Walter is back and his white number with the blue leather should be here soon. Some pics he took from his Xenon while flying the Warsaw GF after his conversion !
Can you clever computer guys tell me how to get the max 100 kib ? I use corel draw and it is hit or miss to size the pics !!
Xenon Gyro
Moderators: Gyronaut, Condor, FO Gyro
Re: Xenon Gyro
- Attachments
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- Rivier in Warsaw vanuit Xenon.jpg (78.73 KiB) Viewed 4152 times
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- op rivier vanuit Xenon Warsaw.jpg (61.77 KiB) Viewed 4151 times
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- laag op rivier.jpg (81.06 KiB) Viewed 4151 times
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THI
- Pilot in Command
- Posts: 884
- Joined: Tue Feb 19, 2008 11:12 am
- Location: Potchefstroom - Noordwes
Re: Xenon Gyro
Hi Flynote,
I don't know Corel that well but I can suggest this program from Microsoft, and it is free.
http://www.microsoft.com/windowsxp/usin ... lman2.mspx
I just select 640 x 480 or 800 x 600 and it normally is smaller that 100Kb required
Rgd
I don't know Corel that well but I can suggest this program from Microsoft, and it is free.
http://www.microsoft.com/windowsxp/usin ... lman2.mspx
I just select 640 x 480 or 800 x 600 and it normally is smaller that 100Kb required
Rgd
Thinus Enslin
Potchefstroom (FAPS)
ZU-CML
Sycamore MK1 - Hilux of the gyros
Would love a RV10 though...
Potchefstroom (FAPS)
ZU-CML
Sycamore MK1 - Hilux of the gyros
Would love a RV10 though...
Re: Xenon Gyro
Preview: Re: Xenon Gyro
Hey guys !
Some very interesting reading and something to very seriously think about. I will leave this to the guys who maintain our machines to start working on ... and maybe the manufacturers can also start looking into this ?
Please ask them when considering a gyro or about the one you own.
I have had some questions from other gyronaughts about my long range fuel cell that was "seated " next to me on the last long trip I took. Is it not a fire hazzard ? I guess it must be?
In my M22 the fuel tank is right against the engine and forms the seat of the pax. The extra fuel cans we all carry on gyro safaris on our back seats ...?
Xenon has a fire wall between the cabin and engine, seperating fueltanks from engine . I think the M24 and RAF also has one ? This all adds to safety but in an accident such as the one Filipe had ... ?
Just a few thoughts.
Do you guys mind if I post this on both Xenon and M24 threads ? I'm too stupid to open a seperate thread !
“Let’s get one thing straight. There’s a big difference between a pilot and an aviator.
One is a technician and the other is an artist in love with flight”(Elrey Jeppesen)
Now please don't shoot me when you see all the reading matter...I'm only the piano player !
I also do not know if this will make you the moer in that I post so much material but being a newbie to forums I'm not sure of protocol ?
Let me know if I am a pain or if you find this interesting...and maybe 'helpfull'
AUSTRALIAN SPORT ROTORCRAFT ASSOCIATION INC
AIRWORTHINESS DIRECTIVE
Subject: Supplement to 2 seat Sport Gyroplane Standard G561(e)
Internal fuel storage in cabin or pod equipped gyroplanes
Some sport gyroplanes are fitted with either partial or full pods or have partial
or full cabins within which fuel containers are located, usually necessitating
the employment of a fuel inlet pipe extension to make the fuel cap externally
accessible.
Investigations into 2 fatal sport gyroplane accidents involving fire have
identified that structural deformation of the pod or cabin and frame is likely to
result in extended fuel inlet pipes tearing away or being forcibly detached from
incabin
or inpod
fuel containers, (especially in instances where the external
cap fitment is attached to the exterior of the pod or cabin), substantially
increasing fire risk during accidents. Further, outgoing fuel lines leading away
from such incabin
or inpod
fuel containers might also in some circumstances
tear away or be forcibly detached leading to hazardous spillage within the pod
or cabin, albeit at lower rate than is likely to occur with the larger diameter
inlet pipes.
Requirement.
As from the date of issue of this diretive, compliance with 2 place gyroplane
standard G561(e) will be assessed including these supplementary specific
requirements:
(a) Inlet arrangements that
any fuel inlet pipe extension will not be readily
torn away from the incabin
or inpod
fuel container in case of structural
deflection or outright deformation during a hard landing, rollover or
other highenergy
ground impact and that any external filler cap on any
such extension not be rigidly attached to any other part of the structure
or the exterior of the cabin or pod; and
(b) Outlet arrangements that
there is a minimum of 250mm surplus of fuel
tube within the pod or cabin between the fuel container outlet fitting and
the first point where the fuel line is cabletied,
clamped or otherwise
affixed to the gyroplane frame or pod as an allowance to significantly
reduce the likelihood of the fuel line being torn or detached from the fuel
container outlet fitting in the hard landing or structural deformation
accident circumstances described above in para (a).
2
Directive
If modification is necessary to reestablish
compliance, modification is required
at the earliest available opportunity but in any event it is to be completed not
later than the accrual of 10 hours flight time after the date of issue of the AD.
Compliance modification at the earliest opportunity is strongly recommended to
avoid potentially jeopardising insurance coverage. Detected noncompliant
operation beyond the transitional flight allowance could result in deregistration.
Notwithstanding that these requirements apply to 2 place gyroplanes it is also
STRONGLY RECOMMENDED that the owners/operators of all sport
gyroplanes review the fuel inlet and outlet arrangements on their current or
underconstruction
machines against these identified risks and undertake
whatever modifications are needed to minimise the likelihood of tornaway
or
forcibly detached fuel lines during hard landings or accidents.
Where modifications are necessary, such modifications should be annotated
in the gyroplane logbook and signed off by an ASRA TA or other approved
person.
Allan Wardill
Operations Manager
Hey guys !
Some very interesting reading and something to very seriously think about. I will leave this to the guys who maintain our machines to start working on ... and maybe the manufacturers can also start looking into this ?
Please ask them when considering a gyro or about the one you own.
I have had some questions from other gyronaughts about my long range fuel cell that was "seated " next to me on the last long trip I took. Is it not a fire hazzard ? I guess it must be?
In my M22 the fuel tank is right against the engine and forms the seat of the pax. The extra fuel cans we all carry on gyro safaris on our back seats ...?
Xenon has a fire wall between the cabin and engine, seperating fueltanks from engine . I think the M24 and RAF also has one ? This all adds to safety but in an accident such as the one Filipe had ... ?
Just a few thoughts.
Do you guys mind if I post this on both Xenon and M24 threads ? I'm too stupid to open a seperate thread !
“Let’s get one thing straight. There’s a big difference between a pilot and an aviator.
One is a technician and the other is an artist in love with flight”(Elrey Jeppesen)
Now please don't shoot me when you see all the reading matter...I'm only the piano player !
I also do not know if this will make you the moer in that I post so much material but being a newbie to forums I'm not sure of protocol ?
Let me know if I am a pain or if you find this interesting...and maybe 'helpfull'
AUSTRALIAN SPORT ROTORCRAFT ASSOCIATION INC
AIRWORTHINESS DIRECTIVE
Subject: Supplement to 2 seat Sport Gyroplane Standard G561(e)
Internal fuel storage in cabin or pod equipped gyroplanes
Some sport gyroplanes are fitted with either partial or full pods or have partial
or full cabins within which fuel containers are located, usually necessitating
the employment of a fuel inlet pipe extension to make the fuel cap externally
accessible.
Investigations into 2 fatal sport gyroplane accidents involving fire have
identified that structural deformation of the pod or cabin and frame is likely to
result in extended fuel inlet pipes tearing away or being forcibly detached from
incabin
or inpod
fuel containers, (especially in instances where the external
cap fitment is attached to the exterior of the pod or cabin), substantially
increasing fire risk during accidents. Further, outgoing fuel lines leading away
from such incabin
or inpod
fuel containers might also in some circumstances
tear away or be forcibly detached leading to hazardous spillage within the pod
or cabin, albeit at lower rate than is likely to occur with the larger diameter
inlet pipes.
Requirement.
As from the date of issue of this diretive, compliance with 2 place gyroplane
standard G561(e) will be assessed including these supplementary specific
requirements:
(a) Inlet arrangements that
any fuel inlet pipe extension will not be readily
torn away from the incabin
or inpod
fuel container in case of structural
deflection or outright deformation during a hard landing, rollover or
other highenergy
ground impact and that any external filler cap on any
such extension not be rigidly attached to any other part of the structure
or the exterior of the cabin or pod; and
(b) Outlet arrangements that
there is a minimum of 250mm surplus of fuel
tube within the pod or cabin between the fuel container outlet fitting and
the first point where the fuel line is cabletied,
clamped or otherwise
affixed to the gyroplane frame or pod as an allowance to significantly
reduce the likelihood of the fuel line being torn or detached from the fuel
container outlet fitting in the hard landing or structural deformation
accident circumstances described above in para (a).
2
Directive
If modification is necessary to reestablish
compliance, modification is required
at the earliest available opportunity but in any event it is to be completed not
later than the accrual of 10 hours flight time after the date of issue of the AD.
Compliance modification at the earliest opportunity is strongly recommended to
avoid potentially jeopardising insurance coverage. Detected noncompliant
operation beyond the transitional flight allowance could result in deregistration.
Notwithstanding that these requirements apply to 2 place gyroplanes it is also
STRONGLY RECOMMENDED that the owners/operators of all sport
gyroplanes review the fuel inlet and outlet arrangements on their current or
underconstruction
machines against these identified risks and undertake
whatever modifications are needed to minimise the likelihood of tornaway
or
forcibly detached fuel lines during hard landings or accidents.
Where modifications are necessary, such modifications should be annotated
in the gyroplane logbook and signed off by an ASRA TA or other approved
person.
Allan Wardill
Operations Manager
Re: Xenon Gyro
ATSB TRANSPORT SAFETY INVESTIGATION REPORT
Aviation Research and Analysis Report
Wire-strike Accidents in General Aviation:
© Commonwealth of Australia 2006.
The findings reinforce the clear danger to pilots flying at low level in the vicinity of powerlines and the need to be proactive in reducing the risks associated with such, including the implementation of risk management plans, thorough pre-flight planning and preparation, ongoing training, the use of powerline markers, and due diligence and care.
Despite research at the flight planning stage, reconnaissance of the proposed ‘low-flying area’ prior to the operation, and a constant lookout during flight, wires are often difficult to detect. The likelihood of a pilot seeing wires is determined by a number of factors including the number of wires, type of support structure, length of wire span, the environment and the background against which the pilot is viewing the wires. Importantly, there is evidence to suggest that many pilots have prior knowledge of the presence of wires before they strike them. This indicates that there are reasons, other than a lack of awareness, causing wire-strike accidents and incidents to occur.
In recognition of the risks associated with low-level flying, special training and endorsements are required before a pilot can legally conduct low-level flying operations.
Given that private/business flights are not normally conducted at low level, there is little training on low flying techniques provided to pilots as part of either the private or commercial pilot’s licence syllabus. The training prescribed in the CASA Day (VFR) Syllabus is limited to some navigation exercises and low level circuit training to a minimum height of 500 feet AGL (CASA, 2004a; 2004b).
Low flying is hazardous because of the aircraft’s close proximity to obstructions such as trees, powerlines, buildings and radio towers. Colliding with obstructions such as these can cause significant damage to an aircraft, resulting in loss of control and subsequent impact with the ground or water. Impact forces will likely involve further aircraft damage and possibly injury or death to aircraft occupants.
In addition to obstructions, there are several other factors that may elevate the risk of low-level flying. Of significance is the relatively short distance between the aircraft and the ground or water, which according to Freeman (1995) reduces and in some cases removes the options for a pilot to manoeuvre to avoid a collision or recover from a loss of control.
Other factors that may elevate the level of risk include wind velocity (direction and speed), the effect of terrain on the wind and any consequent turbulence, maintaining lift if speed is reduced, maintaining height (particularly over hilly terrain), aircraft inertia, manoeuvring space (especially for turning), avoiding other air traffic and hazards such as birds.
Powerlines have various configurations that range from multiple clusters of high voltage wires carried on large lattice type towers, to a single wire earth return (SWER) system. The former are high tensile heavy gauge wires that may be found at heights in excess of 100 feet AGL.The SWER system is characterised by only one wire. It can be strung in spans of up to 400 metres. The system is particularly hazardous to pilots, as both the wire and the supporting poles may be difficult to distinguish from the background environment. Furthermore, these wires are often found across the approach path to a country paddock or airstrip
Guy wires16 can also be difficult for pilots to see, even when the location of the wire is known. As shown in Figure 11, guy wires are generally located at either the end of a wire run or on a bend in the run to counterbalance the pull of the wires.
Aviation Research and Analysis Report
Wire-strike Accidents in General Aviation:
© Commonwealth of Australia 2006.
The findings reinforce the clear danger to pilots flying at low level in the vicinity of powerlines and the need to be proactive in reducing the risks associated with such, including the implementation of risk management plans, thorough pre-flight planning and preparation, ongoing training, the use of powerline markers, and due diligence and care.
Despite research at the flight planning stage, reconnaissance of the proposed ‘low-flying area’ prior to the operation, and a constant lookout during flight, wires are often difficult to detect. The likelihood of a pilot seeing wires is determined by a number of factors including the number of wires, type of support structure, length of wire span, the environment and the background against which the pilot is viewing the wires. Importantly, there is evidence to suggest that many pilots have prior knowledge of the presence of wires before they strike them. This indicates that there are reasons, other than a lack of awareness, causing wire-strike accidents and incidents to occur.
In recognition of the risks associated with low-level flying, special training and endorsements are required before a pilot can legally conduct low-level flying operations.
Given that private/business flights are not normally conducted at low level, there is little training on low flying techniques provided to pilots as part of either the private or commercial pilot’s licence syllabus. The training prescribed in the CASA Day (VFR) Syllabus is limited to some navigation exercises and low level circuit training to a minimum height of 500 feet AGL (CASA, 2004a; 2004b).
Low flying is hazardous because of the aircraft’s close proximity to obstructions such as trees, powerlines, buildings and radio towers. Colliding with obstructions such as these can cause significant damage to an aircraft, resulting in loss of control and subsequent impact with the ground or water. Impact forces will likely involve further aircraft damage and possibly injury or death to aircraft occupants.
In addition to obstructions, there are several other factors that may elevate the risk of low-level flying. Of significance is the relatively short distance between the aircraft and the ground or water, which according to Freeman (1995) reduces and in some cases removes the options for a pilot to manoeuvre to avoid a collision or recover from a loss of control.
Other factors that may elevate the level of risk include wind velocity (direction and speed), the effect of terrain on the wind and any consequent turbulence, maintaining lift if speed is reduced, maintaining height (particularly over hilly terrain), aircraft inertia, manoeuvring space (especially for turning), avoiding other air traffic and hazards such as birds.
Powerlines have various configurations that range from multiple clusters of high voltage wires carried on large lattice type towers, to a single wire earth return (SWER) system. The former are high tensile heavy gauge wires that may be found at heights in excess of 100 feet AGL.The SWER system is characterised by only one wire. It can be strung in spans of up to 400 metres. The system is particularly hazardous to pilots, as both the wire and the supporting poles may be difficult to distinguish from the background environment. Furthermore, these wires are often found across the approach path to a country paddock or airstrip
Guy wires16 can also be difficult for pilots to see, even when the location of the wire is known. As shown in Figure 11, guy wires are generally located at either the end of a wire run or on a bend in the run to counterbalance the pull of the wires.
Re: Xenon Gyro
7.2 Identifying powerlines
A number of factors associated with powerlines, such as the number of wires, the height of the wires, and the direction of the wire run, can determine whether or not a pilot sees a wire. Additionally, the material used to manufacture the wire can impact visibility, for example, copper wire oxidises to blue/grey – a difficult colour to distinguish against Australian eucalypts. Aluminium might offer a better contrast as it oxidises to silver. Single powerlines are possibly the greatest hazard, as they can be extremely difficult to detect from the air and can be encountered in the most unexpected places in rural areas (RAAF, 1997). Other factors restricting visibility include the position of the sun, changing light conditions, background camouflage, the obscuring effects of terrain, and poor weather. A more obvious factor is a dirty windscreen.
Even if a wire can be seen, a pilot’s ability to judge its position accurately may be reduced by a number of factors. For example, ambient temperature can change the location of the wire by causing the wire to sag or tighten, and windy conditions may cause sagging wires to be blown about (Harris, 2003). In addition, the ability to judge distance correctly can be distorted by optical illusions. As illustrated in Figure 12, higher wires appear to be further away when viewed in combination with lower wires. This effect only resolves at distances less than 100 metres, thereby leaving the pilot little time to react .
Focussing on high and low wires together can create the illusion that the higher wire (B) is further away than the lower wire (A)
The ability to identify the presence of powerlines can be facilitated by objects and landmarks on the ground. Buildings such as houses and sheds are likely to have power connected through above-ground wires. Roads may also provide a convenient path for powerlines. Furthermore, power poles may offer clues as to wire direction and height. By identifying at least two poles, a pilot may be able to gauge the path of the wire. Insulators attached to the poles run in the same direction as the wire and may also assist in identifying the number of wires and their direction. The orientation of the insulators could indicate whether the wire continues in the same direction or turns a corner. The presence of bucked arms17 could provide evidence of additional wires or a new wire run.
Although poles provide pilots with one of the most reliable indicators of the presence of wires, the poles themselves are not always easy to see. Wooden poles, in particular, can be easily camouflaged by the landscape or hidden by foliage and trees (Figure 13). Since poles are typically used by pilots to alert them to the presence of a wire run, concealed poles may increase the risk of a wire-strike.
Another factor hindering a pilot’s ability to detect poles is the physiological limitations of the eye. When looking straight ahead, each eye has a normal field of vision of about 120 degrees vertically and about 200 degrees horizontally (Miller & Tredici, 1991). However, the field of vision that enables clear and detailed perception of objects is far narrower. According to Freeman (1995), for poles to be visible to the pilot, they must be positioned within a 70 degree angle. Problems arise when the wire span is long and requires poles to be placed several hundred metres apart. When this occurs, the pilot’s ability to focus on the pole and recognise a potential wire hazard is decreased.
In addition to the issues described above, there are a number of other human factor limitations that may contribute to a wire-strike accident or incident, such as information processing, stress, fatigue, and fitness to fly. However, one of the major human factors associated with low-level aerial tasks is pilot distraction. According to the Aerial Application Pilots Manual, without some positive reminder of the presence of the wire, it is easy for a pilot to forget about it. This is especially true if a distraction occurs at the critical moment when the pilot should be thinking about initiating the pull-up .
A number of factors associated with powerlines, such as the number of wires, the height of the wires, and the direction of the wire run, can determine whether or not a pilot sees a wire. Additionally, the material used to manufacture the wire can impact visibility, for example, copper wire oxidises to blue/grey – a difficult colour to distinguish against Australian eucalypts. Aluminium might offer a better contrast as it oxidises to silver. Single powerlines are possibly the greatest hazard, as they can be extremely difficult to detect from the air and can be encountered in the most unexpected places in rural areas (RAAF, 1997). Other factors restricting visibility include the position of the sun, changing light conditions, background camouflage, the obscuring effects of terrain, and poor weather. A more obvious factor is a dirty windscreen.
Even if a wire can be seen, a pilot’s ability to judge its position accurately may be reduced by a number of factors. For example, ambient temperature can change the location of the wire by causing the wire to sag or tighten, and windy conditions may cause sagging wires to be blown about (Harris, 2003). In addition, the ability to judge distance correctly can be distorted by optical illusions. As illustrated in Figure 12, higher wires appear to be further away when viewed in combination with lower wires. This effect only resolves at distances less than 100 metres, thereby leaving the pilot little time to react .
Focussing on high and low wires together can create the illusion that the higher wire (B) is further away than the lower wire (A)
The ability to identify the presence of powerlines can be facilitated by objects and landmarks on the ground. Buildings such as houses and sheds are likely to have power connected through above-ground wires. Roads may also provide a convenient path for powerlines. Furthermore, power poles may offer clues as to wire direction and height. By identifying at least two poles, a pilot may be able to gauge the path of the wire. Insulators attached to the poles run in the same direction as the wire and may also assist in identifying the number of wires and their direction. The orientation of the insulators could indicate whether the wire continues in the same direction or turns a corner. The presence of bucked arms17 could provide evidence of additional wires or a new wire run.
Although poles provide pilots with one of the most reliable indicators of the presence of wires, the poles themselves are not always easy to see. Wooden poles, in particular, can be easily camouflaged by the landscape or hidden by foliage and trees (Figure 13). Since poles are typically used by pilots to alert them to the presence of a wire run, concealed poles may increase the risk of a wire-strike.
Another factor hindering a pilot’s ability to detect poles is the physiological limitations of the eye. When looking straight ahead, each eye has a normal field of vision of about 120 degrees vertically and about 200 degrees horizontally (Miller & Tredici, 1991). However, the field of vision that enables clear and detailed perception of objects is far narrower. According to Freeman (1995), for poles to be visible to the pilot, they must be positioned within a 70 degree angle. Problems arise when the wire span is long and requires poles to be placed several hundred metres apart. When this occurs, the pilot’s ability to focus on the pole and recognise a potential wire hazard is decreased.
In addition to the issues described above, there are a number of other human factor limitations that may contribute to a wire-strike accident or incident, such as information processing, stress, fatigue, and fitness to fly. However, one of the major human factors associated with low-level aerial tasks is pilot distraction. According to the Aerial Application Pilots Manual, without some positive reminder of the presence of the wire, it is easy for a pilot to forget about it. This is especially true if a distraction occurs at the critical moment when the pilot should be thinking about initiating the pull-up .
Re: Xenon Gyro
PILOT DISTRACTION
There are a number of factors that cause pilot distraction. These include deteriorating weather conditions, personal stress, objects on the ground, radio calls, equipment malfunctions and passengers. A recent aviation research investigation report published by the ATSB suggests that pilot distractions can be broadly classified into four different groups (ATSB, 2006c) including:
Visual distraction – looking at the spraying area, or particularly eye-catching sceneryAuditory distraction – radio or mobile phone
Biomechanical (physical) distraction – manipulating a control
Cognitive distraction – being ‘lost in thought’ or engrossed in the task. Each of these types of distraction, either singularly or in combination, can take a pilot’s attention away from the task of flying.
Risk mitigation strategies associated with low-level flying rely heavily on the level of situational awareness maintained by the pilot. Strategies used to establish and maintain adequate situational awareness include reading the physical structure indicators (ie orientation of insulators, presence of bucked arms and sighting two or more poles), self discipline, pre-flight briefing, pre-flight reconnaissance and observation, memory and awareness, appropriate flying techniques, maintenance of a good visual scan and consideration of weather factors (BASI, 1991).
Additionally, pilots need to guard against deviating from low-per cent of these pilots were aware of the wire before it was struck.
FLUIT FLUIT MY STORIE IS UIT !!
There are a number of factors that cause pilot distraction. These include deteriorating weather conditions, personal stress, objects on the ground, radio calls, equipment malfunctions and passengers. A recent aviation research investigation report published by the ATSB suggests that pilot distractions can be broadly classified into four different groups (ATSB, 2006c) including:
Visual distraction – looking at the spraying area, or particularly eye-catching sceneryAuditory distraction – radio or mobile phone
Biomechanical (physical) distraction – manipulating a control
Cognitive distraction – being ‘lost in thought’ or engrossed in the task. Each of these types of distraction, either singularly or in combination, can take a pilot’s attention away from the task of flying.
Risk mitigation strategies associated with low-level flying rely heavily on the level of situational awareness maintained by the pilot. Strategies used to establish and maintain adequate situational awareness include reading the physical structure indicators (ie orientation of insulators, presence of bucked arms and sighting two or more poles), self discipline, pre-flight briefing, pre-flight reconnaissance and observation, memory and awareness, appropriate flying techniques, maintenance of a good visual scan and consideration of weather factors (BASI, 1991).
Additionally, pilots need to guard against deviating from low-per cent of these pilots were aware of the wire before it was struck.
FLUIT FLUIT MY STORIE IS UIT !!
Re: Xenon Gyro
Sorrie for you ... no flying for most of this long weekend. Lousy weather ... but Sunday is great. What about breakfast at Parys ? How many gyros can we get there? What do you guys up North say about a meet, greet and eat ? Kom Calli , waar kruip jy weg ?
- Attachments
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- side by side space in Xenon.jpg (93.32 KiB) Viewed 4071 times
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- Xenon oor Weskus.jpg (87.36 KiB) Viewed 4070 times
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Gyronaut
- Toooooo Thousand
- Posts: 2265
- Joined: Mon Oct 30, 2006 4:26 pm
- Location: Morningstar - Cape Town, Western Cape
Re: Xenon Gyro
Quite the contrary Johan! Both posts are most relevant and excellently cover two crucial topics!FLYNOTE wrote:I also do not know if this will make you the moer in that I post so much material
Well done and please continue to share info like this with the rest of us. Thats the purpose of this forum.
Hou so aan! -
KFA
- Toooooo Thousand
- Posts: 2789
- Joined: Mon Jun 19, 2006 8:09 pm
- Location: Now at Petit (FARA)
- Contact:
Re: Xenon Gyro
Hi Johan. To sort out your pic size problem is easy. Create a folder called resized pic's if you haven't already. Then go to the pic you want to post, right click and choose "send to mail recipient" Windows will now make the pic smaller. Now the mail screen is open, click file and choose 'save attachment as' now search for that resized folder location and then click save. You can now close everything and just access that folder when you want to post hear.
Luck-The moment when preparation meets opportunity.
"Whether you think you can or you think you can't, you're right." -Henry Ford
"Opportunity Is Missed By Most Because It Is Dressed in Overalls and Looks Like Work." - Thomas Alva Edison
BUSHPILOTS FLY TAILDRAGGERS
Failure is not the opposite of success, it is the stepping stone for success
"Whether you think you can or you think you can't, you're right." -Henry Ford
"Opportunity Is Missed By Most Because It Is Dressed in Overalls and Looks Like Work." - Thomas Alva Edison
BUSHPILOTS FLY TAILDRAGGERS
Failure is not the opposite of success, it is the stepping stone for success
Re: Xenon Gyro
So the weather forecast for the weekend was wrong ... strange ! Thats a first !
Flew all weekend. Went to Rustenburg to show off !!
Questions that were asked;
Why not an elecrtic trim ? Xenon does not need a trim and the designer feels it is not neccessary to install something one does not really need. I use very slight tim ( cable) if I have a very heavy guy next to me but otherwise the Xenon stays in trim for take off, straight and level flight and landing configurations. My M22 needs the trim hence the electric trim.
Why is ballast needed if you fly solo. The manufacturers recommend different weights depending on the pilots weight. I had a 8 kg gym weight on the floor in front of the pax seat but when I took it out and flew without balast I felt no difference at all. Don't know why I needed it but now I fly solo without balast and notice absolutely no difference in any of the parameters ?
The Xenon has dual controls so you can decide if you want to fly from right side or left.
It takes a few seconds to remove either side's stick and rudder pedals. I removed the pax side to allow for a nice view through the floor windows.
I still cant get my pics to be the max size. I spend hours on corel draw to size. Then too big then too small. Willie wêkie. Thanks for trying to help Thi and KFA ... you guys win a free burial at sea with the women of your choice ! Just n grappie. I really appreciate your efforts. I must still be doing something wrong somewhere. They wouldnt allow me in the building when computer skills where being dished out. Blooming corel draw takes ages !!
Flew all weekend. Went to Rustenburg to show off !!
Questions that were asked;
Why not an elecrtic trim ? Xenon does not need a trim and the designer feels it is not neccessary to install something one does not really need. I use very slight tim ( cable) if I have a very heavy guy next to me but otherwise the Xenon stays in trim for take off, straight and level flight and landing configurations. My M22 needs the trim hence the electric trim.
Why is ballast needed if you fly solo. The manufacturers recommend different weights depending on the pilots weight. I had a 8 kg gym weight on the floor in front of the pax seat but when I took it out and flew without balast I felt no difference at all. Don't know why I needed it but now I fly solo without balast and notice absolutely no difference in any of the parameters ?
The Xenon has dual controls so you can decide if you want to fly from right side or left.
It takes a few seconds to remove either side's stick and rudder pedals. I removed the pax side to allow for a nice view through the floor windows.
I still cant get my pics to be the max size. I spend hours on corel draw to size. Then too big then too small. Willie wêkie. Thanks for trying to help Thi and KFA ... you guys win a free burial at sea with the women of your choice ! Just n grappie. I really appreciate your efforts. I must still be doing something wrong somewhere. They wouldnt allow me in the building when computer skills where being dished out. Blooming corel draw takes ages !!
- Attachments
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- bass lake.jpg (95.26 KiB) Viewed 3869 times
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- tedderfield.jpg (95.38 KiB) Viewed 3870 times
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peterb
- Woohoo 100 posts - flying high
- Posts: 124
- Joined: Sun Jun 07, 2009 2:22 pm
- Location: Rustenburg
Re: Xenon Gyro
Hi Johan. there are a lot of gyro fans here in Rustenburg. Its a pity we did not know you were coming this way 
Re: Xenon Gyro
FLYNOTE wrote:Sorrie for you ... no flying for most of this long weekend. Lousy weather ... but Sunday is great. What about breakfast at Parys ? How many gyros can we get there? What do you guys up North say about a meet, greet and eat ? Kom Calli , waar kruip jy weg ?
Flew on Wednesday, Thursday, Friday, Saturday and Sunday to Haziview, around and back. 
sorrie no pic's, camera has gone walk about
Claude
Re: Xenon Gyro
Could be bad news for guys wanting to order a Xenon. Just heard that the military of Burkina Faso is in the process of enlarging their Xenon fleet. Apparently they fly their machines between 6 to 8 hours per day and it's working well for them. New orders are being received by the factory and I'm afraid ... methinks the factory will be prioritising the military orders and waiting time for new machines will have to be extended from the present 6 weeks? Good thing and very nice endorsement of the product ... not so good for guys like me who always want something yesterday or today at the latest ! Maybe supply and demand will lead to the factory enlarging it's floor space and output ? Xenon is big in Europe and if it starts taking off big time in Africa , I just hope that they do not lose the nice personal touches they have in place and have been maintainig up to now.
Nice new cosmetic touches coming out next month ; specially made stick handles, with choice of wood / carbon / leather / mat coal finish. Gonna get me a wood one to match the colour of my leather ! Kan maar nie ophou speel nie.
Nice new cosmetic touches coming out next month ; specially made stick handles, with choice of wood / carbon / leather / mat coal finish. Gonna get me a wood one to match the colour of my leather ! Kan maar nie ophou speel nie.
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Re: Xenon Gyro
Weedy jou bliksem ... sorrie for me.
Re: Xenon Gyro
What do they use their Xenon's for ?FLYNOTE wrote:Could be bad news for guys wanting to order a Xenon. Just heard that the military of Burkina Faso is in the process of enlarging their Xenon fleet. Apparently they fly their machines between 6 to 8 hours per day and it's working well for them. New orders are being received by the factory and I'm afraid ... methinks the factory will be prioritising the military orders and waiting time for new machines will have to be extended from the present 6 weeks? Good thing and very nice endorsement of the product ... not so good for guys like me who always want something yesterday or today at the latest ! Maybe supply and demand will lead to the factory enlarging it's floor space and output ? Xenon is big in Europe and if it starts taking off big time in Africa , I just hope that they do not lose the nice personal touches they have in place and have been maintainig up to now.
Nice new cosmetic touches coming out next month ; specially made stick handles, with choice of wood / carbon / leather / mat coal finish. Gonna get me a wood one to match the colour of my leather ! Kan maar nie ophou speel nie.
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