Today's Message Index:
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1. 02:10 AM - Re: Currency (pjeffers@talktalk.net)
2. 05:53 AM - Re: vents (TELEDYNMCS@aol.com)
3. 03:56 PM - Fuel tank installation without bonding it in (Jan de Jong)
Message 1
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=0A Hi Richard,=0ABob is largely correct except that the you
must have completed 12 hours in the last 12 months prior t
o expiry of your previous BFR.=0A=0AThe BFR (1 hr flight wit
h instructor)may be undertaken at any time in the last 12
months but the review may not be validated in yor license
until 4 weeks prior to expiry due to the need to verify
hours, medical etc.=0A=0APete (LAA asst coach)=0A=0A=0A =0A=0A =0A
=0A-----Original Message-----=0AFrom: Robert C Harrison <ptag.dev@tisc
ali.co.uk>=0ATo: europa-list@matronics.com=0ASent: Sat, 19 Dec 2009
19:59=0ASubject: RE: Europa-List: Currency=0A=0A=0A=0AHi! Richard.=0AI
=99m =9Cfairly confident=9Dthat after a long lapse
there are two requirements :-=0Aa) you need todo
3 landings prior to taking a passenger in the last 90 d
ays.=0Ab) It is a license validation requirement
that you have a 1hour instructor=9Ccheck flight=9D wit
hin every two years.=0Ac) You need 12 hours so
lo minimum within every two years.=0A =0ASomeone more authorativ
emay bolster that up but I=99m pretty sure it=99s
correct.=0AThe 12 hours hasn=99t ever been aproblem for me
but two years running I had forgotten the check ride sinc
e timegoes so fast! But by chance squeezed it in both time
s.=0AIt will be in my diary ahead in future.( I=99m on
a bloody annual medical too!)=0AThe date which counts is in
your licenseand you can do the =9Ccheck ride=9D u
p to 4 weeks ahead of the date.=0ATo do it in your own
plane you need aninstructor who is current on the Europa,I h
ad to do mine recently on a Cessna 152 and of course the
guy had to show mehow all over again !=0ARegards=0ABob Harr
ison.=0A =0A=0A=0A=0AFrom: owner-europa-list-server@matronics.com [mailto:
owner-europa-list-server@matronics.com] On Behalf Of Richard Iddon=0AS
ent: 19 December 2009 15:54=0ATo: europa-list@matronics.com=0ASubject:
Europa-List:Currency=0A=0A =0AUk licensing requirements. Ihaven
=99t flown for 12 months but I have over 500 hours experie
nce on myTri Gear over six years. Is it alegal requiremen
t in the UKthat I have to do my first flight on my ret
urn with an instructor or just arecommendation. Co-ordinatingin
structor/weather/airplane/daylight and myself is proving difficult.
=0A =0ARichard Iddon G-RIXS=0A =0A =0A=0A -- Ple
ase Support Your Lists This Month --=0A
(And Get Some AWESOME FREE Gifts!)=0A Click on=0A th
e Contribution link below to find out more about=0A this
year's Terrific Free Incentive Gifts provided=0A by:=0A
* AeroElectric www.aeroelectric.com=0A * The Buil
der's Bookstore www.buildersbooks.com=0A * HomebuiltHELP w
ww.homebuilthelp.com=0A=0A --> http://www.matronics.com/contribution=0A
=0A
-Matt Dralle, List Admin.=0A=0A -
The Europa-List Email Forum -=0A=0A=0A=0A
- MATRONICS WEB FORUMS -=0A=0A --> http://forums.matronics.
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Message 2
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In a message dated 12/20/2009 3:10:30 A.M. Eastern Standard Time,
europa-list@matronics.com writes:
Experiments clearly show that the air is
escaping through the gear/flaps control level slot. How is it on
trigears? I do not know.
Hi Remi,
There is no gear/flap control lever slot for the air to escape on a
trigear, so it's not going out there. I can feel a slight air movement coming in
at the holes for the seat belt attachments, though. I don't notice any air
coming through or exiting my throttle slot or finger brake slots.
I'm currently devising a method of closing off the flap tube slots in the
fuselage when the flaps are up. That would leave the trim drive slots at
the rear as the only place for the air to escape.
Based on what I've seen on many racing gliders, this rear area is the best
spot for the cockpit air to be exhausted for drag reduction. The claim is
cockpit air moving back through the fuselage causes drag. Many of the hot
dog glider racers will modify their gliders so that all the incoming cockpit
air is captured and ducted with SCEET through the tail boom to the rear,
usually exhausted at the rudder cable exit holes. I have seen one
Aeronautical Engineer/glider racer pilot/US Team Member who fabricated slots at
the
root trailing edge of the wing and ducted the air to this area for
discharge. Not sure if it does enough to be noticed, but I thought it was an
interesting concept. Then again, contest class gliders are very evenly matched
so
that it is as close to pilot skill vs. pilot skill as it can be. The
gliders are built to very specific design guidelines and they are weighed with
the pilot in a flight ready condition just prior to the race. In some
incidences water ballast is used to even things up. A few little tricks like this
might give someone a slight edge, especially at high speeds. In races where
the lift conditions are good throughout the course there is rarely more
than 10-15 seconds time difference between first and fifth place finishers
over a 150 mile course.
Regards,
John Lawton
Whitwell, TN (TN89)
N245E - Flying
Message 3
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Subject: | Fuel tank installation without bonding it in |
Dear all,
Unless somebody has a bright idea I think I have come to the end of
planning to install the fuel tank without bonding it in.
I now have a tightly fitting bed of 2 layers of bid and a quantity of
1/16" wool felt to line it with. Also epp padding for locking in to
restrict movement up and forward.
Yesterday I remembered belatedly that plastic moving on wool (and
plastic on plastic) can lead to static charge buildup and sparks.
I decided to investigate antistatic measures and ordered Graphit 33 by
CRC Kontakt Chemie. Covering rubbing parts of the tank with this (after
test) might solve the problem (if it is).
Today I remembered, also belatedly, that sloshing fuel on the inside and
a conductive layer on the outside is also not good - potential for
sparks right through the tank wall.
I am not contemplating spraying the inside of the tank with graphite...
So I am at a standstill with this plan.
The alternative will be bonding in according to the manual but with
staggered bid layers, 3 layers of bid on the whole tunnel and low
expansion urethane foam supporting the front bottom - as described by
Ron Parigoris. (the front bottom support was also part of the bed and
lock-in plan).
What shall I do.
Jan de Jong
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