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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. 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. 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. 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. 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. 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. 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. 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. Regards, Jon

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

Don't hear much about the standard and F model anymore, Are they still making those?

Probably, they are certainly still making bits for them and some of us are still flying them. I would imaging if they are still for sale, then numbers will be very low since the h was introduced. Some of still choose them over conventional aircraft because of their slow and safe Handling. There are plenty of second hand ones around. Regards, Jon

X-Air H model with Jabiru 2200. Went flying yesterday evening and the OAT was 97. CHT on climb out was around 355. Level flight CHT was around 335. My oil cooler is new and directly in front of the cowling opening. This is my first summer flying the X-Air so not sure if this is normal. Thanks, Trent

I have never heard such rubbish. The airspeed indicator is reading 106 knots and you are only doing 85 kn. This tells me that they expect you to have the cheapest non-calibrated airspeed indicator known to man or the installation is completely wrong. The easy way is to go to an avionics technician and get a pitot and static test done to the aircraft. This will give them a certified document which they must accept avia1or01@... [X-Air_Ultralight_Aircraft] wrote on 24/05/2018 7:40 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."

The difference between CAS and IAS should not be more then 3-5 mph at these slow speeds not 21.

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.

It gets real windy, every piece of dust and dirt in the cockpit will end up coming out past your eyes as it gets blown and the end evacuated out of the cockpit. You must also make sure that there is no way can get through between the edge of the seat and the fuselage otherwise you will end up filling up the rear section of the aircraft with slipstream air and this creates massive drag as well as possibly causing damage to the fabric on the fastback zazoos@... [X-Air_Ultralight_Aircraft] wrote on 22/05/2018 12:17 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."

Yes. I fly mine with the doors off. A little slower and some buffeting which I fixed by adding a full length deflector that bolts into the door hinge holes. Bill NEWKIRK 14453 Knox Ln, Prather, CA 93651 1-559-430-7220

Anyone taken the doors off their H model. Any ill effects? Thanks, Trent

Park downhill engine first and lean out and throw something under the front of the wheel, i used to use my wallet if i had nothing else but a piece of wood is best ! Huw lloyd-hughes huwlh999@... [X-Air_Ultralight_Aircraft] wrote on 29/07/2017 9:28 AM: -- With regards, Michael Coates Company Director X-Air Australia Gold Coast, Australia. 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 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. Main Web Site: http://www.mcp.com.au XCOM Web Site: http://www.xcomavionics.com Pipistrel Web Site: http://www.pipistrel-usa.com 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."

Many thanks to everyone who responded to my enquiry. The need for a handbrake arises because I sometimes have the luxury of using a vast tarmac aerodrome , the downside of which is that the parking area slopes sharply and the aircraft won't stop long enough for me to exit ! Huw

Hi, can anyone give me information on the availability of a retrofit handbrake for the standard Xair ( built in 2000 in UK ) please ?

I fitted a rachet type handbrake between seats and was noted by the bmaa about that time. I may still have the drawings. It does take some engineering if you have the facilities Steve Rance Sent from my Huawei Mobile

I am not aware they ever made a handbrake ?? Huw lloyd-hughes huwlh999@... [X-Air_Ultralight_Aircraft] wrote on 27/07/2017 10:07 AM: -- With regards, Michael Coates Company Director X-Air Australia Gold Coast, Australia. 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 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. Main Web Site: http://www.mcp.com.au XCOM Web Site: http://www.xcomavionics.com Pipistrel Web Site: http://www.pipistrel-usa.com 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."

Hi John Good luck, in my opinion, for what it's worth, it seems that if you can find an a/c of your type in Europe (pref Germany) that has been tested / certified by their national authority you maybe in with a chance. Otherwise keep flying over flat green fields. It is worth noting that more people (as quoted by the BRS suppliers)walk away from BRS forced landings than pilot controlled forced landings. Pity' the powers that be ' do not push for all a/c upto 1000kg to be fitted with a BRS

Hello John, is after an engine mount for a standard X-Air not the H model but it is good to know that you have one for the H model anyway. Do you have the modified engine cowls to suit ? John palmettoe@... [X-Air_Ultralight_Aircraft] wrote on 15/05/2017 9:28 AM: -- With regards, Michael Coates Company Director X-Air Australia Gold Coast, Australia. 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 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. Main Web Site: http://www.mcp.com.au XCOM Web Site: http://www.xcomavionics.com Pipistrel Web Site: http://www.pipistrel-usa.com 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."

I have a new factory 912 mount for the H model if interested, make offer, I am in the USA, John

gally_355@... [X-Air_Ultralight_Aircraft] wrote on 14/05/2017 8:44 PM: -- With regards, Michael Coates Company Director X-Air Australia Gold Coast, Australia. 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 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. Main Web Site: http://www.mcp.com.au XCOM Web Site: http://www.xcomavionics.com Pipistrel Web Site: http://www.pipistrel-usa.com 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."