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Adding an Oil Injection Cable to the standard X-Air Cables
I have attached to this message and also posted in the files section
under 'oil cable' a series of photographs which show how we add an additional cable to the standard X-Air cable assembly. This allows for the installation of the Rotax Oil Injection unit. The whole process is quite simple and the only important part is to make sure the swage is done properly with a proper tool. To save all the experimentation you need to cut the outer cable to 550 mm and the inner cable to 680 mm. These are the correct lengths to fit without any problems. I use a knurled adjuster and a cable from a push bike shop. Thanks Michael X-Air Australia |
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Battery Carrier Photograph
As promised about a week ago i have attached a photograph of the battery
carrier we use in Australia, it is attached to the main fuselage tube with either cable ties (zip ties) or with super clamps (special industrial hose clamps). The breaking strain with each cable tie is 54 kg's and we use 6 of them, so it will never come off. Not shown in the photograph, we attach the battery into the carrier using cable ties to hold it in, i drill two holes on the vertical strap on each side of the holder and thread cable ties into them, when tightened it pulls the battery back into the holder. The inside of the holder is lined with rubber so it is a nice tight fit. We have never had a cable tie break or had a battery come loose. When fitting the battery for the first time just lay it in loosely as we move it up and down the tube to get the Center of Gravity correct, once it's in the right spot mount it permanently. I do not recommend bolting or pop riveting the carrier to the main tube as this may weaken the aircraft. I hope this information helps Thanks Michael Coates X-Air Australia |
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New member + Xair Boxer
Hi,
Great to have this group up and running, I am Seamus from Xair Ireland. Been flying & Building Xair's now for 2+ years, and are currently working on fitting BMW R100 4 stroke Boxer engines to our Xair's here in Ireland. We have just finished the engine mount and will be doing the required load testing / proofing next week. For those who don't know the R100 is a 1000cc horiz. opposed twin cylinder motor bike engine. The R100 Boxer is well known for it's reliability and the 'bottom end' is second to none. In standard form puts out 70hp, but when you twin plug it and Gas flow the heads in comes out around 80hp. weight is around 70kg complete. Some feel it might be a bit heavy, but the Xair seems to like flying with it's nose down!! Will post some pictures and more info as time goes on. Seamus O'Donnell Xair Ireland www.esatclear.ie/~xair |
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Australian Service Bulletin
It has been brought to our attention that one aircraft in Australia has
had Carbon Monoxide entering the cabin during operation. Carbon Monoxide
is potentially deadly and we recommend the following to remedy the problems.
1. Put an extension onto the exhaust exit to direct the exhaust gases
away from the
2. Plug the rear of the fastback with foam to prevent a venturi effect
sucking
3. Fit a Dead Stop Carbon Monoxide detector in the cabin (cost $12 approx)
to
It must be noted that the fumes will only enter an aircraft which has had doors fitted and had extensive sealing work around the pod, front wheel, fastback and windscreen, It will not affect an aircraft without doors or an aircraft which has had the doors fitted as per the standard assembly instructions. This problem will not affect aircraft which have the straight back exhaust systems, it will only affect owners with the 618 wrap around exhaust as shown in the photograph on the below left. I would be appreciative of any feedback from owners who may have experienced similar problems so we can advise the factory. Thanks Michael Coates
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Re: Setting up the Ailerons Properly
Michael Coates
Bill Magrini wrote:
Thanks Michael.Move the Ailerons up and you will have a different plane.... as for the bottom battens, i did not have any trouble, guess its from my hang glider days. There are two bottom battens in each wing i always put then in to get them started by inserting them into the pocket upside down, when the batten is in about 15cm (6") turn them 180 degrees and insert all the way once in push them sideways and allow them to sit firm in the pockets away from the sail opening. They should go in fairly easy..... something which will help if they are really tight is to spray a little bit of silicone spray on them just before insertion and by doing this they slide in much easier. Thanks Michael |
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reply to Peter Miller.
d n peatey
Peter we have recently sold our XAir & have a new one nearly ready to go, we
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were so impressed with the other one that a new one was the way to go.We had doors on the last one as will the new one.We still have not flown to Hobart yet but hope to when we get the new one flying which should be in the next two weeks.The new on will have a 618 & the colour is orange & black " very nice".Good to hear from you Peter &thats about all for now regards Darrel. ----- Original Message -----
From: <pmiller@...> To: <X-Air_Ultralight_Aircraft@...> Sent: Friday, June 16, 2000 8:21 PM Subject: [X-Air_Ultralight_Aircraft] X-AIR CENTRAL Re: Another new member --- |
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Re: X-AIR CENTRAL Hello all
Ted Clement
Bill, I talked to you by phone couple months ago but have been unable to
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get thru on your email address. Am trying again. Regards. At 03:54 AM 6/17/00 +0000, you wrote:
Hi, |
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Re: X-AIR CENTRAL Re: X-Air F not climbing
Michael Coates
magriniw@... wrote:
Yes, the gearbox was in the up position, plus I had a tad bit of downI have found when setting up the ailerons, which is very important to have right, that the best way to do it is really with three people. Position the stick centrally and tie in place, tie it firm because it's easy to move the position when adjusting the ailerons. Using one person on each wing, go to the outboard location where both the struts connect to the wing and put a good straight edge in there - wedged hard against the leading and trailing edges. You can now use these secure straight edges (piece of timber etc..) to adjust the position of each aileron. The factory recommends touching each straight edge but our preference is to have them raised about 1 cm (1/2 inch) i find the plane flies a little faster and seams to be very neutral in all aspects of flight. If they are adjusted down to touch the rulers the plane seems to yaw a little bit in the turns, adjust them up and it doesn't. Finally, don't forget to safety wire the turnbuckles using a standard figure 8 wiring method. Your done !! she should fly perfectly balanced and without any vices. Thanks Michael |
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Re: X-AIR CENTRAL Hello all
Bill Magrini
Hi Ted,
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My email address is magriniw@... Call or write if I can help. Regards, Bill -----Original Message-----
From: Ted Clement <mlclement@...> To: X-Air_Ultralight_Aircraft@... <X-Air_Ultralight_Aircraft@...> Date: Sunday, June 18, 2000 1:14 AM Subject: Re: [X-Air_Ultralight_Aircraft] X-AIR CENTRAL Hello all Bill, I talked to you by phone couple months ago but have been unable to |
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Re: X-AIR CENTRAL Re: X-Air F not climbing
Bill Magrini
Thanks Michael.
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So the trailing edge of the aileron will be up just slightly (1 cm)? Now mine are just a tad down (1 cm) and I do notice a fair amount of yaw in turns. Regards, Bill PS How does one get the bottom rib battens secure inside the sailcloth. The tops went in fine, but the bottoms are hard to get in. Am I doing something wrong? There are a few difficult things like this that the manual doesn't cover at all. -----Original Message-----
From: Michael Coates <xair@...> To: X-Air_Ultralight_Aircraft@... <X-Air_Ultralight_Aircraft@...> Date: Sunday, June 18, 2000 12:55 AM Subject: Re: [X-Air_Ultralight_Aircraft] X-AIR CENTRAL Re: X-Air F not climbing magriniw@... wrote:easyYes, the gearbox was in the up position, plus I had a tad bit of downI have found when setting up the ailerons, which is very important to have to move the position when adjusting the ailerons. Using one person on eachin all aspects of flight. If they are adjusted down to touch the rulers thedoesn't. figure 8 wiring method. |
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Re: X-AIR CENTRAL Re: Engine Brackets
Tony Stiller
What are there any restrictions/requirements necessary for a manufacturer to have when looking for a manufacturer?
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cheers Tony At 12:17 PM 6/17/00 +0000, you wrote:
Just to clear up the information about the engine brackets. Bert |
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Re: Engine Brackets
Michael Coates
Just to clear up the information about the engine brackets. Bert
Floods has agreed to design a bracket which will fit the Rotax 912, if and when we start ordering 912's for our aircraft. Our conversation went something like, if you can come up with an engine mount to suit our aircraft then i think more customers would consider a 912. I dont think Bert Flood's would like to put the work into a bracket if it's to be used on an opposition engine. I will do two things. 1. Ask the factory in France for more information on their mount, and who made it, can we have drawings etc... and 2. Put the word out to find a suitable person to fabricate a new mount specifically to suit the Jabiru and Rotax 912 engines. There are that many planes out there now flying around Australia i am sure if either engine importer got there act together and did a mount then their engine would sell in reasonable numbers. Every customer asks the same question.... Can i put a 4 stroke on the X-Air ? and why wont the Jab or 912 bolt straight on !........ if it was as easy as saying the Jab/912 will fit with the optional $300 engine mount then i am sure they would buy them. Easy way....... find someone who can design a mount and do some welding. Thanks Michael |
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Re: X-AIR CENTRAL Re: Engine comparisons.
Tony Stiller
Hi Peter
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I asked Michael what the cost is but he seemed to think that Jabiru should could up with a bracket, why I dont know as a manufactured bracket is simply that, a manufactured bracket which if suitable for a rotax is equally suitable for a Jabiru. My suggestion is to ask Michael like I have done. If there is no success I will contact Bert Flood myself for availability and price. cheers Tony At 10:45 PM 6/17/00 +1200, you wrote: Hello Tony, |
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Re: X-AIR CENTRAL Re: Engine comparisons.
¿ªÔÆÌåÓýHello Tony,
?
Saw your message re 912
bracket. Do yo know how much Flood wants for it?
Appreciate your
advice.
?
Cheers,
?
Peter
Stuy |
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Re: X-AIR CENTRAL Re: Engine comparisons.
Tony Stiller
Hi Gordon
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I have a 2.2 Jabiru on my Xair and suffers on climb due to the thrust line, however Bert Flood has manufactured a replacement bracket for the Xiar to take the 912 and I am trying to get hold of one of these brackets to fit to my Xair so I can lower the thrust line and improve the climb rate. The engine bracket made by Jabiru for the 2.2 bolts directly into the provided holes on the plate for the rotax engine, so I see no need for Jabiru to make up another bracket if one has already been constructed by Bert Flood. My Xair with the 2.2 Jabiru cruises at 65 knots on 2800 rpm making the 4 stroke engine very quiet, safe and reliable to fly. cheers Tony At 12:14 AM 6/17/00 +0000, you wrote:
--- In X-Air_Ultralight_Aircraft@..., Gordon Bailey |
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Re: Engine comparisons.
Michael Coates
"Peter Stuy" <pstuy@x>
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wrote: ----- Original Message -----
From: xair@m... To: X-Air_Ultralight_Aircraft@... Fuel consumption is nearly identical between the Jabiru and my 618 although some of our customers are using up to 18 liters per hour on there 618's ?? - (they probably need to be set up a bit better). Better in which way? I get about 16.5 L/h at 60Kts, 18 at 65Kts and over 20 at 70Kts, but that should be normal?? I can also stay aloft on 8.5L/Hr too! I am sure if someone could come up with some sort of engine fairing for these engines that better consumption figures could be acheived. If you look at the size of say the Jabiru hanging out the front and imagine the wind resistance..... it must have a big effect Fairing for the 618 would be lovely too! Reply; The X-Air has a definate 'step' in it's performance... for about the first month i floated around at about 50 to 55knots on the 618 at 5200 to 5300 rpm, i found when desending at this rpm the aircraft picked up speed to about 60 to 65 knots and the altimeter stayed the same... i was not loosing height. With a bit of practice it's easy to get the plane on the 'step' sometimes without even thinking about it. You can 'drag' the plane around the sky with high rpm which means high fuel burn or you can learn to use the step as part of normal flight operations. The easy way to pick the step is to line up the wing tips with the horizon. If the leading edge is higher than the trailing edge then your just poking around having fun.... push the stick forward slowly or give it a touch of trim and she will pick up speed; the increased speed creates extra lift which keeps you flying fast without loosing height. Look to the wing tip on the step and the leading edge is lower than the trailing edge when lined up with the horizon. This technique will take about an hour to master - learn it in still weather otherwise the thermals etc will make it hard to learn. The other reason my economy is down is my aircraft is geared to only run to 6200 rpm instead of the max 6750 rpm, this gives me higher gearing which equates to faster cruise speed for a lower rpm. If your prop allows for advustment give it a go. Thanks Michael |
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Re: X-Air F not climbing
Michael Coates
I'm Bill Magrini -- Xair Dealer in the US fort Virginia and
Maryland. I just completed my Xair F and have flown it twice. I Didn't set the prop thrust line up properly, so it wouldn't climb so hot with two people. I'm still tweaking the bird. I hope to have it all correct this weekend. Regards, Bill What do you mean by not set the thrust line up properly ??, did you have the gearbox upside down, what engine ?? I have about 25 hours in "F" models and they should climb a little bit better than the standard plane on the first stage of flap, i have found full flap on takeoff is just like throwing out an anchor, but having said that if you commence ground roll with no flap and then at about 35 knots pull full flap she leaps off the ground real quick. Someone wiser and more sensible than me told me it increases your chance of stalling dramaticaly, so he did not recommend it as part of normal flight practices. Overall we find the "F" model a little bit faster (about 5-8 knots) the roll rate is also about double, other than that they are very similar. Please let us know what your playing with and make sure to post a picture of your aircraft in the Files section in the folder "Aircraft Colours".... i am trying to build a library of different colour schemes for customers who are always asking what does a pink and purple look like etc... Thanks Michael |
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Re: X-AIR CENTRAL Re: Engine comparisons.
¿ªÔÆÌåÓý?
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