Good question Bill, I have the same thing. So, anyone know? Michael?
--
Trevor Page
X-Air Ontario Dealer
tpage@...

From: <SkyRider@...>
Reply-To: X-Air_Ultralight_Aircraft@...
Date: Wed, 9 Aug 2000 23:38:30 -0000
To: <X-Air_Ultralight_Aircraft@...>
Subject: Re: X-Air Ultralight Aircraft Mystery part 146

Hi Everyone,

I have a short cable that is about 18" long that has a black covering and
looks like a short aileron or rudder cable. What is it for? The
indtructions so not say.

Thanks,

Bill








---------------------------------------------------
Faster, better web-based customer support from BN3!

____________________________
Free Email/SMTP/POP, , Hosting yourname@...

Hi!
I need a favor. Could somebody to send me the Rotax 532 Two
carburetors Performance Sheet? Thank you in advance.
Kinds Regards
Mel

Hi Everyone,

I have a short cable that is about 18" long that has a black covering and
looks like a short aileron or rudder cable. What is it for? The
indtructions so not say.

Thanks,

Bill

Sorry all,

Here is the correct link.





Bill

Check out my Xair building pix on my website under assembly. I'll have more
as the construction progresses.

Cheers,
Bill
Sky Rider, Inc.

开云体育

开云体育

X-Air now have available a new heavy duty shock to suit the X-Air
Aircraft. The shock is made by the French company Fournales and is a
quality unit. The connection to the stub axle requires drilling out the
axle lugs and fitting a 10 mm bolt and nut (not shown in the attached
picture).

Full report on their benefits when i can find a strip rough enough to
test them out.

Regards Michael X-Air Australia

We have been having a lot of problems with the plugs falling off the back of the cheaper gauges, they are just not strong enough and if you hit them with your foot they stretch the plug and are useless from that day onwards.

After an extensive search we have found a supplier who sells the Extra Heavy Duty plugs which are the right size for our applications. On closer inspection of the plug you can see a special cutout and socket which stops the plug from ever stretching so if will always maintain a secure fit. The plugs are made of a material which is about three times as strong as the one supplied with the gauge.

We now have the plugs in stock should you have trouble finding them from a local supplier at a cost of $0.40 cents (Australian) each if you need any.

Regards? Michael X-Air Australia

Sounds like we are making our way through the rumors and getting some real facts on the HKS, and i guess that's what this group is about - sharing and validating knowledge and experience.

So, we have worked out they are reliable on a tractor aircraft like the X-Air, they burn a lot less than reported in fuel at least under 10 L/hr, and what about the Horsepower issue ?, are they nearer the 582 or the 503 in performance ?

What TBO are they getting in the field and are there any other problems in service ?

And what sort of cost are they roughly converted to say USD.

As much info as possible please

Thanks Michael
?

jeanfran wrote:

开云体育

--- In X-Air_Ultralight_Aircraft@..., Michael Coates
<xair@m...> wrote:

It seems that HKS is back in production again

----------------------------------------------------------------------
--

From my limited knowledge of the engine and it's performance - it

seems

like it's almost there, the last model suffered from severe

overheating

problems and of the three sold in Australia all went back to the
importer seized after very little time on the clock. (One seized

whilst

running in).

I thought they were supposed to arrive tested and fully run-in.

From all reports the old model put out about the same HP as the 503

and

used about 15 litters per hour.... does anyone have any more

information

on the HKS ??

That all sounds really bad! I am considering fitting the new model to
my new Xair here in the UK. From what I heard they were OK in tractor
configuration, as that's the way they were developed and tested. When
Pegasus fitted them to the Quantum trike, they burnt the exhaust
valves. There is an instructor here teaching in an HKS fixed wing,
and
so far it's OK. It's also supposed to do a lot better than 15 l/hr,
more like 9L/hr and if you convert the figures given on the American
website 5.6-7L/hr. The new engines are supposed to be in stock here
soon.

It seems that HKS is back in production again from the following press release

---

HKS Back in production offering? NEW 700E Ellington, the Shizouka, Japan-based manufacturer of performance automotive parts and aircraft engines, has begun production of a new version of the HKS-700E. The HKS is a four-stroke engine used in Light aircraft, PPCs and Trikes. In development and testing for nearly two years, the new 700E has improved cooling performance and has been further optimized for pusher installations.

The HKS 700E is a 60HP, horizontally opposed, two-cylinder, four-stroke engine. The 700E uses a combination of high technology and simplicity to achieve the twin goals of high power output and reliability.

HKS will replace all engines delivered to owners of the previous model as part of honoring the warranty.?

---

From my limited knowledge of the engine and it's performance - it seems like it's almost there, the last model suffered from severe overheating problems and of the three sold in Australia all went back to the importer seized after very little time on the clock. (One seized whilst running in).

From all reports the old model put out about the same HP as the 503 and used about 15 litters per hour.... does anyone have any more information on the HKS ??
?

My new Xair is Green & yellow, and before I take it out I would like
to add sort of protection to the leading edge fabric, (yellow) to
prevent the dirt and grime getting into the weave.

I have seen alot of Xair's to date with yellow leading edges, and
once dirtied they are very hard to clean. Does anybody know of a
product I could paint on NOW to seal the weave, I know in the US they
paint the whole wing with some form of UV protection paint.

Seamus O'Donnell
Xair Ireland

Hi all
Well today Andrew Brooks and his brother of the Atherton Tableland in from Cairns put the very much dismantled airframe on a trailer and is currently heading back to his place to assemble and fit a 618 Rotax engine and instruments. A sad day as I saw it heading off up the highway because it is an excellent aircraft with 134.8 hours up on the airframe and the 2.2l Jabiru engine.
The inspection of the aircraft before sale was carried out by Ken Morris (level 2) at Caboolture and found only one thing wrong, an elongated hole in the aileron where the two pipes bolt together so Andrew will have to fit a slightly larger AN bolt in the hole when it is assembled.
Happy flying from a land lubber looking up in the skies ....
cheers
Tony
www.ozemail.com.au/~santhony

Hello,

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Following is a short story that happened about 8 months ago that may make interesting and enjoyable reading. The story apeared in Australia's AOPA Magazine.

X-Air's fly into The Southern Hemispheres Busiest Airport

Another triumph for the X-Air's being amongst the first rag and tube Ultralights to be granted permission to fly into Bankstown controlled airspace, the southern hemisphere's busiest airport.
?

Saturday dawned as the perfect day to stay in bed 30-knot winds, heavy rain and rolling storms all day.... Not a good day for crossing the divide I thought to myself so I left for the airport to finish off a few jobs I had left on my new X-Air, with only 10 or so hours on the clock from the preceding couple of weekends I still had to fit a couple of gauges and the luggage compartment. Contacting fellow X-Airian, Phil Allen in Canberra he confirmed conditions were pretty ordinary all over and we put off our adventure until Sunday Morning.

The Sunday in Mudgee started at 6:30 am with X-Air 19-3231 firing up after a thorough pre flight check, a short taxi to the fuel bowsers revealed my first problem of the day.... The big storm on Saturday night had disabled the BP Avgas bowser and I thought it was too early to ring the flying school owners for assistance. After an impatient 1-hour wait and the consumption of breakfast...... two Mars bars, I was advised to check the circuit breaker in the fuel storage yard and to my satisfaction it just needed resetting and we were pumping away.

In Goulburn the day started for Phil Allen with an early pre-flight at 8:00am.? All systems checked out and X-Air 19-3123 departed Goulburn enroute to Hoxton Park, just west of Sydney.? A slight headwind, and sightseeing, made the trip a little longer than usual, but enjoyable non the less.

With a keen photographer as passenger, there were numerous requests to transit above the clouds so, in an attempt to maintain groundspeed, Phil climbed at 60 knots (5600rpm on the Rotax 618) to 5500'.? With cloud base below, he flew to maintain visual reference with the ground so that he wasn't caught off guard with nowhere to go.

Unfortunately, he was having so much fun that he neglected to check the maps for the boundary of the control zones.? Realising that he was coming close to the boundary, he decided to find a hole and punch through to the safety of OCTA.? A quick dive at 75kn and he was well clear of the control zone, better to be sure than having Air Services chasing him up on landing.

Hoxton Park was fairly uneventful, apart from the myriad of aircraft that were appearing - obviously the numerous air shows in the area were attracting more than the X-Air's.

After a short 10-minute wait at Hoxton Park the flight leader appeared on the horizon - X-Air 19-3231 piloted by Michael Coates was to lead our formation into the skies and on to Bankstown.? The trip from Mudgee was a little more adventurous than from Goulburn, after departing Mudgee and climbing to 5,500 I tracked direct to Lithgow, the peaceful morning air gave me ample time to catch some of the trip on video for the next club meeting, passing over the power stations at Lithgow was rewarding, huge chimneys tower into the sky and flying overhead offered a panoramic view of the facility.

Navigating around a restricted zone at Lithgow I started my decent for landing at Little Hartley, the air which was quite still for most of the trip erupted into the most severe turbulence I have ever encountered as I crossed over Hassons Walls Lookout, I thought to myself if it was going to be like this over the divide I would rather head back home. Landing at Charles Dalglesh's property at Hartley for a quick chat revealed two things, that the Hassons Walls Lookout area is always rough and probably not a good indication of the rest of the trip and a problem with the battery..... I needed a jump-start to get going again... I put this down to the fact I was running a landing light and a strobe for my trip from Mudgee maybe this had flattened the battery?

The departure from Hartley and the trip along the western escarpment to Katoomba is one of the most picturesque I have ever done, huge cliffs and menacing valleys.... I was leapfrogging golf courses and schools in case the always-reliable Rotax 618 ever gave up. Turning east at Katoomba it was a brilliant view down to the Sydney basin the Harbor Bridge and the CBD in the distance, even this early there were plenty of cars on the Great Western Highway and I thought I had the world to myself... maybe I spoke to soon.? Shortly after passing the Nepean it turned into tinnie pylon racing, it seemed every other aircraft in the area was out and flying in this fantastic weather all at 1500ft AGL and all heading aimlessly over the western suburbs, I descended to 1400ft just to make sure I didn't become windscreen fodder and tracked direct for Hoxton Park, the battery was still a concern as I noticed the radio was not transmitting very well, every time I pushed the PTT switch the LCD screen went blank.... not good for flying into controlled airspace but after thinking my options over I had Plan B ready for action.

What makes ultra light flying so adventurous?? The answer to this question would have to include all of the things that may go wrong on a seemingly well-planned journey.? Again a problem with the battery on the plane required a jump-start of X-Air-231 at Hoxton Park and we were off for the 15-minute flight to Bankstown.? The radio was still not functioning properly but I had my hand held Icom in the flight bag and I thought it would be OK to receive on my main radio set through the headsets and transmit on the handheld Icom while yelling above the cabin and engine noise.

'Bankstown Tower X-Air 231 accompanied by X-Air 123, Warwick Farm 1000 Inbound, Received Foxtrot, Request Airways Clearance'.?? 'X-Ray 231 expect short delay. Two A4 Jets conducting air work overhead the airfield.? Remain clear of controlled airspace.'? Was the reply. Apparently they had renamed the X-Air to X-Ray! A call to Paul Middleton of the AUF days earlier to tell him about our planned adventure to Bankstown had suggested a revised route into the airport and with consultation with Airservices I was allowed to lodge a flight plan along the best route of entry in event of an engine problem, we left Hoxton and followed some huge golf courses to Warwick farm and then the Georges River to the airport, It is also the same path as used by the helicopters to and from the training area.

After 40 minutes of circling in formation and watching the A4s do their stuff, we again tried to call for clearance.? Unfortunately there were now numerous other aircraft also in the area awaiting directions and they all had more powerful radios than ours, my guess was approx 20 aircraft out over Prospect Reservoir all got inbound clearance and then the next performance started at the airport. We finally broke through on the radio after the chatter abated and declared that after 40 minutes of circling we were getting low on fuel.? Miraculously, we were granted permission to land whilst the airshow was on and we were instructed to fly a 500-foot left hand circuit for a short landing on 29 left. I am really appreciative of the efforts the control tower put in for our arrival, they were not only handling about 20 aircraft at any one time they were also controlling the airshow performance and clearance, well done.

We landed and receiving taxi clearance to cross the two other runways we taxied over to the staging area where we were greeted and marshaled to our allotted showcase point.? A large crowd formed around the two aircraft as soon as we pushed them into the arena and within five minutes, a small child had stood on Phil's wheel spats and loosened them - nothing a pair of shifters wouldn't fix, the signs 'please don't touch' probably don't mean to much to a three year old who thinks the X-Air looks like something he rides on and climbs over at the local park.? We showed the aircraft for the next few hours and answered many an inquiry - there must be a few sales from that trip!? And then it was time to head off again.? Another jump-start for X-Air 231 and we were taxiing away for another formation take-off to the delight of the large crowd of onlookers, some who waited all afternoon for our departure, it's a great feeling to be in the run up bays with two twins in front of you, a Harvard and Strikemaster jet behind you and they let the Ultralights depart first!

Departure details were for a formation take off and climb to 1000 before departure to the west, I was giggling to hear the tower advise less than a minute after departure to leave the circuit and break for the west, with a 15 knot headwind on take- off we weren't even half the length of the runway to achieve that height and it was funny to see the aircraft which departed before us some 5 kms or more away and just passing through 1000 ft.

Just West of Warwick Farm the two X-Air's parted ways again - Phil heading south back to Goulburn while X-Air 231 braved the mountains and a huge headwind for the trip back to Mudgee.

Unfortunately Phil also hit quite a headwind for the trip home making good 45 knots over the ground with an indicated speed of 70 knots.? After 2? hours Phil was finally home in Goulburn - another wonderful flight in the X-Air. The trip over the divide was again eventful, with 65 to 70 knots on the dial the GPS was showing 28 knots over the ground for most of the trip and it only once jumped over 30 knots, I looked forward to turning the corner at Katoomba for a tailwind trip home to Mudgee. I again landed at Hartley and told Charles of our success at Bankstown and my personal satisfaction of conquering the divide, the engine started without hesitation on departure and this confirmed my suspicions of a loose wire in the wiring loom.

Ground roll on departure was about 8 meters into the 15 plus knot headwind and I was soon tracking North West for Mudgee, the sun was heading towards the horizon and the weather abated into a typical country afternoon, beautiful still air and hands off flying for the rest of the trip. On landing at Mudgee I caught Phil on the phone to check he safely arrived home, we were both full of enthusiasm at our day's activities and eagerly planning our next trip away.

The following week we checked over the electrics and found that a bayonet fitting had pushed out of the main wiring plug and was only making contact every now and then, pushing it back in I made sure I heard the audible click of the fitting hitting home and with another 10 hours on the aircraft now I have not had an electrical problem since.

No.... it's just some fun, pulled the specs off a military attack aircraft. But from the response if you ever made one i think it would sell !!

jeanfran wrote:

开云体育

Michael you have blown me away.......

Gosh I just can't wait to get one of these, I always wanted more
respect when flying in the circuits. Imagine flying one of these
along
the Gold Coast next to the Hi-Rise bldgs.

Landing on Surfers Beach and pushing the Girls off...

The Classified image shows it as being Red, a great color for not
being seen, my preference would have been stealth black.

Order me one right away Michael...


Cheers Peter








In X-Air_Ultralight_Aircraft@..., Michael Coates
<xair@m...> wrote:

X-AIR AUSTRALIA – UNCLASSIFIED RELEASE

X-AIR AUSTRALIA PRESENTS THE LATEST EVOLUTION OF THE X-AIR, THE

LIMITED

EDITION "X-AIR COMBAT" LIGHT ATTACK and SURVEILLANCE

AIRCRAFT
FEATURING

LOW COST AIRBORNE WEAPONS AND SENSOR PLATFORM FOR LIMITED CONFLICT
SITUATIONS, WITH THE WEAPONS SYSTEMS TOTALLY DESIGNED AND TESTED IN
AUSTRALIA.

SUMMARY
This brief information overview describes a small, low cost aircraft
system that has been designed specifically to provide low cost
air-to-ground firepower and surveillance support in many armed

conflict

situations.
The design and operation of this aircraft has been kept simple to

allow

pilots and support crew to be taken from the ranks of local military
personnel. A sound and simple support and maintenance system is

used to

guarantee that aircraft in service have the maximum utilisation

factors

at the lowest possible total cost of operation.
True military performance is available with this aircraft type,

with
a

lightweight but strong airframe and high power engine system, giving
power-to-weight ratios higher than many military aircraft types.
Mission accomplishment and survivability are important factors that

have

been optimised in the aircraft design.
The "X-AIR COMBAT" has been designed to carry the link-feed

version
of

the Boeing Apache Helicopter M230 30mm cannon firing at 200 rounds

per

minute, including capacity for carrying up to 300 rounds of

ammunition.

A wide range of rack-mounted ordnance loads can be carried, using
standard NATO 14-inch hard point mounts.
The very low total system cost permits large numbers of these

aircraft

to be utilised, providing dominance in this segment of battle.
Quantity production deliveries are available within a short

turnaround

time.
DESIGN FEATURES OF THE "X-AIR COMBAT"
COST -A major design philosophy of the "X-AIR COMBAT" is

the
requirement

to effectively deliver airborne firepower and provide a surveillance
platform in the low level conflict setting at the lowest possible

total

cost. This low cost has been carried through the entire acquisition,
training, maintenance and operation phases.
PORTABILITY - The "X-AIR COMBAT" is designed to be road

portable,
using

a standard truck or small trailer. This allows the aircraft to be
carried along with the patrol or unit it will support. The newly

devised

wing-fold system does not require any control system disconnects.

STOL - Short Takeoff and Landing allows the "X-AIR COMBAT"

to be

deployed from a small field or short stretch of road. Its rugged

landing

gear is designed for rough terrain.

SURVIVABILITY - The "X-AIR COMBAT" has been designed for

maximum

survivability within the constraints of its design type. Its small

size

makes it difficult to see at even close ranges. Its high agility
contributes significantly to its survivability. Ballistic

protection
can

be provided in the composite fuselage pod to protect the pilot,

power

system and a reserve fuel supply from small arms fire. Most control
systems are redundant; the aircraft can be controled by moving the
payload or body weight. A ballistic parachute is available that can
lower the entire aircraft and pilot to the ground if it is heavily
damaged. The 4Km standoff range of the M230LF 30mm cannon outreaches
most ground fire and greatly enhances aircraft survivability.

MAINTAINABILITY - The "X-AIR COMBAT" uses the simplest

construction
with

standard aircraft aluminium for its main structure and fabric for

its

skins. Service can be performed in the field using its Line

Replaceable

Unit (LRU) capability. High skills are not required for service.

TRAINING - A specially produced two-place trainer derivative of the
"X-AIR COMBAT" is available that uses the same airframe

without the

weapons ordinance. Both the Single place "X-AIR COMBAT" and

two
place

training versions are easy to fly and do not require academy

graduate

skills to pilot. Training from ground school to skill levels

suitable

for most one way military missions can be accomplished in less than

25

hours.

FUEL AND OIL - Ordinary auto gasoline and two-stroke oil can be

used
for

the "X-AIR COMBAT". Supplies can be procured from the

nearest
automotive

filling station or captured civilian motor transport.

SIMPLE & RUGGED - The "X-AIR COMBAT" has been designed for

misuse
and

mishandling by inexperienced personnel. It is simple, tough and

rugged -

like a "whore of the air".

ORDNANCE LOAD - The "X-AIR COMBAT" is beefed up and can

normally
carry

250kgs of ordnance in addition to the pilot and fuel (or up to

400kgs

with reduced performance) in the form of machine guns, hard
point-mounted rockets, bombs, etc., or the optional MDHC M230LF 30mm
automatic cannon.
PHYSICAL CHARACTERISTICS
The "X-AIR COMBAT" has been designed as the smallest

possible
aircraft

that can still fulfil its intended mission. The pilot's cockpit

area
has

been made large enough to comfortably house the pilot, necessary

flight

instruments, armaments controls, sensor control systems, and radios

for

the mission. All unnecessary size, weight, and therefore cost has

been

eliminated, doors are optional.

The engine system for the "X-AIR COMBAT" was engineered to

provide
the

following features:
1. Reasonably low initial cost
2. Low stress and high reliability
3. High power, and high power-to-weight ratio
4. Ease of maintainability by local personnel
5. Line Replaceable Unit (LRU) capability
6. Capability of using regular automobile fuel
7. High service life to maintenance ratio
8. Minimal carburettor ice considerations
9. Multiple sources for all component parts

The fuel injected – nitrous fed Rotax 618 water-cooled engine

is
based

on the proven Rotax engine design. The parts used in the engine are
special high performance units designed primarily for continuous

duty at

high rpm for professional Jet Ski racing. The fuel induction system

is a

mechanical constant-flow port fuel injection system designed for
aircraft use. These parts are stressed to only a fraction of their
capability at the 6000 normal rpm of the "X-AIR COMBAT".

The engine

produces 145 horsepower at 6000 RPM.
REDUCTION DRIVE AND PROPELLER
The reduction drive system for the "X-AIR COMBAT" is a

proven oil
bath

gear reduction unit. A ratio of 3 to 1 is used to reduce the engine

RPM

range to that suitable for the propeller. The propeller used
variable-pitch 3-blade carbon fibre unit of 68 inches diameter. This
multi-bladed variable-pitch prop can satisfy the special

requirements of

low noise and increased thrust over the wide speed range.

"X-AIR COMBAT" PERFORMANCE
The "X-AIR COMBAT" has a weight-to-power ratio ranging from

4.0

pounds/horsepower with pilot and fuel, 5.0 lb/hp at mid-ordnance

weight

of 250kgs and 6.5 lb/hp at maximum ordnance weight of 400kgs.
Climb rates at sea level are up to 4000 feet/minute with pilot and

fuel,

2500 ft/min at 250kgs ordnance load and 1500 ft/min at 400kgs

ordnance

load. Takeoff ground roll is as low as 50 ft with pilot and fuel,

150 ft

with 250kgs-ordnance load and 300 ft with 400kgs-ordnance load.

Maximum

level speeds are approximately 185 knots with pilot and fuel, 165

knots

with two external hard points loaded and 150 knots with four

external

hard points loaded. Maximum dive speed is approximately 350 knots

when

the wings are retracted. Range with standard fuel is approximately

690

miles (1110 Km). On-station loiter time at reduced power setting is

up

to 12 hours. Safe loiter speeds are between 35-55 knots depending on
payload weight. Additional fuel for increased loiter time can be
provided in exchange for reduced ordnance load. Limit G loads are

+/- 8

with pilot and fuel, +/- 5 with 250kgs ordnance load and +/- 4 with
400kgs ordnance load.
ELECTRICAL, COMMUNICATION & NAVIGATION SYSTEMS
A 1000 watt 12 volt electrical generating system is installed on the
"X-AIR COMBAT". This system has sufficient capacity to

operate all

ordnance systems, most sensor systems, radios, aircraft lights and
electrical systems.
A basic airborne navigation system can be installed when travel

from
a

forward operating base to the point of action is required.

Communication

systems can be installed to talk directly with ground troops and air
traffic control. Additional satellite downlink data and telemetry
transmitters can be installed for sending data received by airborne
sensors.
MCDONNELL DOUGLAS M230LF CANNON INSTALLATION
The "X-AIR COMBAT" aircraft has been structurally designed

to accept
the

installation of the McDonnell Douglas/Boeing (MDHC) M230LF 30mm

cannon.

In a cooperative venture with MDHC, the "X-AIR COMBAT" has

been

strengthened where necessary to accept the peak and average recoil
forces of this gun. Space has been provided at the aircraft centre

of

gravity to carry up to 300 rounds of 30mm shells for the gun.

THE MDHC M230LF AUTOMATIC CANNON is the same gun that is fitted

under

the nose of the Apache helicopter, but has been modified to use
simplified link feed rounds instead of the complex linkless feed

system

used in the helicopter installation. The linked shells are stored

on
a

circular drum holding up to 300 rounds in the "X-AIR

COMBAT" to
provide

reliable feed under all aircraft attitudes. The gun has the

externally

powered motor driven firing action of the popular MDHC chain gun

family

of guns. This action can fire single rounds or continuous fire up

to
200

rounds per minute.
The MDHC 30mm cannon represents the latest technology for this

class
of

weapon as fitted to light aircraft and helicopters. The

gun-installed

weight is approximately 73 Kg with the longer 60-inch barrel. The

peak

recoil for each round is less that 209 Kg and the average recoil at

the

maximum firing rate is less than 200 pounds (90 Kg). These loads are
well within the capability of the "X-AIR COMBAT" structure

and
flight

characteristics. The M230LF gun is mounted on the right side of the
"X-AIR COMBAT" aircraft at the high strength junction of

the jury
struts

and the leading edge spar. The concentration of strength at this

point

is several times stronger than that required by the gun reactions. A
special guide plate extends below the wing to guide the spent

casings

and clips past the tail. Torque moments on the aircraft produced by

the

gun average recoil are relatively small and easily corrected by

large

movements of the aircraft's control surfaces. The lightweight,
aluminium cased, medium recoil 30mm ammunition includes three types

of

rounds: M 789 High Explosive Dual Purpose (HEDP), M 799 High

Explosive

Incendiary (HEI) and M 788 Target Practice (TP). The gun is also
interoperable with the English ADEN and French DEFA 30mm rounds

that
can

be found in the inventory of 37 countries around the world. The

M230LF

firing M 789 HEDP rounds provides an order of magnitude improvement

in

firepower over .50 calibre and 20mm weapons. Due to the

ammunition's

shaped charge design, -5-. The armour penetration of up to 4 inches
(10cm) is independent of range. The M 789 round has demonstrated
outstanding capabilities out to 4,000 meters. In addition, it has a
lethality radius of 23 square meters when engaging personnel in the
open. With this multi-mission capability, the M 789 enhances
survivability by providing a longer and safer standoff range than
comparable combat support weapons.
The M 799 HEI round is ballistically matched to the M 789 and has
demonstrated live explosive firings out to 2,000 meters. Terminal
Ballistic Tests against armoured personnel carriers have exhibited
excellent after-armour results. Similarly, tests against soft truck
targets, aircraft structures, and reinforced brick wall bunkers have
displayed the same excellent effects. A typical installation of the
M230 gun on the "X-AIR COMBAT" consists of the gun and

mounting
system,

electronics control system and cables, and ammunition drum and feed
guides. With 200 rounds of ammunition, the total installed weight is
approximately 390 pounds (177 Kg). The 200 rounds are adequate for

most

typical short-range missions of the "X-AIR COMBAT". This

leaves more

than 45 Kg available for additional forms of ordnance if needed and
still remain within the optimum performance 227 Kg ordnance load

limit

of the "X-AIR COMBAT".
7.62mm MACHINE GUN INSTALLATION
7.62 mm machine guns of the M60 type can be installed on the leading
edge of each wing just inboard of the wing / jury strut point on

each

side of the pilot's pod. Ammunition storage is in each wing

rear of
the

leading edge. Provision is made for catching spent casings to

prevent

them from going into the tail. Because of the short mission time of

the

"X-AIR COMBAT", 500 to 1000 total rounds would normally be

carried.
The

7.62 machine gun installation can be supplied in a custom inner wing
assembly that can be interchanged and replace the normal inner wing
assembly.
2.75 INCH (70 mm) ROCKET INSTALLATION
A very effective hard-point mounted ordnance for the "X-AIR

COMBAT"
are

70mm rockets carried in 7-shot rocket launching pods. These

rockets,
and

other similar rockets, provide heavy firepower to ground targets at
reasonable aircraft standoff ranges. A typical installation would

have

two 7-shot rocket pods mounted on the two wing-mounted hardpoints,

still

allowing for excellent aircraft flight performance.
The total system includes fourteen MK66 rocket motors with

warheads,
two

7-tube Universal Launchers, and an Armament Management System, plus
wiring and connectors. The total installed system weight with

rockets,

ready to fire, is approximately 125kgs. This is an ideal ordnance

load

weight for the "X-AIR COMBAT", providing high firepower

with high

aircraft performance. MK4 or MK40 rockets can also be used.

OTHER HARD POINT MOUNTED ORDNANCE
The "X-AIR COMBAT" can carry most standard rack-mounted

ordnance, as

long as the ordnance weight is within the limits specified.

Examples
of

ordnance that can be carried are: LAU-32 Rocket Pods, SUU-11 7.62mm
Minigun Pod, MK81 General Purpose Low Drag Bombs, XM13 Grenade

Launcher,

MK122 Fireye Fire Bombs, etc.
ORDNANCE AIMING AND ACTIVATION
ORDNANCE AIMING
Ordnance boresight aiming is by the use of a simple optical

compensating

gun sight system projected onto the standard X-Air windscreen,

commonly

known as a heads-up display. This standard gun sight is focussed at
infinity and can be adjusted for pilot height and elevation angle.
ORDNANCE CONTROL PANEL
An ordnance control panel can be installed in the cockpit that

allows

for selection of ordnance to be fired, such as machine guns and/or
hard-point stores. Selection is provided for the firing or dropping

of

rack-mounted ordnance as desired. A guarded arming system and a
mechanical override release system is used.

"X-AIR COMBAT" SURVIVABILITY

"X-AIR COMBAT" COUNTERFIRE SURVIVABILITY FACTORS
The "X-AIR COMBAT" has the capability of providing

excellent
protection

against return small arms fire. The Kevlar/glass composite pod can
optionally be reinforced with additional Kevlar material to absorb

the

energy from small arms hits, in the same way as a military personnel
flack jacket. Similarly, a thicker 6mm lexan windshield can be

used
to

deflect return fire as does a riot police shield made of the same
material.
Should sufficient damage be done to the rest of the plane to

destroy
its

flying ability, a ballistically deployed parachute is optionally
available that can lower the entire plane to the ground safely.
Ballistic parachutes of this type are currently available for

aircraft

of this weight and speed. Because of its rocket deployment, the
ballistic parachute is effective a quite low altitudes. Protection
against in-flight fire is obtained by the use of a centrally

operated

Halon fire extinguisher system. This can suppress most fires

generated

in the engine compartment. The aircraft can be controlled safely up

to

the point when major structural damage occurs from the fire,

usually
in

time for a safe emergency landing. In the event that pilot bail-out

is

required, immediate propeller separation is achieved by activation

of

the machine gun at full throttle whilst aimed at the propeller

Mission survivability is enhanced by the construction nature of the
"X-AIR COMBAT". The plane can be flown controllably with

the entire

rudder or aileron system disabled. The dual sleeved boom retains
sufficient structural strength with the main boom tube almost

completely

severed. The method of control system connection uses push-pull

cables

in wound steel jackets that are highly resistant to damage from

small

arms fire. These are doubled up in the elevator control system so

that

partial damage will not result in control loss. One of the most
important survivability factors results from the use of the

McDonnell

Douglas M230LF 30mm cannon or equivalent long range standoff

firepower.

This weapon has a maximum range of 4000 yards and is accurate

enough
at

3000 yards to provide almost total area suppression of return fire.

At

this range, most return fire from the ground is ineffective.
SURVIVABILITY ANALYSIS
A preliminary Survivability Analysis of the "X-AIR COMBAT"

has been

performed by computer simulation and examination by experienced
personnel, with the following comments:
THREAT DESCRIPTION
The "X-AIR COMBAT'S" mission is to provide indirect

fire support for

Counter Insurgency, Special Operations, Low Intensity Conflict, and
Anti-Drug Operations. In most of these situations, the aircraft can

be

expected to encounter small arms, 30/50 calibre AAA guns, and
MAN-Portable Air Defence Systems (MANPADS), such as the SA-7/14 or

even

the U.S. Stinger. Afghanistan is a relevant example of the

lethality
of

these cheap but effective air defence systems. The "X-AIR

COMBAT"
may

also encounter helicopters armed with IR air-to-air missiles.

EXPECTED SURVIVABILITY
Survivability is a function of susceptibility - the degree with

which

the vehicle can avoid an engagement (missile launch or AAA fire),

and

vulnerability - the ability of the vehicle to withstand an

engagement

given a missile or AAA firing.
Aircraft factors affecting susceptibility include: signatures (Radio
Frequency, Visual, Infrared, and Acoustic), speed, altitude, and
manoeuvrability. Susceptibility reduction versus the expected

threats is

designed into the "X-AIR COMBAT"
The "X-AIR COMBAT" small size increases the difficulty to

visually

acquire and engage it.
The expected low IR signatures reduce its susceptibility to

MANPADS.
The

IR signature can be reduced even more by routing the exhaust

through
the

main boom and adding an air dilution system.
Exhaust baffling and a wide chord, low speed variable pitch

propeller

can enhance the aircraft's acoustic signature, increasing

surprise
and

reducing threat reaction time.
The "X-AIR COMBAT" agility, relatively low speed, and good

visibility

allows for Nap Of the Earth (NOE) tactics, reducing its exposure to

all

threats.
The range of the MDHC M230LF cannon (when fitted) will allow the

"X-AIR

COMBAT" to engage targets outside the effective range of small

arms

fire.
When appropriate, the "X-AIR COMBAT" can use its high

rate-of-climb
to

quickly get above the effective altitude (1500 feet) of small arms.
Factors affecting physical vulnerability include: vulnerable area
(engine, fuel, controls and pilot), manoeuvrability, and

countermeasures

(flares). Here too, the "X-AIR COMBAT" has designed-in

features to

improve survivability in those cases where it is susceptible:
The "X-AIR COMBAT" engine, pilot, and critical components

(fuel, oil
and

cooling systems, electrical, etc.) are all contained within the
optionally available ballistic protected fuselage pod.
Flight controls have large control surfaces and redundant control
cables.
Available acceleration in all flight regimes has the potential to

induce

large missile miss distances.
If necessary, there is sufficient space on the aircraft to install a
simple flare dispenser system.
The ballistically deployable parachute can lower the entire aircraft
safely to the ground, ensuring that the pilot, and in many cases the
aircraft, will survive to fly another day.

FIELD DEPLOYMENT
The "X-AIR COMBAT" has the capability of being deployed in

the
field,

along with the fighting unit it will support. It can be transported
along ordinary roads inside a military truck or custom trailer.
Importantly, the trucks carrying these aircraft can be enclosed or

fully

covered with a tarpaulin, completely hiding the aircraft from casual
view by unauthorised personnel. Set-up of the "X-AIR

COMBAT" from
its

folded position can be done by a single person in less than ten

minutes.

No loose parts are required for the plane's assembly,

preventing the

loss of critical parts when the aircraft is needed most. Aileron and
flap controls are permanently connected during folding and are

ready
for

flight immediately. Takeoffs and landings can be made from the

roadway,

or a nearby field. The short takeoff distance allows takeoffs and
landings in confined places.
OPERATIONAL FIELD SUPPORT
A small service truck van can support several "X-AIR

COMBAT"
aircraft.

This vehicle can be equipped with fuel, emergency spares, and

ordnance

supplies for its aircraft. This service vehicle is manned by a

single

support technician, whose job it is to keep his aircraft flying and
equipped.
FORWARD OPERATING BASE DEPLOYMENT
In some situations where distances are not great, a more efficient

use

of the "X-AIR COMBAT" resources can be achieved by

deploying many

aircraft from a single forward operating base. The "X-AIR

COMBAT"
can

remain on stand-by, ready for action, fully armed and ready for

flight.

Extra fuel tankage can be provided for allow for the greater flight
distances involved. The "X-AIR COMBAT" relatively high

speed
capability

compared to other small aircraft reduces the flight time from the
forward operating base to the point of action.
"X-AIR COMBAT" LOITER CAPABILITY
The "X-AIR COMBAT" has excellent specific fuel consumption

at part
and

low throttle settings. At relatively light ordnance loads the plane

can

remain airborne at very low horsepower settings. Fuel burn rates of

less

than 10 litters per hour are possible at loiter. With a normal fuel
load of 150 litres, loiter times of up to 7 hours are possible. This
capability can be used for patrolling a sector, or standing by for a
call from the ground troops for support. This loiter capability

retains

control of the local airspace and has the effect of inhibiting many
types of offensive ground actions by the enemy.

"X-AIR COMBAT" MISSION SPECTRUM
The "X-AIR COMBAT" is designed to fit into missions that

are between

those of a helicopter and those of a turboprop airplane. Missions

ideal

for the "X-AIR COMBAT" include small military actions,

counter

insurgency activities, border patrol and interdiction, and counter
narcotic activities.

FACTORY SPARE PARTS AND SERVICE SUPPORT
The spare parts requirements for the "X-AIR COMBAT" are

minimised

because of the simple construction of the airplane. X-Air Australia

is

committed to providing the parts and service required keeping the
maximum number of "X-AIR COMBAT" aircraft flying. Adequate

maintenance

stocks, plus quick turnaround of factory parts orders will assure
adequate spare parts availability anywhere in the world.
PILOTS AND TRAINING
"X-AIR COMBAT" FLYING QUALITIES
The "X-AIR COMBAT", even with its higher horsepower and

speed, has
been

derived from a simple easy-to-fly low horsepower sport aircraft. The
stall is straightforward and the spin is easily recovered. Landings

and

takeoffs are uneventful, with good control in high crosswinds. The
control response is immediate, with excellent acceleration rates in

all

axes, but with docile response for beginning pilots.
CURRENT PILOT TRANSITION
Current pilots can transition easily to the "X-AIR COMBAT".

Pilots
from

all backgrounds, including general aviation private pilots,

transport

pilots and military jet pilots can fly the "X-AIR COMBAT"

with only
a

short briefing.
CERTIFICATION BASIS
The "X-AIR COMBAT" has been derived from a line of aircraft

that has

been in continuous production for more than 8 years. These aircraft

have

been manufactured in India. Several of models of these aircraft

have

been certified to a type-certification standard called BCAR (British
Civil Air Regulation), Section S for light aircraft. This

certification

standard, or similar JAR22 standard, examines and proof tests for
aircraft structural strength in all areas and demonstrates aircraft
flight safety and stability.

Finally we have aircraft available for immediate delivery to non

NATO

countries, NATO countries can make application through their

respective

Department of Defence or through their local Australian Consulate.

At

the time of this release we have been restricted in selling the

armed

versions of the "X-AIR COMBAT" in Fiji.

Further details and pricing can be obtained by contacting the

author.