Today's Message Index:
----------------------
1. 12:13 AM - Re: Who has Nev's cowlings (spcialeffects)
2. 03:19 AM - Re: brakes on rudder pedals (olihqt)
3. 03:19 AM - Re: brakes on rudder pedals (olihqt)
4. 06:48 AM - Re: Throttle and choke cable length (JohnFrance)
5. 08:56 AM - unusable fuel (Fred Klein)
6. 10:20 AM - Medical Answer (Mike Christine Duane)
7. 10:35 AM - Re: unusable fuel (Robert Borger)
8. 11:46 AM - Re: brakes on rudder pedals (Kelvin Weston)
9. 12:31 PM - Re: unusable fuel (davidjoyce@doctors.org.uk)
10. 01:21 PM - Re: unusable fuel (Robert Borger)
11. 01:39 PM - Re: unusable fuel (Fred Klein)
12. 01:40 PM - Re: unusable fuel (Dave Disney)
13. 02:07 PM - Re: unusable fuel (Pete)
14. 02:58 PM - Re: Medical Answer (rampil)
15. 03:05 PM - Re: unusable fuel (rampil)
16. 03:22 PM - Re: unusable fuel (davidjoyce@doctors.org.uk)
17. 03:45 PM - Re: unusable fuel (davidjoyce@doctors.org.uk)
18. 04:04 PM - Re: unusable fuel (Robert Borger)
19. 04:35 PM - Re: unusable fuel (Fred Klein)
20. 06:03 PM - Re: Re: Medical Answer (Mike Christine Duane)
Message 1
INDEX | Back to Main INDEX |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Who has Nev's cowlings |
Hi Jonathan. I think where I had difficulty was the fact that I didn't use his
frame and the fact that he supplied me with a heat exchanger and not an oil cooler.
His instructions for routing the plumbing didnt work out around the Europa
engine frame and getting the water hoses to and from the heat exchanger required
holes to be cut in the ducting support brackets which mount to the firewall.
Also my radiator is quite large and the inlet and outlets come through the
sides of the ducting under the engine and not out the top as per Europa design.
Anyway it's all fitted now and hope to have no issues with overheating like
you. On a final note Donald was also kind enough to talk with me over the phone
about his experiences which helped.
Frank
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472119#472119
Message 2
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: brakes on rudder pedals |
Hi everybody
I can replace my toe brake by finger brake it's an option. But I have a preference
for foot braking only those of origins are not very practical and I would
like to modify the pedals rudder pedal to place pedals brake.
I know some owners have done it but I can not seem to have pictures or plan that
could help me in the making.
many thanks
Olivier
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472120#472120
Message 3
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: brakes on rudder pedals |
Hi everybody
I can replace my toe brake by finger brake it's an option. But I have a preference
for foot braking only those of origins are not very practical and I would
like to modify the pedals rudder pedal to place pedals brake.
I know some owners have done it but I can not seem to have pictures or plan that
could help me in the making.
many thanks
Olivier
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472121#472121
Message 4
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Throttle and choke cable length |
I would agree with everything David said about throttle and choke cables plus add
a couple of remarks as I recently replaced both on my aircraft. I thought I
would be clever and cut them to length beforehand which meant I ended up cutting
them twice!
Install the cables find the length you require and then (having removed the inner
cable) cut the outer to length, debur the hole to avoid premature wear on the
cable.
Install the inner cable, on the carburetter and through the nipple. Then heat up
and apply soft solder either side of where you want to cut the inner, a good
25 mm in length, then use a good pair of cutters to remove the excess (which
can be used to make a good spring puller for the exhaust!) It helps to degrease
thoroughly beforehand.
John
--------
Europa mono Nr 192
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472127#472127
Message 5
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Could someone please tell me what the proper attitude of an XS Mono is when determining
the amount of unusable fuel on board?
Message 6
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
So to answer my own question, after guidance from other Europa flyers, I contacted
AOPA and their answer was once your vision has returned back to normal, to
see your medical examiner, have them fill out FAA form 8500-7, and submit it,
via certified mail, to the FAA so it is on file.
Sent from my iPhone
Message 7
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
Fred,
I'd recommend takeoff & climb out attitude as that would be the most critical and
when you'd be most likely to uncover the tank outlet.
Bob
Sent from my iPhone
On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com> wrote:
Could someone please tell me what the proper attitude of an XS Mono is when determining
the amount of unusable fuel on board?
Message 8
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: brakes on rudder pedals |
Hi Olivier
If it helps, the details of the original toe brakes are still on the Europa website
in Chapter 33T.
http://www.europa-aircraft.co.uk/upload/CBM33T%20brake-system-toe-brakes-march2013.pdf
--------
Regards
Kelv Weston
Kit 497
kelv@kdweston.biz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472142#472142
Message 9
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
Fred/Bob, That's an entirely reasonable approach since the front end
fuel outlets make it the most critical attitude. However it only really
applies to those who would contemplate seeing if they can take off with
+/- empty tanks. It seems to me much more practicable to go with the
cruise attitude, where I guess 99% of fuel starvation happens. So door
sill level would be my recommendation.
Regards, David Joyce, GXSDJ
On 2017-08-24 18:34, Robert Borger wrote:
>
> Fred,
>
> I'd recommend takeoff & climb out attitude as that would be the most critical
and when you'd be most likely to uncover the tank outlet.
>
> Bob
>
> Sent from my iPhone
>
> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com> wrote:
>
>
> Could someone please tell me what the proper attitude of an XS Mono is when determining
the amount of "unusable fuel" on board?
>
Links:
------
[1] http://www.matronics.com/Navigator?Europa-List
[2] http://forums.matronics.com
[3] http://wiki.matronics.com
[4] http://www.matronics.com/contribution
Message 10
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
David,
Will that be enough petrol on board if you are on short final at an uncontro
lled field and someone pulls out onto the runway and you have to go around?
Best regards,
Robert Borger, President
Geowhiziks & Doodlebugging, Inc.
Certified Petroleum Geophysicist AAPG#101
3705 Lynchburg Dr.
Corinth, TX 76208-5331
(C) 817-992-1117
Sent from my iPad
> On Aug 24, 2017, at 14:15, davidjoyce@doctors.org.uk wrote:
>
> Fred/Bob, That's an entirely reasonable approach since the front end fuel o
utlets make it the most critical attitude. However it only really applies to
those who would contemplate seeing if they can take off with +/- empty tank
s. It seems to me much more practicable to go with the cruise attitude, wher
e I guess 99% of fuel starvation happens. So door sill level would be my rec
ommendation.
>
> Regards, David Joyce, GXSDJ
>
>
>
>
>> On 2017-08-24 18:34, Robert Borger wrote:
>>
>>
>> Fred,
>>
>> I'd recommend takeoff & climb out attitude as that would be the most crit
ical and when you'd be most likely to uncover the tank outlet.
>>
>> Bob
>>
>> Sent from my iPhone
>>
>> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com> wrote:
>>
>>
>> Could someone please tell me what the proper attitude of an XS Mono is wh
en determining the amount of "unusable fuel" on board?
>>
>>
>>
>>
>> ttp://www.matronics.com/Navigator?Europa-List
>> ics.com
>> .com
>> .matronics.com/contribution
>>
>>
>>
Message 11
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
My reason for raising the question is to select an attitude, after
which, I will drain the =9Cusable=9D fuel and proceed w/ my
weighing to determine C of G.
I=99m surprised to find well-reasoned yet differing opinions on
this.
Fred
> On Aug 24, 2017, at 1:21 PM, Robert Borger <rlborger@mac.com> wrote:
>
> David,
>
> Will that be enough petrol on board if you are on short final at an
uncontrolled field and someone pulls out onto the runway and you have to
go around?
>
> Best regards,
> Robert Borger, President
> Geowhiziks & Doodlebugging, Inc.
> Certified Petroleum Geophysicist AAPG#101
> 3705 Lynchburg Dr.
> Corinth, TX 76208-5331
> (C) 817-992-1117
>
> Sent from my iPad
>
> On Aug 24, 2017, at 14:15, davidjoyce@doctors.org.uk
<mailto:davidjoyce@doctors.org.uk> wrote:
>
>> Fred/Bob, That's an entirely reasonable approach since the front end
fuel outlets make it the most critical attitude. However it only really
applies to those who would contemplate seeing if they can take off with
+/- empty tanks. It seems to me much more practicable to go with the
cruise attitude, where I guess 99% of fuel starvation happens. So door
sill level would be my recommendation.
>>
>> Regards, David Joyce, GXSDJ
>>
>>
>>
>> On 2017-08-24 18:34, Robert Borger wrote:
>>
<mailto:rlborger@mac.com>>
>>>
>>> Fred,
>>>
>>> I'd recommend takeoff & climb out attitude as that would be the most
critical and when you'd be most likely to uncover the tank outlet.
>>>
>>> Bob
>>>
>>> Sent from my iPhone
>>>
>>> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com
<mailto:fklein@orcasonline.com>> wrote:
>>>
<fklein@orcasonline.com <mailto:fklein@orcasonline.com>>
>>>
>>> Could someone please tell me what the proper attitude of an XS Mono
is when determining the amount of "unusable fuel" on board?
>>>
>>>
>>>
>>>
>>> ttp://www.matronics.com/Navigator?Europa-List
>>> ics.com <http://ics.com/>
>>> .com
>>> .matronics.com/contribution <http://matronics.com/contribution>
>>>
>>>
>>>
Message 12
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
I thought that unusable fuel was measured when determining the empty weight of
the aircraft for W&B purposes. Therefore the unusable fuel is measured with the
aircraft in the level position when being weighed. Happy to be told I'm wrong
(I'm used to it). :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472146#472146
Message 13
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
Imho, use the worst case, if pickups are up front then use climb attitude, i
f extended to rear of tank, then descending attitude :-)
Cheers,
Pete
A239
> On Aug 24, 2017, at 4:39 PM, Fred Klein <fklein@orcasonline.com> wrote:
>
> My reason for raising the question is to select an attitude, after which, I
will drain the =9Cusable=9D fuel and proceed w/ my weighing to d
etermine C of G.
>
> I=99m surprised to find well-reasoned yet differing opinions on this
.
>
> Fred
>
>> On Aug 24, 2017, at 1:21 PM, Robert Borger <rlborger@mac.com> wrote:
>>
>> David,
>>
>> Will that be enough petrol on board if you are on short final at an uncon
trolled field and someone pulls out onto the runway and you have to go aroun
d?
>>
>> Best regards,
>> Robert Borger, President
>> Geowhiziks & Doodlebugging, Inc.
>> Certified Petroleum Geophysicist AAPG#101
>> 3705 Lynchburg Dr.
>> Corinth, TX 76208-5331
>> (C) 817-992-1117
>>
>> Sent from my iPad
>>
>>> On Aug 24, 2017, at 14:15, davidjoyce@doctors.org.uk wrote:
>>>
>>> Fred/Bob, That's an entirely reasonable approach since the front end fue
l outlets make it the most critical attitude. However it only really applies
to those who would contemplate seeing if they can take off with +/- empty t
anks. It seems to me much more practicable to go with the cruise attitude, w
here I guess 99% of fuel starvation happens. So door sill level would be my r
ecommendation.
>>>
>>> Regards, David Joyce, GXSDJ
>>>
>>>
>>>
>>>> On 2017-08-24 18:34, Robert Borger wrote:
>>>>
>>>>
>>>> Fred,
>>>>
>>>> I'd recommend takeoff & climb out attitude as that would be the most cr
itical and when you'd be most likely to uncover the tank outlet.
>>>>
>>>> Bob
>>>>
>>>> Sent from my iPhone
>>>>
>>>> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com> wrote:
>>>>
>>>>
>>>> Could someone please tell me what the proper attitude of an XS Mono is w
hen determining the amount of "unusable fuel" on board?
>>>>
>>>>
>>>>
>>>>
>>>> ttp://www.matronics.com/Navigator?Europa-List
>>>> ics.com
>>>> .com
>>>> .matronics.com/contribution
>>>>
>>>>
>>>>
>
Message 14
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Medical Answer |
Hi Mike,
Your answer is almost, but not quite right. Two problems:
1) The 8500-7 must be completed by an ophthalmologist, not an
AME, unless the AME is an ophthalmologist.
2) If the 8500-7 is ok, the FAA will issue a Special Issuance. After the
Special Issuance, you will get a letter for your AME authorizing him or
her to give you subsequent medical certificates.
BTW, you are grounded until you get that Special Issuance.
Here is the relevant rules for AME Guidance:
Decision Considerations - Aerospace Medical Dispositions
Item 31. Eyes
Applicants with many visual conditions may be found qualified for FAA certification
following the receipt and review of specialty evaluations and pertinent medical
records. Examples include retinal detachment with surgical correction,
open angle glaucoma under adequate control with medication, and narrow angle glaucoma
following surgical correction.
The Examiner may not issue a certificate under such circumstances for the initial
application, except in the case of applicants following cataract surgery. The
Examiner may issue a certificate after cataract surgery for applicants who
have undergone cataract surgery with or without lens(es) implant. If pertinent
medical records and a current ophthalmologic evaluation (using FAA Form 8500-7
or FAA Form 8500-14) indicate that the applicant meets the standards, the FAA
may delegate authority to the Examiner to issue subsequent certificates.
The following lists the most common conditions of aeromedical significance, and
course of action that should be taken by the examiner as defined by the protocol
and disposition in the table. Medical certificates must not be issued to an
applicant with medical conditions that require deferral, or for any condition
not listed that may result in sudden or subtle incapacitation without consulting
the AMCD or the RFS. Medical documentation must be submitted for any condition
in order to support an issuance of an airman medical certificate.
I also refer you to https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/app_process/exam_tech/item31/amd/general/
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472151#472151
Message 15
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
Whether in level attitude or cruise climb, I suspect the difference
in undrainable fuel will be small, based on the square area of the
bottom of the tanks, the fore-aft length of the tanks at the bottom
and, fact that the cg is not far from the tank, and the likely rise
in the front of the tank bottom with such a change in attitude.
Just my opinion.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472152#472152
Message 16
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
Bob, No of course not but I do not plan to ever be on final with
anything like an empty tank! It seems to me there are two very different
things here - unusable fuel and how anyone sensibly manages his fuel.
Unusable fuel is pretty much what it says on the label and this side of
the pond its only practical consequence was that the LAA want a figure
for it and want it included in the 'ready for service' or empty weight.
That apart I am all in favour of gauges telling the true figure of what
fuel you have in the tank. Very few would want to work out in flight how
much fuel is actually useable or not. We all surely always operate with
sensible reserves. In fact a fair number of my aquaintances have never
had to use the reserve tank and are rightly proud of themselves. In
addition the large majority of my take offs and probably those of my
friends are with a full tank - this partly because much of my flying is
touring, doing longish stints, but also because I still have a lingering
memory of being taught that you should always fill the tank before
putting the plane away so as to discourage air cooling in the tank and
depositing small amounts of water.
Regards, David
On 2017-08-24 21:21, Robert Borger wrote:
> David,
>
> Will that be enough petrol on board if you are on short final at an uncontrolled
field and someone pulls out onto the runway and you have to go around?
>
> Best regards,
> Robert Borger, President
> Geowhiziks & Doodlebugging, Inc.
> Certified Petroleum Geophysicist AAPG#101
> 3705 Lynchburg Dr.
> Corinth, TX 76208-5331
> (C) 817-992-1117
> Sent from my iPad
>
> On Aug 24, 2017, at 14:15, davidjoyce@doctors.org.uk wrote:
>
> Fred/Bob, That's an entirely reasonable approach since the front end fuel outlets
make it the most critical attitude. However it only really applies to those
who would contemplate seeing if they can take off with +/- empty tanks. It
seems to me much more practicable to go with the cruise attitude, where I guess
99% of fuel starvation happens. So door sill level would be my recommendation.
>
> Regards, David Joyce, GXSDJ
>
> On 2017-08-24 18:34, Robert Borger wrote:
>
>
> Fred,
>
> I'd recommend takeoff & climb out attitude as that would be the most critical
and when you'd be most likely to uncover the tank outlet.
>
> Bob
>
> Sent from my iPhone
>
> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com> wrote:
>
>
> Could someone please tell me what the proper attitude of an XS Mono is when determining
the amount of "unusable fuel" on board?
>
> ttp://www.matronics.com/Navigator?Europa-List
> ics.com [1]
> .com
> .matronics.com/contribution [2]
Links:
------
[1] http://ics.com
[2] http://matronics.com/contribution
Message 17
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
PS. I wouldn't expect you to take EASA too seriously, but for what it is
worth I have just checked their CS-VLA 959, which holds forth on the
subject of unusable fuel, and it says it must be checked for each tank
in the most adverse conditions likely to be encountered, so the EU is on
your side! David
On 2017-08-24 23:22, davidjoyce@doctors.org.uk wrote:
> Bob, No of course not but I do not plan to ever be on final with anything like
an empty tank! It seems to me there are two very different things here - unusable
fuel and how anyone sensibly manages his fuel. Unusable fuel is pretty much
what it says on the label and this side of the pond its only practical consequence
was that the LAA want a figure for it and want it included in the 'ready
for service' or empty weight. That apart I am all in favour of gauges telling
the true figure of what fuel you have in the tank. Very few would want to
work out in flight how much fuel is actually useable or not. We all surely always
operate with sensible reserves. In fact a fair number of my aquaintances have
never had to use the reserve tank and are rightly proud of themselves. In
addition the large majority of my take offs and probably those of my friends are
with a full tank - this partly because much of my flying is touring, doing
longish stints, but also because I still have a linge
ring
memory of being taught that you should always fill the tank before putting the
plane away so as to discourage air cooling in the tank and depositing small amounts
of water.
>
> Regards, David
>
> On 2017-08-24 21:21, Robert Borger wrote:
> David,
>
> Will that be enough petrol on board if you are on short final at an uncontrolled
field and someone pulls out onto the runway and you have to go around?
>
> Best regards,
> Robert Borger, President
> Geowhiziks & Doodlebugging, Inc.
> Certified Petroleum Geophysicist AAPG#101
> 3705 Lynchburg Dr.
> Corinth, TX 76208-5331
> (C) 817-992-1117
> Sent from my iPad
>
> On Aug 24, 2017, at 14:15, davidjoyce@doctors.org.uk wrote:
>
> Fred/Bob, That's an entirely reasonable approach since the front end fuel outlets
make it the most critical attitude. However it only really applies to those
who would contemplate seeing if they can take off with +/- empty tanks. It
seems to me much more practicable to go with the cruise attitude, where I guess
99% of fuel starvation happens. So door sill level would be my recommendation.
>
> Regards, David Joyce, GXSDJ
>
> On 2017-08-24 18:34, Robert Borger wrote:
>
>
> Fred,
>
> I'd recommend takeoff & climb out attitude as that would be the most critical
and when you'd be most likely to uncover the tank outlet.
>
> Bob
>
> Sent from my iPhone
>
> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com> wrote:
>
>
> Could someone please tell me what the proper attitude of an XS Mono is when determining
the amount of "unusable fuel" on board?
>
> ttp://www.matronics.com/Navigator?Europa-List
> ics.com [1]
> .com
> .matronics.com/contribution [2]
Links:
------
[1] http://ics.com
[2] http://matronics.com/contribution
Message 18
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
David,
It's the same for the FAA, most adverse condition.
Best regards,
Robert Borger, President
Geowhiziks & Doodlebugging, Inc.
Certified Petroleum Geophysicist AAPG#101
3705 Lynchburg Dr.
Corinth, TX 76208-5331
(C) 817-992-1117
Sent from my iPad
> On Aug 24, 2017, at 17:45, davidjoyce@doctors.org.uk wrote:
>
> PS. I wouldn't expect you to take EASA too seriously, but for what it is w
orth I have just checked their CS-VLA 959, which holds forth on the subject o
f unusable fuel, and it says it must be checked for each tank in the most ad
verse conditions likely to be encountered, so the EU is on your side! David
>
>
>
>
>> On 2017-08-24 23:22, davidjoyce@doctors.org.uk wrote:
>>
>> Bob, No of course not but I do not plan to ever be on final with anything
like an empty tank! It seems to me there are two very different things here
- unusable fuel and how anyone sensibly manages his fuel. Unusable fuel is
pretty much what it says on the label and this side of the pond its only pr
actical consequence was that the LAA want a figure for it and want it includ
ed in the 'ready for service' or empty weight. That apart I am all in favour
of gauges telling the true figure of what fuel you have in the tank. Very f
ew would want to work out in flight how much fuel is actually useable or not
. We all surely always operate with sensible reserves. In fact a fair number
of my aquaintances have never had to use the reserve tank and are rightly p
roud of themselves. In addition the large majority of my take offs and proba
bly those of my friends are with a full tank - this partly because much of m
y flying is touring, doing longish stints, but also because I still have a l
ingering memory of being taught that you should always fill the tank before p
utting the plane away so as to discourage air cooling in the tank and deposi
ting small amounts of water.
>>
>> Regards, David
>>
>>
>>
>>
>> On 2017-08-24 21:21, Robert Borger wrote:
>>
>> David,
>>
>> Will that be enough petrol on board if you are on short final at an uncon
trolled field and someone pulls out onto the runway and you have to go aroun
d?
>>
>> Best regards,
>> Robert Borger, President
>> Geowhiziks & Doodlebugging, Inc.
>> Certified Petroleum Geophysicist AAPG#101
>> 3705 Lynchburg Dr.
>> Corinth, TX 76208-5331
>> (C) 817-992-1117
>>
>> Sent from my iPad
>>
>> On Aug 24, 2017, at 14:15, davidjoyce@doctors.org.uk wrote:
>>
>> Fred/Bob, That's an entirely reasonable approach since the front end fuel
outlets make it the most critical attitude. However it only really applies t
o those who would contemplate seeing if they can take off with +/- empty tan
ks. It seems to me much more practicable to go with the cruise attitude, whe
re I guess 99% of fuel starvation happens. So door sill level would be my re
commendation.
>>
>> Regards, David Joyce, GXSDJ
>>
>>
>>
>>
>> On 2017-08-24 18:34, Robert Borger wrote:
>>
>>
>> Fred,
>>
>> I'd recommend takeoff & climb out attitude as that would be the most crit
ical and when you'd be most likely to uncover the tank outlet.
>>
>> Bob
>>
>> Sent from my iPhone
>>
>> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com> wrote:
>>
>>
>> Could someone please tell me what the proper attitude of an XS Mono is wh
en determining the amount of "unusable fuel" on board?
>>
>>
>>
>>
>> ttp://www.matronics.com/Navigator?Europa-List
>> ics.com
>> .com
>> .matronics.com/contribution
>>
>>
>>
Message 19
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: unusable fuel |
Wouldn=99t the normal attitude of the mono, sitting on it=99s
main gear & tail wheel, approximate the =9Cmost adverse
condition=9D?
Why not drain the tank w/ acft in that position and be done w/ it?
F.
> On Aug 24, 2017, at 4:04 PM, Robert Borger <rlborger@mac.com> wrote:
>
> David,
>
> It's the same for the FAA, most adverse condition.
>
> Best regards,
> Robert Borger, President
> Geowhiziks & Doodlebugging, Inc.
> Certified Petroleum Geophysicist AAPG#101
> 3705 Lynchburg Dr.
> Corinth, TX 76208-5331
> (C) 817-992-1117
>
> Sent from my iPad
>
> On Aug 24, 2017, at 17:45, davidjoyce@doctors.org.uk
<mailto:davidjoyce@doctors.org.uk> wrote:
>
>> PS. I wouldn't expect you to take EASA too seriously, but for what
it is worth I have just checked their CS-VLA 959, which holds forth on
the subject of unusable fuel, and it says it must be checked for each
tank in the most adverse conditions likely to be encountered, so the EU
is on your side! David
>>
>>
>>
>> On 2017-08-24 23:22, davidjoyce@doctors.org.uk
<mailto:davidjoyce@doctors.org.uk> wrote:
>>
>>> Bob, No of course not but I do not plan to ever be on final with
anything like an empty tank! It seems to me there are two very different
things here - unusable fuel and how anyone sensibly manages his fuel.
Unusable fuel is pretty much what it says on the label and this side of
the pond its only practical consequence was that the LAA want a figure
for it and want it included in the 'ready for service' or empty weight.
That apart I am all in favour of gauges telling the true figure of what
fuel you have in the tank. Very few would want to work out in flight how
much fuel is actually useable or not. We all surely always operate with
sensible reserves. In fact a fair number of my aquaintances have never
had to use the reserve tank and are rightly proud of themselves. In
addition the large majority of my take offs and probably those of my
friends are with a full tank - this partly because much of my flying is
touring, doing longish stints, but also because I still have a lingering
memory of being taught that you should always fill the tank before
putting the plane away so as to discourage air cooling in the tank and
depositing small amounts of water.
>>>
>>> Regards, David
>>>
>>>
>>>
>>> On 2017-08-24 21:21, Robert Borger wrote:
>>>
>>> David,
>>>
>>> Will that be enough petrol on board if you are on short final at an
uncontrolled field and someone pulls out onto the runway and you have to
go around?
>>>
>>> Best regards,
>>> Robert Borger, President
>>> Geowhiziks & Doodlebugging, Inc.
>>> Certified Petroleum Geophysicist AAPG#101
>>> 3705 Lynchburg Dr.
>>> Corinth, TX 76208-5331
>>> (C) 817-992-1117
>>>
>>> Sent from my iPad
>>>
>>> On Aug 24, 2017, at 14:15, davidjoyce@doctors.org.uk
<mailto:davidjoyce@doctors.org.uk> wrote:
>>>
>>> Fred/Bob, That's an entirely reasonable approach since the front end
fuel outlets make it the most critical attitude. However it only really
applies to those who would contemplate seeing if they can take off with
+/- empty tanks. It seems to me much more practicable to go with the
cruise attitude, where I guess 99% of fuel starvation happens. So door
sill level would be my recommendation.
>>>
>>> Regards, David Joyce, GXSDJ
>>>
>>>
>>>
>>> On 2017-08-24 18:34, Robert Borger wrote:
>>>
<mailto:rlborger@mac.com>>
>>>
>>> Fred,
>>>
>>> I'd recommend takeoff & climb out attitude as that would be the most
critical and when you'd be most likely to uncover the tank outlet.
>>>
>>> Bob
>>>
>>> Sent from my iPhone
>>>
>>> On Aug 24, 2017, at 09:55, Fred Klein <fklein@orcasonline.com
<mailto:fklein@orcasonline.com>> wrote:
>>>
<fklein@orcasonline.com <mailto:fklein@orcasonline.com>>
>>>
>>> Could someone please tell me what the proper attitude of an XS Mono
is when determining the amount of "unusable fuel" on board?
>>>
>>>
>>>
>>>
>>> ttp://www.matronics.com/Navigator?Europa-List
>>> ics.com <http://ics.com/>
>>> .com
>>> .matronics.com/contribution <http://matronics.com/contribution>
>>>
>>>
>>>
Message 20
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Medical Answer |
Ira,
Thank you for that update and correction. My AME and my retinal specialist happen
to share the same office and will be colluding on my care (he just was not
available when this occurred).
I am very confident that as long as my current vision is any indication of my future
vision I don't foresee any further issues. I will simply have to go thru
the gub'ment maze.
I guess this begs another question. How would a pilot handle this under BasicMed?
I have no vision anamolies or drawbacks. 20/20 vision w my glasses as before
the incident.
Mike Duane
Las Vegas, NV
Sent from my iPhone
> On Aug 24, 2017, at 2:57 PM, rampil <ira.rampil@gmail.com> wrote:
>
>
> Hi Mike,
>
> Your answer is almost, but not quite right. Two problems:
>
> 1) The 8500-7 must be completed by an ophthalmologist, not an
> AME, unless the AME is an ophthalmologist.
>
> 2) If the 8500-7 is ok, the FAA will issue a Special Issuance. After the
> Special Issuance, you will get a letter for your AME authorizing him or
> her to give you subsequent medical certificates.
>
> BTW, you are grounded until you get that Special Issuance.
>
> Here is the relevant rules for AME Guidance:
>
> Decision Considerations - Aerospace Medical Dispositions
> Item 31. Eyes
> Applicants with many visual conditions may be found qualified for FAA certification
following the receipt and review of specialty evaluations and pertinent
medical records. Examples include retinal detachment with surgical correction,
open angle glaucoma under adequate control with medication, and narrow angle
glaucoma following surgical correction.
> The Examiner may not issue a certificate under such circumstances for the initial
application, except in the case of applicants following cataract surgery.
The Examiner may issue a certificate after cataract surgery for applicants who
have undergone cataract surgery with or without lens(es) implant. If pertinent
medical records and a current ophthalmologic evaluation (using FAA Form 8500-7
or FAA Form 8500-14) indicate that the applicant meets the standards, the
FAA may delegate authority to the Examiner to issue subsequent certificates.
> The following lists the most common conditions of aeromedical significance, and
course of action that should be taken by the examiner as defined by the protocol
and disposition in the table. Medical certificates must not be issued to
an applicant with medical conditions that require deferral, or for any condition
not listed that may result in sudden or subtle incapacitation without consulting
the AMCD or the RFS. Medical documentation must be submitted for any condition
in order to support an issuance of an airman medical certificate.
>
> I also refer you to https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/app_process/exam_tech/item31/amd/general/
>
> --------
> Ira N224XS
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=472151#472151
>
>
>
>
>
>
>
>
>
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|