开云体育

Hello Byron, it is the main fuselage tube. You can just measure straight behind the engine or just in front of the seats...?? the fuselage boom tube towards the back can have a very slight angle so I always measure between the front and the rear of the cabin on the bottom of the fuselage tube. I hope this helps

The operation and maintenance manual for my X-Air Standard simply says that weight and balance weighing must be done with the aircraft level.  It does not state what reference surface is used to establish whether or not the aircraft is level.  I am guessing that it is either the main structural tube or the cockpit floor.  They appear to be parallel so either one gives the same result.  Does anyone know of any official information as to what reference surface is to be used to establish level for these measurements?

Thanks.
Byron Jones

-- 
With regards,    Michael Coates

AU +61 7 5522 0583


mailto:mcoates@...


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.

The operation and maintenance manual for my X-Air Standard simply says that weight and balance weighing must be done with the aircraft level. It does not state what reference surface is used to establish whether or not the aircraft is level. I am guessing that it is either the main structural tube or the cockpit floor. They appear to be parallel so either one gives the same result. Does anyone know of any official information as to what reference surface is to be used to establish level for these measurements?

Thanks.
Byron Jones

开云体育

Thank you for doing this, i am sure it will get used !

I have a Hanuman/Hawk with a Jabiru 2200 engine on it. Not being its first owner, I ran into a problem, specifically, one of the previous owners had lost the intake airbox and replaced it with a section of scat hose which was then run to a filter. This worked fine for several years, but as the hose has aged, it has become problematic.

Doing some looking online, I realized that the factory designed an airbox that fits in the tiny space between the carb and the firewall, that I did not have. I know that the best solution would be to purchase an airbox from the factory, however, I have not been able to get a response from them for several years. As such, I took it upon myself to address the issue and designed and 3d printed an airbox and intake pipe for the plane. I then printed it in a high-grade engineering nylon. So far, it seems pretty good; it's very light too.

Obviously, this falls squarely in the territory of experimental aviation, but it occurred to me that I might not be the only person who had this problem or could use this, so I published the files on thingiverse for anyone to use.


I realize that no one else in the group might need or want the files, but on the off chance someone did, I figured I'd let you guys know in case it helped anyone else.

-- 
With regards,    Michael Coates

AU +61 7 5522 0583


mailto:mcoates@...


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.

开云体育

开云体育

Hello, we ran the 618 engine for years and years basically without any problems. If you let them warm up properly before you go hurtling down the runway they seem to last forever. Every 200 or 300 hours the power valve would need cleaning because of carbon deposits but this only took about 10 minutes to complete so it was a nonevent. All of the ones that we sold had the oil injection and never gave any problem provided you kept oil in the tank. There is much more chance of a person forgetting to mix oil into the fuel properly than the oil pump to stop working. Just look at all of the millions of outboards with oil injection going for 100 years without any problems.

The only time we found problems with 2 strokes was when people started to play with them, change the jetting, change the air cleaners or do other things to get better performance, better fuel economy and everything else they perceived they could fix/repair. If you kept them totally standard they would work perfectly. If you started to play because you thought you could do things better than Rotax then it started to cause difficulties for the engines.

The biggest advice I give anybody is to make sure the engine is completely heat so before you go flying, my recommendation was to warm the engine up, jump out and go for a pee or whatever else you needed to do and then jump back in and go flying. This gave a chance for the heat to go through the entire engine and warm everything up properly, this is the best advice I can give for a long engine life. Many thanks Michael

Hey All. Recently I purchased an x-air Standard with a rotax 618 engine. I just wanted to ask, I’ve heard different stories about their reliability as opposed to the 582 engines that are common on these aircraft. I’ve heard that the 582 is fairly reliable. But I’ve heard differing opinions on the 618 engine. I know mine does not have a cylinder head temperature gauge, but does have a exhaust temperature gauge. The aircraft and engine only have 82 hours on them, however the whole thing is 24 years old. And at this time, I do not have the money or time to have the engine overhauled. So I would like to run on condition if possible. I believe this should be okay. But I just want to know if anybody else owns a similar aircraft and engine combination, if there are any problems I need to watch out for. I don’t use the oil injector, the person I bought the aircraft OFF removed it and told me I should premix the fuel. He also said it was a 50 to one ratio. So 200 mL for every 10 L of fuel. Although he told me to bump it up to 220 mL , for a little bit of extra protection. I did have the engine running once, but didn’t have it running very long. It sounded okay, and ran fine at idle and at reasonable rpm. But didn’t open it up to full power. Some people have told me that they need to be run wide-open. Others have told me that they can run to lean while climbing out and that causes them to burn out. I just would like to know the information about the engine and how to make it last as long as possible. I know of many people who have had 582s running on condition for over 1000 hours with great success. Hopefully the 618 can be just as reliable if you look after it right. Any information would be greatly appreciated. Also, in general, any general things to look out for with the aircraft in general. As this is my first time owning an x-air. I have heard that they are extremely low maintenance. But anything to watch out For or anything that I should do to make the aircraft last as long as possible would be greatly appreciated.

-- 
With regards,    Michael Coates

AU +61 7 5522 0583


PIPISTREL AIRCRAFT DEALER OF THE YEAR 2012
Winner of the EAA August Raspet Award 2012
PIPISTREL AIRCRAFT DEALER OF THE YEAR 2017

mailto:mcoates@...


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.

Hey All. Recently I purchased an x-air Standard with a rotax 618 engine. I just wanted to ask, I’ve heard different stories about their reliability as opposed to the 582 engines that are common on these aircraft. I’ve heard that the 582 is fairly reliable. But I’ve heard differing opinions on the 618 engine. I know mine does not have a cylinder head temperature gauge, but does have a exhaust temperature gauge. The aircraft and engine only have 82 hours on them, however the whole thing is 24 years old. And at this time, I do not have the money or time to have the engine overhauled. So I would like to run on condition if possible. I believe this should be okay. But I just want to know if anybody else owns a similar aircraft and engine combination, if there are any problems I need to watch out for. I don’t use the oil injector, the person I bought the aircraft OFF removed it and told me I should premix the fuel. He also said it was a 50 to one ratio. So 200 mL for every 10 L of fuel. Although he told me to bump it up to 220 mL , for a little bit of extra protection. I did have the engine running once, but didn’t have it running very long. It sounded okay, and ran fine at idle and at reasonable rpm. But didn’t open it up to full power. Some people have told me that they need to be run wide-open. Others have told me that they can run to lean while climbing out and that causes them to burn out. I just would like to know the information about the engine and how to make it last as long as possible. I know of many people who have had 582s running on condition for over 1000 hours with great success. Hopefully the 618 can be just as reliable if you look after it right. Any information would be greatly appreciated. Also, in general, any general things to look out for with the aircraft in general. As this is my first time owning an x-air. I have heard that they are extremely low maintenance. But anything to watch out For or anything that I should do to make the aircraft last as long as possible would be greatly appreciated.

Thank you very much for all your answers. If someone have pictures of the engine mount, will be great.

开云体育

Hi all,

开云体育

Ive not seen an X air standard with a 912 but I have a n Xair F with the 912, in fact mines was the development prototype in the UK.

The 912 does not give any performance advantage over a 2 stroke but you get a lot less gliding practice.

The modifications to the normal x air f to fit the 912 were:-

special engine mount where the engine sits further back than a 2 stroke. The oil reservoir is not in the wing but at the back of the engine
The front engine struts are the standard part but cut shorter.
Lightweight floor
Lightweight air suspension
Lightweight digital instruments
Lightweight wheels
The battery is shoved as far back in the tail as possible.


Rather than modify an xair standard, it would be far easier to modify an Xair F. There are plenty around with poor engines going cheap.

regards,

Jonathan

Jonathan Webb 

 

Thank you all for your information, we did the calculation and it can work. If it was already developed, we can buy it because 2T it is not an option anymore. It is an engine of the past, but X-air it is still an aircraft for the present. Of course it is needed to update, one of it the engine.
For sure not better performance because aerodinamic it is like it is, but consume and engine reliability.
We saw some pictures about, but if i understand right, it was never in production, right?
Other question, Randkar from france is it not working anymore?, also most of dealers of Xair disapear. Also in uk, Irland or India??
Thank you all for your quick response

Hello Greg and others. I did see a lot of standard model X-Air's in France fitted with the 912 which we used to tow huge advertising banners along the French coastline.

These worked really well with the 912 because the banner created so much drag it balanced the aircraft.

The 912? is definitely heavier than the Jabiru by the time you add all of the extras like the exhaust system, the oil tank etc. the 912 versions in France basically had the very rear of the engine touching the leading edge of the wing, they sat back a real long way and if they weren't towing a banner they required a lot of back stick just to fly straight and level; this is why I just wouldn't recommend the 912. Added to this is the fact that you need to store the oil reservoir inside the wing above the cockpit and this comes with its own problems when it comes time to change the oil etc...?? you will need to cut a hole in the wing nappy because the oil tank is too large to fit through the wing without opening the top. Also, the oil tank needs to sit above the main fuselage tube because there is not enough room between the large wing ribs at the end of each wing and the fuselage tube to fit the oil tank beside the main fuselage tube.

Hi, if you are meaning the original xair std that mostly had the 2 stroke engines on them thenI have tried to find the mount you are referring to (shown in the xair std manual as option) however no luck. I did ask Michael a good while ago and was informed they were never put into production. I also chased up Seamus in Ireland, wealth of knowledge but a difficult guy to contact at times, guess like us all very little spare time.

?

I don't agree with the too heavy statement, they are similar in weight to a Jabiru 2200 which I have on mine from first flight,? it balanced well in the middle range for the weight and balance calculations and flies very nicely. I have flown it for some quite long distances and it performs and handles very well and never any real trim needed.

?

However the Jabiru suffers with temp issues and after many years and 300hrs of flying trying different duct shapes came to the conclusion that the airspeed for the cruise rpm is just not sufficient.

?

I have been working with my local LAME and they are confident that they can modify a 912 rear mount onto the Jabiru mount.

?

The original Jabiru mount was supplied by Jabiru in Bunderburg.

?

At the moment I don't have much more I can give you as I haven't started on the mod, hopefully this is the year to get it done.

?

Cheers

Greg

?

On Wed, 15 May 2024, 8:01?am Michael Coates via , <mcoates=[email protected]> wrote:

Hello, your messages a bit confusing because in the subject you are referring to the Hanuman model but in the text body you are referring to the X-Air standard ?

The 912 is really too heavy for the standard model, requires a lot of modifications and really doesn't fly any good with such a heavy engine. You are much better off only using the 912 in the Hanuman model.

anavallemat@... wrote on 14/05/2024 10:28 pm:

i?m looking for the enginemount 912 80cv for X-air standard, anyone know how to find it? Thank you in advance

-- 
With regards,    Michael Coates

AU +61 7 5522 0583


PIPISTREL AIRCRAFT DEALER OF THE YEAR 2012
Winner of the EAA August Raspet Award 2012
PIPISTREL AIRCRAFT DEALER OF THE YEAR 2017

mailto:mcoates@...


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.

-- 
With regards,    Michael Coates

AU +61 7 5522 0583


PIPISTREL AIRCRAFT DEALER OF THE YEAR 2012
Winner of the EAA August Raspet Award 2012
PIPISTREL AIRCRAFT DEALER OF THE YEAR 2017

mailto:mcoates@...


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.

开云体育

Hello, your messages a bit confusing because in the subject you are referring to the Hanuman model but in the text body you are referring to the X-Air standard ?

The 912 is really too heavy for the standard model, requires a lot of modifications and really doesn't fly any good with such a heavy engine. You are much better off only using the 912 in the Hanuman model.

i?m looking for the enginemount 912 80cv for X-air standard, anyone know how to find it? Thank you in advance

-- 
With regards,    Michael Coates

AU +61 7 5522 0583


PIPISTREL AIRCRAFT DEALER OF THE YEAR 2012
Winner of the EAA August Raspet Award 2012
PIPISTREL AIRCRAFT DEALER OF THE YEAR 2017

mailto:mcoates@...


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.

i?m looking for the enginemount 912 80cv for X-air standard, anyone know how to find it? Thank you in advance

开云体育