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Re: X-Air Ultralight Aircraft Complete Sails for X-Air Standard
开云体育I have heard of issues with Sail fit with them from some customers. ? ?I was dealing directly with Raj Hamsa India for sail replacement before I sold my X Air H - would recommend them if they are still active. ?Geoff G On Aug 27, 2018, at 8:39 AM, Billy Montes bmpmo@... [X-Air_Ultralight_Aircraft] <X-Air_Ultralight_Aircraft@...> wrote:
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Re: X-Air Ultralight Aircraft Complete Sails for X-Air Standard
Ultralightsails.com.? ? They are located in Canada.
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Re: X-Air Ultralight Aircraft X-Air Standard Nose Gear Fork Replacement
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Just one 8mm bolt, ?2x 13mm spanners needed, as
michael said just need to be nimble enough to climb in under dash to get at
it.
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Re: X-Air Ultralight Aircraft X-Air Standard Nose Gear Fork Replacement
开云体育you can leave it all in place and do it from the cockpit but you need to be small, not fat and good at yoga,? i would recommend a teenagerbyronmelaniej@...
[X-Air_Ultralight_Aircraft] wrote on 27/08/2018 1:08 PM:
? -- With regards, Michael Coates AU +61 7 5522 0583 USA +1 213 984 1237 Slovenia +386 3041 6470 PIPISTREL AIRCRAFT DEALER OF THE YEAR 2012 Winner of the EAA August Raspet Award 2012 PIPISTREL AIRCRAFT DEALER OF THE YEAR 2017 mailto:mcoates@... skype name: xcomavionics Please note: because of the volume of e-mail we are now receiving our replies are done using voice recognition software in an effort to speed up the reply process. Sometimes the voice recognition program inserts silly words or doesn't actually do what it is meant to do. Occasionally these mistakes get through our quick proofreading of each e-mail sent, so please accept my apologies if the odd mistake gets through. Legal Notice: The information contained in this email is confidential and intended only to be read by the person(s) to whom it is addressed. No one is authorized to copy, use, disclose, distribute or rely on this information for any purpose whatsoever. If this communication has been sent to you in error, please email the sender and delete the message. "Once you have flown, you will walk the earth with your eyes turned skyward, for there you have been, and there you long to return." |
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X-Air Standard Nose Gear Fork Replacement
I need to replace the nose gear fork on an X-Air Standard.? It appears to me that I have to remove the windshield first and then the dashboard to get to the bolts that hold the fork in place.? Anyone had experience that knows whether or not my assessment is correct?? Anyone know of an easier approach??? Thanks.
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Re: X-Air Ultralight Aircraft X-Air Standard and F
I am not sure if they sell complete kits but I have been able to buy any parts needed for my Standard directly from the factory in India.? I have also found it easy to work with the people there.? Making payments is a little bit tricky if you are not familiar with international money wires, which I was not.? However, most banks should be able to work you through the process.? They do not take credit card payments. If they do not sell complete kits, I expect they can point you to a source.? The point of contact is: ???? Raj Hamsa <rajhamsa.in@...> ? |
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Re: X-Air Ultralight Aircraft Torque settings - Engine mount
开云体育THANK YOU, Michael!Blue Skies and Tail Winds!! On Aug 5, 2018, at 5:55 PM, Michael Coates mcoates@... [X-Air_Ultralight_Aircraft] <X-Air_Ultralight_Aircraft@...> wrote:
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Re: X-Air Ultralight Aircraft Torque settings - Engine mount
开云体育What you have is not standard but with the size of the bolt you are using it should be around 22 NM torque.Harish Jadeja write2harish@...
[X-Air_Ultralight_Aircraft] wrote on 5/08/2018 10:48 PM:
? -- With regards, Michael Coates AU +61 7 5522 0583 USA +1 213 984 1237 Slovenia +386 3041 6470 PIPISTREL AIRCRAFT DEALER OF THE YEAR 2012 Winner of the EAA August Raspet Award 2012 PIPISTREL AIRCRAFT DEALER OF THE YEAR 2017 mailto:mcoates@... skype name: xcomavionics Please note: because of the volume of e-mail we are now receiving our replies are done using voice recognition software in an effort to speed up the reply process. Sometimes the voice recognition program inserts silly words or doesn't actually do what it is meant to do. Occasionally these mistakes get through our quick proofreading of each e-mail sent, so please accept my apologies if the odd mistake gets through. Legal Notice: The information contained in this email is confidential and intended only to be read by the person(s) to whom it is addressed. No one is authorized to copy, use, disclose, distribute or rely on this information for any purpose whatsoever. If this communication has been sent to you in error, please email the sender and delete the message. "Once you have flown, you will walk the earth with your eyes turned skyward, for there you have been, and there you long to return." |
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Torque settings - Engine mount
I fly an X-Air Standard with HKS 700E. The engine sits on a plate which is mounted to the airframe with Barry Mounts - Yellow/White (medium).
Could someone please let me know the torque number to tighten the nuts which attach the engine plate to the airframe? Thanks, Harish Blue Skies and Tail Winds!! |
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Re: X-Air Ultralight Aircraft Re: Indicated airspeed problem
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what aircraft you have?xair or falcon ?
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during initial flight testing aircraft is actually flown
to Vd which is over the Vne but that is for design approval
purposes,
Vne speed is set during loading calculations, i.e. all the
loads applied to the airframe are based on this speed,? there are safety
factors built in but this is where Vne comes from and cannot be changed without
further load testing (not flight testing)
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Re: X-Air Ultralight Aircraft Re: Indicated airspeed problem
开云体育? VNE is 85 knots or 98 mph, however during the original testing of type in England, the aircraft was flown over VNE? to 95 knots or 109 mph.
Not that I would recommend flying at 95 knots, the original test pilot had a BRS parachute fitted, something the BMAA? won’t let me fit without retesting the whole aircraft.
Regards,
Jon
John you mention 95knots its 95mph (83kn)
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Re: X-Air Ultralight Aircraft Re: Indicated airspeed problem
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John you mention 95knots its 95mph (83kn)
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Re: X-Air Ultralight Aircraft Re: Indicated airspeed problem
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Guys the Official figures are
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Xair Vne is 83kn
Xair Falcon Vne is 85kn
Xair Hawk Vne is 125mph
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These are figures the aircraft was tested to and cannot be
increased without further load testing,
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The reason some of you may have different figures eg in
the aircrafts MAAN is during that aircraft initial flight test those are the
figures the test pilot set to suit that aircraft and the calibration of its
instruments.
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If an aircraft has a MAAN placard of 90kn then that is due
to the fact the aircraft ASI is over reading, before any Vne run in a check
flight the check pilot should first confirm the accuracy of the ASI
system.
Also these will differ with aircraft fitted with ASI in
mph or Knots
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This issue all stems back to the early years of the Xair
when we told the BMAA the pitot static system at the wing that they wanted dosnt
read correctly, open static at rear of dash (doors must be fitted) or static
tube just poked up inside of wing strut gives a far more accurate ASI
reading.
After doing the first flights in about 50 new Xairs and
falcons I have seen what works.
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But I would not panic about flying your aircraft over the
Vne, due to the drag of the aircraft it is in fact fairly difficult to get a
standard 582 Xair to do a true Vne run.
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Seamus
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Re: Indicated airspeed problem
开云体育This is all well and good, however if the aircraft has been changed since
it was built it could be that the MAAN figures used by the BMMA are incorrect
and they could potentially be asking members to fly their aircraft significantly
over VNE.
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I solved the problems with my own aircraft and got my permit. I took advice
from various experts and then flew the VNE test again.
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Before re-flying the the VNE test, I made a rough calibration myself to
check that I was not doing anything dangerous. I simply flew level at full
throttle into wind and then full throttle down wind and observed the GPS speed
and IAS.
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The GPS speed was approximately in line with my expectations and so I did
the test. I actually did the VNE test twice, again into and down wind. ( there
was little wind on that day ) During the test I kept an eye on the GPS speed and
ensured that it never at any time exceeded 95 knots.
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Which is 10 knots faster than VNE and also the maximum speed achieved by
the test pilot during certification of the the aircraft. By coincidence, my
particular aircraft was the prototype used in the original testing and so I know
it has flown at 95 knots previously.
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I am very concerned that other owners may be persuaded to fly their
aircraft at dangerous speeds and I have heard stories of X airs being pushed to
a near vertical dive to achieve the required indicated airspeed.
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To me that suggests they may well have been flying too fast. Mine achieved
VNE with a steep dive on full throttle, it was not vertical or anything near it.
I simply opened the throttle fully and when maximum level speed was achieved, I
pushed the nose down and allowed the aircraft to accelerate to VNE.
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Aside from the these particular concerns, more generally I don’t see the
point of any test where the only two possible outcomes are either a pass or a
fatal accident.
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Regards,
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Jon |
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Re: X-Air Ultralight Aircraft Indicated airspeed problem
Hi, I don't visit here as often as I used to and just come across your post.? I ran foul of this about this time last year.? I think other owners have also had problems because the Tech Office sent out a leaflet in December 17 which explains what they think we're doing incorrectly.? You may now have resolved your problem but I post today in case someone else gets into difficulty. The leaflet was entitled BMAA - Airspeed clarification, Issue 1.0 12 December 2017 and may be available from the Tech Info section of the BMAA website (I haven't checked).? It goes on to explain that unlike factory built aircraft which are all built and perform to the same standard, home builts vary greatly in their performance.? From the leaflet "In particular, kit aircraft owners are incorrectly check flying using the calibrated V NE in the HADS, rather than the indicated V NE for their aircraft in the approving MAAN."? I was using the details on page 7 of my POH at Issue 1, AL1, July 1999 for my Vne until I got Permit Refused and an explanation as to why. Those of us with homebuilt aircraft need to use the figures on the approving MAAN for that particular airframe.? If you don't have a copy (like I hadn't), a request to BMAA will get one e-mailed to you.? This should be inserted at Annex A in your POH.? My Vne turned out to be 94 Kn IAS. A couple more quotes from the leaflet: "When an aircraft is designed, the limiting speeds - stall speed, flap limiting speed, manoeuvring speed and never- exceed speed - are defined in terms of calibrated airspeed (CAS). If, and it’s a big IF, the airspeed indicating system on the aircraft was 100% accurate, the airspeed displayed to the pilot by the airspeed indicator - indicated airspeed (IAS) - would be exactly the same as CAS. Unfortunately, many of the airspeed indicating systems on Permit aircraft have significant errors: large enough that it makes no sense - and could be dangerous - for the pilot to fly using the CAS limiting speeds. Therefore, the aircraft manufacturer measures (as part of the aircraft’s flight test programme) the airspeed indicating system errors, and works out IAS values for each of the CAS limiting speeds. These are then provided to the pilot to fly to." and: "Amateur-built aircraft are all slightly different, and there are often significant differences in the airspeed indicating system errors between different examples of nominally the same aircraft type. The test pilot therefore measures the errors, and the Technical Office generates a set of IAS limiting speeds, for each individual aircraft. While this is great, it does mean that the generic documentation - such as the Flight Manual (or Pilot’s Operating Handbook) and HADS - has to list the CAS limiting speeds. The IAS limiting speeds specific to each aircraft are provided in that aircraft’s approving MAAN (Microlight Airworthiness Approval Note) in the form of a placard to be displayed next to the ASI on the instrument panel." I hope that's all helpful information. Best regards, John B
On Wednesday, 23 May 2018, 23:01:32 GMT+1, avia1or01@... [X-Air_Ultralight_Aircraft] wrote:
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I have a problem with my 912 X-air F. The BMAA have kicked back my permit renewal as they say I ran the VNE test at 85kt IAS and they say I should have run it at 106 kt IAS and must repeat it.? The reason is my POH has a calibration chart which says 85kt IAS = 85 CAS. They say this is wrong and for my aircraft the calibration card should red 85kt CAS = 106 kt IAS.? After 4 years of flying it and comparing to GPS ground speed I thought my IAS was very accurate. The ASI is the B?uniger glass cockpict LCD display which was recently serviced and calibrated by Br?uniger themselves. ?What doe other peoples Calibration charts read ,
especially if there is anyone else with the Br?uniger LCD flat screen
instruments. |
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Re: X-Air Ultralight Aircraft X-Air Standard and F
2 new H model x-airs for sale in South Carolina, www.carolinaus.com.
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-----Original Message----- From: patches11us@... [X-Air_Ultralight_Aircraft] To: X-Air_Ultralight_Aircraft <X-Air_Ultralight_Aircraft@...> Sent: Wed, Jul 11, 2018 6:09 pm Subject: Re: X-Air Ultralight Aircraft X-Air Standard and F
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Don't see any for sale anymore, Use to see used X-air's on the market, but now a days (Nothing)
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Re: X-Air Ultralight Aircraft X-Air Standard and F
开云体育In the USA a lot of the problem is the registration category. The standard X-Air has never been put forward for LSA certification so the standard X-Air is effectively an ultralight in the USA. Because of its weight it does not fit into the basic ultralight category or what I think you call part 103 ???? they used to be a blind eye exemption in this part 103 category where you could use what they labelled a "heavy ultralight" which was an aircraft like the X-Air for training people that were then going to go and fly their part 103 aircraft. This was done as a safety reason to avoid people flying aircraft without any familiarisation training on actually how to fly. When LSA came out the FAA then stopped turning a blind eye to these "heavy ultralight" and they lost the ability to be registered. I am sure there are still a lot flying in the US but registered as ultralights but because of the fact that they are heavier than the category allows probably don't see them getting sold too often because the new owner may not be able to register thempatches11us@...
[X-Air_Ultralight_Aircraft] wrote on 12/07/2018 8:09 AM:
? -- With regards, Michael Coates AU +61 7 5522 0583 USA +1 213 984 1237 Slovenia +386 3041 6470 PIPISTREL AIRCRAFT DEALER OF THE YEAR 2012 Winner of the EAA August Raspet Award 2012 PIPISTREL AIRCRAFT DEALER OF THE YEAR 2017 mailto:mcoates@... skype name: xcomavionics Please note: because of the volume of e-mail we are now receiving our replies are done using voice recognition software in an effort to speed up the reply process. Sometimes the voice recognition program inserts silly words or doesn't actually do what it is meant to do. Occasionally these mistakes get through our quick proofreading of each e-mail sent, so please accept my apologies if the odd mistake gets through. Legal Notice: The information contained in this email is confidential and intended only to be read by the person(s) to whom it is addressed. No one is authorized to copy, use, disclose, distribute or rely on this information for any purpose whatsoever. If this communication has been sent to you in error, please email the sender and delete the message. "Once you have flown, you will walk the earth with your eyes turned skyward, for there you have been, and there you long to return." |
Geoffrey Gartshore
John M.
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