. Because of its simplicity and design, periodic inspections are very low-effort. The all-composite airframe is extremely low-maintenance. Tires, brake parts, batteries and other normal replacement items are US-made for the most part and are all easily available in the world market. The all-mechanical retractable gear is very simple to inspect and maintain. The engine and propeller are both long-life items with readily-available overhaul facilities worldwide All in all, the Super Ximango is capable, beautiful and a tremendous value. Derek Piggott perhaps put it best in his recent writing: "Top marks to Rene Fournier and the Brazilian team for producing such a lovely little motorglider." Specifications Performance Cruise speed 110 Kts. Stall speed 39 Kts. Best L/D speed 59 Kts. Takeoff distance 738 Ft. Fuel consumption 4.5 GPH Glide ratio 31:1 Load limits:+5.3G / -2.65G Minimum sink rate 184 FPM Fuel capacity 23 Gal. Max range 650+ NM Max endurance 7 Hrs. Dimensions Max gross wt 1874 Lb. Basic empty wt 1331 Lb. Useful load 539 Lb. Wingspan 57.3 Ft. (folded) 33.3 Ft. Length 26.4 Ft. Height 6.33 Ft. For further information, visit www.XimangoUSA.com E-mail: XimangoUSA@aol.com tel/fax: (386) 760-4072

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.

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.