Europa-List Digest Archive

Thu 08/24/17


Total Messages Posted: 20



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


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    Time: 12:13:10 AM PST US
    Subject: Re: Who has Nev's cowlings
    From: "spcialeffects" <spcialeffects@aol.com>
    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


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    Time: 03:19:14 AM PST US
    Subject: Re: brakes on rudder pedals
    From: "olihqt" <Olivier.hequet@neuf.fr>
    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


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    Time: 03:19:20 AM PST US
    Subject: Re: brakes on rudder pedals
    From: "olihqt" <Olivier.hequet@neuf.fr>
    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


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    Time: 06:48:24 AM PST US
    Subject: Re: Throttle and choke cable length
    From: "JohnFrance" <77alembert@gmail.com>
    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


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    Time: 08:56:32 AM PST US
    From: Fred Klein <fklein@orcasonline.com>
    Subject: unusable fuel
    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


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    Time: 10:20:58 AM PST US
    From: Mike Christine Duane <DuaneFamly@aol.com>
    Subject: Medical Answer
    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


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    Time: 10:35:29 AM PST US
    Subject: Re: unusable fuel
    From: Robert Borger <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> 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


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    Time: 11:46:27 AM PST US
    Subject: Re: brakes on rudder pedals
    From: "Kelvin Weston" <kelv@kdweston.biz>
    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


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    Time: 12:31:16 PM PST US
    From: davidjoyce@doctors.org.uk
    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


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    Time: 01:21:40 PM PST US
    From: Robert Borger <rlborger@mac.com>
    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


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    Time: 01:39:30 PM PST US
    From: Fred Klein <fklein@orcasonline.com>
    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


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    Time: 01:40:00 PM PST US
    Subject: Re: unusable fuel
    From: "Dave Disney" <davedisney@yahoo.co.uk>
    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


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    Time: 02:07:36 PM PST US
    From: Pete <peterz@zutrasoft.com>
    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


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    Time: 02:58:21 PM PST US
    Subject: Re: Medical Answer
    From: "rampil" <ira.rampil@gmail.com>
    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


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    Time: 03:05:58 PM PST US
    Subject: Re: unusable fuel
    From: "rampil" <ira.rampil@gmail.com>
    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


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    Time: 03:22:55 PM PST US
    From: davidjoyce@doctors.org.uk
    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


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    Time: 03:45:38 PM PST US
    From: davidjoyce@doctors.org.uk
    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


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    Time: 04:04:40 PM PST US
    From: Robert Borger <rlborger@mac.com>
    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


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    Time: 04:35:43 PM PST US
    From: Fred Klein <fklein@orcasonline.com>
    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


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    Time: 06:03:29 PM PST US
    From: Mike Christine Duane <DuaneFamly@aol.com>
    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 > > > > > > > > >




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