Hi, this is because if you have a high manifold pressure but a very low prop speed, there is a lot of force being exerted on the spring which governs the pitch of the propeller, and it can break!

Not a clue, but it would certainly help!

Sonex publishes about a 24:1 glide ratio, and I think that is pretty accurate. I regularly flew a 1-26 and a 2-33 in our soaring club and would fly the Xenos as well. I think it preformed similarly, except at somewhat higher speeds. That means you can't thermal as tight as the 1-26 can, but it means that you have better glider performance. Soaring in southeastern NM, I found it an excellent glider (comparing to the aforementioned ones). I also found it to be a solid (though slow) airplane. When I sold (traded) it a few years ago, I flew it all the way to Baltimore, MD without issue. It is of course a compromise between airplane and glider, but that in itself is a pretty cool formula! Some days I would take it out, thinking I was going to fly somewhere, then I would hit a thermal and decide to just shut the engine down and soar instead. I was told it would cripple my cross-country soaring skills...but it had the opposite effect. I learned how far I could push rather than not chancing a landout (usually didn't have a crew to come get me), and the engine started every time I needed it...though you never count on it. I flew it for about 3 years, then traded for an RV-3. I now fly a Thorp T-18 regularly, and often wish that I could get my hands on another Xenos (in addition to my T-18). I absolutely loved that glider! I had a few people fly with me who didn't care much for it...but for the most part they weren't very good at flying it either...so it wasn't the fault of the aircraft. Like everyone else says, it depends on your mission. If you want to get in the sky for a while, so some soaring, go places slowly, save some money while doing it, then a Xenos is an excellent choice!

@@laytonsoaring3173 thank you. i'm believing this will be a good choice for me and what i plan to do, at least at this point. i was seriously looking at backcountry planes, they're the rage right now, but, i backpack and hike a lot, and the backcountry strips say in ID, rarely have anything to do once you get there, no water, power, hiking access. the ones that do, Smiley's, Johnson Creek, etc.... i can get to in my 6A, and it only takes 2 hrs of flying, vs double that in a backcountry plane, and they have showers, morning coffee, internet, free firewood, hot springs, white water kayaking, free bikes.... never flew a -3. word is they are the most fun [if you don't get stupid and put too much hp up front].

If I remember correctly, the most crosswind component I could reasonably handle was about 14mph.

@@laytonsoaring3173 thank you I just couldn’t find that info anywhere . Enjoyed your vids 👍

We use 2000' of steel 0.092" well measuring wire (single strand). Our runway is almost 8,000' long.

that info is all on the website if you can read graphs

I typically would cruise at 105 mph (indicated airspeed).

Nice plane I know there is faster motor gliders out there but for the price you get a lot of plane in comparison thanks for the reply

My wife towed me. We do auto tow...a 2,400' wire behind a pickup.

That's pretty cool, what was your altitude AGL when you disconnected? I'm assuming the wire isn't straight up when you release.

@@DJGuppy321 Released at 1,300' AGL.

Not so. Mine was 1-way only because it was wet in the area I was headed and therefore no thermals to stay up with. Pick a day with good lift in the area and low winds. The 1-26 should have no issues going there and back. People in our club would do 150+ miles regularly in their 1-26's. Good luck!

Yes. With the right engine, could get u across the country at fl 17000 .

The operating limitations on this aircraft say Daytime VFR only, regardless of the FAR's.

@@laytonsoaring3173 Might be possible to get the Daytime VFR limitation removed with the appropriate night flying equipment mandated by the FAR. Not the person to ask about this could be something to look into.

@@laytonsoaring3173 What is the limiting factor for only day time VFR on the ZENOS?

@@Paiadakine It comes from the Operating Limitations for that aircraft. They could be changed by the FSDO if requested, and the aircraft is properly equipped. If you aren't familiar...the Xenos is an "Amateur-Built Experimental," so each one may vary significantly.

Mike, I can't give you a good answer on that either. I am only 5'8" and 160 lbs, and I don't think I've had any passengers that tall yet either. You should ask that question on the Sonex Builders forum at www.sonexbuilders.net/. I wish I could help.

Steve, thanks for your reply. Don't want to be a pest, but thought of a crude way to check my height against the Xenos cockpit. Went to my truck, sat down, and measured from the lowest place my butt touched the seat to the top of my head. 33" If you could make that measurement, it would really help. Thanks, Mike in Tucson.

The cockpit is the same as the older (non-B model) aircraft so .. if you can have a chance .. visit someone with a regular waiex or sonex to sit in. I'm looking at building a B-model in the near future.

The engine is an AeroVee.

Layton Soaring same here. FAA is inspecting mine sometime this month. Can’t wait to fly it

It was from the nose hook. Note that a 1-26 nose hook is not really on the nose, but in between the nose and the CG. A CG hook would improve the launch, but the standard hook works well both on the 1-26 and the 2-33.

Thanks for the info. Our club in Illinois has recently built a winch and there is debate as to whether or not our 1-26 will be launchable with the existing nose hook.