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  1. Yes, there is hope for us wimps. I am 5'7", 230 lbs. and 73 years old and yes I have problems opening and closing the wings so I built a simple lever system and it is very doable now. It consists of a 10' carbon tube (what I had from an old delta hang glider) two wing shaped plywood pieces, a couple ratchet straps and two 25 lb. bar bell weights. The system reduces the lift weight from 30 lbs at the wing tip to about half that. My concern was what if it should slip while in the vertical position? I glued a rubberized material to the surface next to the wing for protection of the wing but when the ratchet straps are tightened nothing moves. The second issue was how far out could I go and not hit the ground when in the vertical position? Further than I thought but a quick measurement on the first lift answered the question and I have sense put stops on the tube so when I mount it no further measurement are required. Steve R.
    3 points
  2. 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
    3 points
  3. Attached you will find the TCDC for the AMT-100,200,200SO,and 300. It does show a MTOGW for the 200SO as 1050KG (2315 lbs ) EP-8602-15i.pdfEP-8602-15i.pdf ) I don't know how this will apply to each of your airframes as it states 850 kgs for the 200 and 800 kgs for the 100 Aeronautical Products Certificated in Brazil - TC Details / EP (anac.gov.br) TC no 8602 Mike Yes, I am bored and looked it up.
    2 points
  4. Thanks! I'm familiar with that vintage 1993 AC. I'll point out however, that the oft-quoted section on span loading and gross weight is a sub-subsection of the whole thing. Item 1 of the AC states in part "This advisory circular (AC) provides information and guidance concerning acceptable means, but not the only means, of showing compliance ...". Two in production glider-category aircraft fail this test. The Pipistrel Sinus SW fails it with span loading, and the Stemme S-12 fails with a gross weight of 900 kg. With zero certificated gliders made in the USA, the FAA normally punts certification to JAR-22, hinting that there's some flexibility there too. However, the workings of such bureaucracies are beyond the understanding of mere mortals ... Not that I'm disagreeing with your post, but I'd still like to see a copy of a real TC for a Super Ximango with a higher listed gross weight. Call it curiosity ...
    2 points
  5. An older gel coat finish (S/N before 121 or so) would definitely be heavier, but not 50 lbs heavier. However, little things do add up rapidly. As an old EAA councilor once told me "Son, take care of the ounces and the pounds will take care of themselves". What you probably should do is weigh the airplane and verify the numbers. It's a very simple procedure. Look for it in the manual. That much of a discrepancy would concern me. WRT the designation for a "motorglider", the FAA refers to them as "Powered Gliders" in an Advisory Circular entitled “Powered Glider,” (AC) 21.17-2a. This AC states three requirements to be certificated as a “Powered Glider” under FAA regulations: First, it may be either Single or two place (no two place back seats). Second, the maximum gross weight is limited to 850kg (1874 lbs), and third, the wing loading (weight/span) loading must be no more than .62 lbs/sqft. In addition to AC 21.17-2a, FAR 91.205 lists the requirements for engine monitoring. The requirements laid out in AC 21.17 were adopted by the FAA in 1984, nine years before the EU was even formed. These requirements come directly from the FAA, not the EU. FWIW, many authorizing agencies around the world reciprocate with the FAA regs. In the case of Brazil, ANAC, the Brazilian FAA, adopted our FAR's verbatim with little deviation, with one of those deviations being the gross operating weight of the Ximango (depending on how it is registered). The 2500 lb weight limit comes directly from Claudio Vianna, the owner and Chief Engineer of Aeromot, as well as several of his junior Engineers and the factory test pilot. You will find this designation on the various Type Certificates. The Ximango has been used for a variety of missions, not just as a motorglider. These include coastal patrols, wildlife patrols, police surveillance, primary trainers for the USAFA, and for oil/gas/mineral exploration. The Ximango platform (fuselage and inboard wing sections) were used in the Guri (AMT-600), a primary aerobatic trainer used by the Brazilian Air Force, 28 of which were manufactured. Equipped with an IO-360 and constant speed prop, the Guri is a 180 knot aerobatic airplane. The Guri was also manufactured with an 0-200, fixed pitch prop and fixed gear for a domestic basic trainer. I saw seven of these when I visited Brazil and the Aeromot factory in 2010. Here's a photo of the civilian version of the Guri:
    2 points
  6. The elusive G109A maintenance manual was found (special thanks to Gerald Suhrcke in Bayer who had a copy). It is attached here (German only but we are just glad to find it) along with the G109B maintenance manual in English just in case anyone does not have it as well (plus other related docs are in the link below). Thanks Gerald!! https://drive.google.com/drive/folders/1sPaPYyR_YJ-EAo3iTY8-Tcr5vz0J9Bux?usp=sharing Grob-G109A-Maintenance-manual-Rev7.pdf Grob-G109B-Maintenance-manual.pdf
    2 points
  7. Thanks for the suggestion. I figured it out and successfully repaired it. The trick is to use a 6mm ball hex socket, a universal, and several extensions to reach thru the inspection opening then the second set of hands undoes the nut which is tucked in the welded box at the bottom. I found the internals so packed with grit that the cam could not push the spring off the stop since it was packed behind the space the spring should move into. The bearing surfaces were pretty well chewed up, A good cleaning and lubrication solved it. Bob
    2 points
  8. Great article! I actually own this very aircraft N300BG and just completed a cross country trip from Pennsylvania to Oklahoma last week. It flew well and particularly enjoyed cruising at 2200 rpm (cruise pitch setting). The trip took around 13 flight hours and I made several stops along the way. The Grob can outlast me anytime when it comes to endurance! Thanks for posting the article.
    2 points
  9. Steve's design is awesome and a life saver!! Thanks for everything !! P.S. She is still flying weekly....
    1 point
  10. What do you gain with the zig-zag on the rudder and the wings? Is it just a better glide ratio, or are there safety and handling improvements? Has anyone done this? Any comments? what zig-should be used? The drawings show a fairly large pitch for it. And how thick should the ZZ be?
    1 point
  11. The Sundancer, like the Lambada won't fit in a standard T-Hangar with the wingtips removed.
    1 point
  12. problem solved. cant believe I didnt see it. the connector sheared off perfectly where it attached to the engine so it was not noticeable. and the ground was kind of hidden.
    1 point
  13. I've done quite a bit of XC in my Ximango (been to the west coast from Tennessee twice, plus other excursions to Florida, NC, SC, OH, and VA). I figure on 4.5 gph. That gives a little fudge factor, but I'm running a little harder at around 5200 rpm in cruise. I see 115 kt pretty regularly up to about 8000'. Above 8000' it definitely slows down. My Ximango is a little different than the others, though. Mine has positive seals on the rudder and elevator, as well as Mylar on the hinge lines, fairings over the wing fold latches, profiled spoiler caps, fitted and sealed gear doors, contoured composite inspection covers replacing the factory flat aluminum plates, and low profile inspection doors on the sump drains. I also tape up the wing fairings. It's noticeably cleaner and quieter than other Ximangos I've flown. I've played a bit with prop pitch, too. There is a sweet spot.
    1 point
  14. Much like you shouldn't go immediately to take off power with a cold engine, you don't want to abruptly shut down a hot engine. Throttle back and let it cool down at idle for 5 minutes. I even do this with the Rotax 912s in my Ximango. New heads are expensive. Flying around with the engine at idle for 5 minutes is not. When you shut down a hot engine at altitude you're blowing cold air on hot cast metal. This is begging for uneven cooling which will eventually lead to cracks, usually in the front cylinder heads because that is where the coolest of the cooling air goes first. So, go to idle for a few minutes, let the engine cool down slowly through airflow and oil temp, then shut down. I let my oil temp drop to 160F before I shut down my Rotax. If you don't have wet heads you might want to let it cool down a bit farther. As my granny used to say "Better to hold the phone than have a kidney stone".........
    1 point
  15. If you look in the screen layout section of the Dynon manual (Page 5-6) with the Screen Layout Editor you can configure the display and add other items and timers to the screens you want. There is a Total Air Timer - which is I think the one you want. I put the Hobbs and this total air timer on the main screens for logbook entries. Barry
    1 point
  16. My 2005 Ximango (leather trim, but no lights) shows similar weight on what I believe to be the original documents: 657 kg (1450 lb) basic, printed as a document 6/24/2006 and using metric units. Then, unsigned and handwritten in SAE units: plus 18 lb (8 kg) of avionics [2x 10a's, Garmin 430, 106a, GTX-327], giving a final weight of 1467 lb (667 kg). Useful load is then 183 kg (403 lb). It's not a big problem for me since I'm fairly light and my imaginary girlfriend even lighter, but does remain a mystery. No repairs in the logs and no evidence of them visible on the airframe that I can see. Some small part of the unexpected weight may come from my observation that the surface finish of the last few model years seems to be better than earlier ones. But the extra 50 lb remains hard to explain. BTW, I think that the 850 kg limit comes the EU, not the FAA. The FAA considers them either gliders or airplanes and has no special designation for motorglider or self-launcher, but the US type certificate is based on reciprocal agreements with the EU and thus retains the 850 kg. Do you have any printed reference to the ~2,500 lb weight used in Brazil and some other countries?
    1 point
  17. Thanks for the info!
    1 point
  18. I've been to the Aeromot factory in Porto Allegre. The airframe components are molded using specifically sized and shaped pieces of cloth and specific amounts of resin, then post cured. The parts are assembled using flox (a mixture of flocked cotton and epoxy resin) The metal components are CNC'd. So, they're all very consistent. I would be surprised if there was more than 5 pounds variation airframe to airframe. This is a type certified airplane, not a collection of random parts. Changing parts on a TC'd airplane means a mountain of paperwork, and, in the case of the Ximango, 28 times because it's Type Certified in 28 countries. Weight differences would more likely be because of something like the battery being moved aft or an older, heavy avionics suite. Things like avionics, leather, an ELT, or other equipment could add a significant amount of weight. I would be highly suspect of the paperwork. I'd do a weight and balance and see if it matches. I can't imagine any sort of repair adding 80+ lbs to the airframe. BTW, that vintage has a urethane finish. Highly desirable.
    1 point
  19. My trip was around 1100 miles as a made a few detours to stay away from busy airspace. Fuel consumption was 22 mpg and most of the trip was with light headwinds. I flew at 4500 feet about 11 hours or so and 2 hours at 6500 feet. Airspeed was around 90 mph most of the time. The one thing that surprised me was that the Grob could fly a lot longer than I could….my longest leg was 4 hours and there was still plenty of fuel for a few more hours. As for how long in days….I got a late start the first day (3pm) and only flew 2.5 hours. The next day I noticed a front blocking my way so I opted to enjoy a day off to let it pass. I then flew two more days before arriving in Tulsa around 5pm. I could have made better time and save a day by leaving super early each day but I was in no hurry. It was an epic trip and the longest I have ever undertaken in any single engine aircraft. The Grob is a good cross country flyer!
    1 point
  20. Steve, 1) The stock wheel is a bear to work with. In my experience, the key is to first support the wheel via a dummy axle post (secured rigidly in a workshop vise) and work one tire bead onto the wheel; then work the tube into the tire, then mechanically clamp (i.e. squeeze without pinching the tube) one sector of the tire together so that both tire beads can be worked together down into the "valley" at the mid-plane of the wheel, and then work the remainder of the second bead onto the tire. Talcum powder does help. Liquid soap can also be used, but expect a mess. It's hard enough to do in the workshop and quite impractical if you're stranded somewhere. 2) As HiFlite has pointed out, the Tost Moritz II is well worth using. This is a two-piece split wheel that allows easy tire/tube replacement. A spare tire and tube, plus a few basic hand tools, are all that are needed in the aircraft to avoid being stranded. I can confirm HiFlite's information that there is a small difference in the hub width (and thus bearing spacing) of the two wheel types, which necessitates some adjustments to the spacers. Specifically, the Tost wheel is slightly wider than the stock wheel and so, if the stock shoulder spacers are placed into the Tost bearings, the overall spacer-to-spacer distance ends up slightly larger than the gap between the fork legs and it won't fit. There are a couple of ways to deal with this: (a) Place the stock spacers in a lathe and turn off a millimeter or so (sometimes a fraction of a millimeter or so) from the inside shoulder of each spacer. To figure out how much material to remove, place the stock shoulder spacers into the Tost wheel, measure outside-to-outside across the spacers, and compare with a measurement taken inside-to-inside between the fork legs. Take the difference between the two measurements and use half the value for the amount of material to remove from under each shoulder. One consideration (issue) with this method is that the hollow spacer tube (between bearings) of the Tost wheel has a 12mm bore, whereas the hollow spacer tube between the bearings in the stock wheel has a 6mm bore (in order to fit the 6mm axle bolt). Re-using the stock spacer tube (compression tube), by transferring it over to the Tost wheel, won't work because it'll be too short and using the included Tost spacer tube is questionable because there won't be anything to hold it concentric with the 6mm axle (i.e. not a good idea to allow the Tost hollow spacer tube to orbit the axle). A new spacer tube (with length equal to the Tost spacer tube and bore matching the stock tube) can be turned on the lathe. Alternately, a sleeve (with 6mm ID and 12mm OD) could be inserted into the Tost spacer tube. (b) Another option is to order a pair of FTCLA flanged collars from Misumi. This is a "configurable" part and dimensions can be specified as needed to fit the requirements. For example, a configured part number might be FTCLA-V6-D12-H15.5-T13-L30. https://us.misumi-ec.com/vona2/detail/110300235050/ . The V6 corresponds to the axle bolt hole size, the D12 corresponds to the bearing ID, the H15.5 is the shoulder OD, the T13 is the shoulder length (this is the value that needs to be determined according to the fork spacing), and the L30 is the overall length. The length of the shank that goes though the bearing and into the hollow compression tube between bearings is thus 30mm - 13mm = 17mm. Note that the L30 can be any reasonable number, just not too long otherwise the shanks of the two opposing spacers will meet at the middle of the wheel assembly. The main benefit of having the shank length greater than the bearing width (8mm) is that the extended shank will extend past the bearing and hold the 12mm ID Tost spacer tube concentric with the 6mm axle (avoiding the issue noted in the previous paragraph). The shank length can be made any length up to a value that is shy of the two shoulder spacers meeting in the middle of the wheel assembly. Since the shoulder length (T13 in the example) can only be specified in 1mm increments, generally round the required dimension down to the nearest millimeter (or if the required value is really close to the next larger increment, round up and a tiny amount of flex in the fork legs will accommodate it). It is also possible to specify one part with a shoulder length one millimeter more than the other (for example, order one with T13 and the other with T14). Note: the stock spacers are not necessarily identical either. For any fine-tuning of the shoulder-to-shoulder distance, some 0.2mm, 0.3mm, or 0.5mm thick stainless steel ring shims from Misumi can also be considered. For example, PACK10-CIMRS12-16-0.2, PACK10-CIMRS12-16-0.3, or PACK10-CIMRS12-16-0.5. https://us.misumi-ec.com/vona2/detail/110302677870/ . Cheers, Leo Tost Moritz II wheel with shoulder spacers. Side-by-side of Tost two-piece wheel with stock single-piece wheel. Close up of slightly shorter shoulder spacer (placed inverted) next to the installed stock spacer.
    1 point
  21. I have the original instrument panel and the right and left center cover left over. when you in need of engine work / panel work or leather wrapping let me know.
    1 point
  22. I own Ximango S/N 97 since early 1999. 80 hp Rotax. My Ximango logbook shows almost 2000 hrs total with 1500 hours engine time. I 'drove' it four times from my home base near Philadelphia, PA out West to Nevada, Arizona or California. Several trips to Oshkosh and Florida and other multi day adventures. I never had to delay a trip for a unplanned maintenance issue. I cruise at 105 kts indicated near sea level. At 8000 to 10000 ft indicated airspeed is still around 95 - 100 kts with full throttle. This is better than 110kts TAS. I occasionally did short (`100 sm) soaring cross country flights. You need a really good day. In my Kestrel (18m, flaps, L/D 43) I could have made 300 sm or more. The glide ratio number does not the the whole performance story. at speeds > 70 kts. sink rate increases more than in a glider of similar L/D. The Ximango handles reasonable well in thermals. I most of the time could keep up with my club's Blanik or Grob-103 two seaters. I own winglets but hardly use them. The seats are very comfortable. Never had problems even on days with 10+ hours fight time. The ailerons get very stiff at cruise speeds. My arm gets really tired after 10 hours. The Ximango is my favorite aircraft with an engine. Still prefer the one's without. I would not use it as primary trainer. Recommend to have at least 20 hours in a modern glass glider or extensive tail wheel experience. The most challenging operation is cross wind take-off. Cross wind landings are more manageble if you know how to work the very effective spoilers. I have some exposure to other motorgliders in your list. Keep in mind my bias towards Ximango when I compare them. Ximango S (100 hp): I did ferry one from Puerto Allegre, Brasil to Florida. 4 days with 3 legs each. What an exiting trip. A little faster than my 80hp. It had the new ailerons which improve handling at cruise speed significantly. Need to watch engine temperatures and cowl flap setting. Not as forgiving as mine. Otherwise identical. Turbo Ximango (115 hp turbocharged, constant speed prop): Did some flight instruction for new owners who bought it used. Performance near sea level seemed to be sluggish compared to my aspirated 80 hp. Could have been a maintenance issue? Otherwise same characteristics as mine. Grob 109B: Flew it in Germany in the years 1975 -1998. Easy to fly. Robust. Was used in a glider club for short cross county flights navigation training, not so much as a primary trainer. I never turned off the engine. Probably only a few in the club tied soaring in it. Be aware the engine is base on the old VW. Spare parts might be no longer available. Wings fold back to a dolly mounted on the tail. Wings are heavy. Folding can be done by a single strong person. Do not try to unfold it by yourself. That takes at least 2, better 3 people.One with strength. One with brains. Diamond HK36: Kown a 'Dimona' in Germany. 15 m wing span. Turbo Rotax with constant speed prop. I liked its handling. Very responsive in rolls. Again much more a light power plane than a glider. I do not remember ever trying to soar it. Wing does not fold. Needs a 50 ft wide hangar door You are probably right that too many motorgliders are underused. I personally would stay away from any aircraft that was sitting unused for 2 years or more. Of coarse unless you are interested in tinkering more than in flying. I do not know anybody able to handle both the Rotax engine and a fiberglass air frame. If you find one, let me know. Have the aircraft inspected very thoroughly. Do a new weight and balance. If there are changes from the previous one, suspect undocumented repairs. Check all logbooks and the previous owner(s). If you have more questions, lets use the phone. Good luck
    1 point
  23. 2013 Pipistrel Sinus Flex was involved in a landing accident. Many good parts remain. Both wings with flaperons are available. One has very minor damage near the tip, the other has an area about 8 inches by 16 inches near the leading edge just inboard of the spoiler. Both flaperons are perfect. Spoilers are perfect. Wings each have 13 gallon fuel tank. There are no short wing tips, and only one long tip which includes the strobe and navigation light. Complete set of upholstery, most of the control system. Seat belts complete, Instrument panel is empty. Both doors, one needs new plexiglass. No landing gear parts. The fuselage pod could be made into a simulator of some kind. There is no firewall forward.
    1 point
  24. I've never had a gasket look that bad on any car or aircraft I've owned! I suggest you order a new cap (0.9 Bar) from California Power Systems or Lockwood: if the gaskets gone bad, maybe other things aren't quite right. At $80 it's horribly expensive, but maybe there is a good reason for that. Also, it may not be possible to put in a new gasket without major effort.
    1 point
  25. Hi I'm new to the TMGA so perhaps I'm not posting this in the correct category but here it goes... I started making a list of every active TMG we have flying in Sweden. Found the TMGA while doing so. Feel free to check out the website, but it's not translated to english yet. You can find my website with the list here: https://www.tmgsverige.se/ Hopefully I can help if anyone plans to visit Sweden and wants to fly a local Touring Motor Glider.
    1 point
  26. An easy compilation is viewable by going to the menus indicated by: About > TMG Compilation
    1 point
  27. Got to the Library tab, then Archives to see the major TMG's. All except the Carat and Moni are two-place, side by side.
    1 point
  28. Look through the picture gallery. There was an Ximango owner a while back who had trouble folding and unfolding the wings. So, he came up with a tripod/block and tackle system to help. I don't recall his name, but I do recall seeing the pictures here.
    1 point
  29. I am 82 yrs old ,165 pounds and I can open and close the wings. I carefully turn the fuselage directly into the wind. I keep my feet directly under my hips and my back very straight while I walk the wing toward the hinge.
    1 point
  30. Slick Champion customer service: "I have an M2266 approved for the Grob with a VW engine and 4300 series mag. I checked and the firing order is the same as your’s 1324. My lengths are 1-29”; 3-29”, 2-24” and 4-24”; this is the measurement between the outside of the mag cap to the center of the swedged ferrule where the plug nut seats. If this works for you in lengths it will work fine!" So you can use G109A harness to G109B.
    1 point
  31. Bleeding by pushing new oil from the caliper via the reservoir is the only way however even if you have removed all the air your brake could still be mushy misleading you toward presence of air when the problem is a rubber brake line that is too weak. When I bought my Taifun the owner was charge lots of hours by the mechanics that triec to bleed the brake before understanding that the brake line was weak and were bulging. A new set of braded brake line make the brake very effective.
    1 point
  32. 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.
    1 point
  33. 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.
    1 point
  34. 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
    1 point
  35. 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
    1 point
  36. 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
    1 point
  37. 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.
    1 point
  38. 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.
    1 point
  39. In the USA a non-type certified aircraft would be registered in the Experimental-Exhibition category. It could also likely be registered in the Restricted category, but there's not any advantage to doing so. A Taifun is considered a powered glider under FAA regs There are a number of maintenance items you can legally do as owner without the aircraft being registered Experimental, such as oil changes, tire changes, brake work, etc. As far as doing a repair it would require the signature of either an Airframe and Powerplant mechanic (A&P) or, for more complicated repairs, an Inspector Authorization signature (IA). In order to have full maintenance and inspection privileges you would need to build the airplane and then apply for a Repairman's certificate for that particular aircraft. The Repairman's Certificate allows the builder to perform all maintenance and inspections on that particular aircraft, but not others of the same design. Can't help with 2 & 3.
    1 point
  40. 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.
    1 point
  41. 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.
    1 point
  42. 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
    1 point
  43. 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 .
    1 point
  44. 1 point
  45. 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.
    1 point
  46. 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]
    1 point
  47. 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.
    1 point
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