Kevin , I am also building a motorglider, just returned from fla. with my
wings !!!!!!!!!!!! do you have your wing kit and where are you? I am in
MA.and am glider licenced but no single engine licence.
I would love to hook up with other glider wing builders along the way.
Chris Davis A160 MG
----- Original Message -----
From: "Kevin Klinefelter" <kevann@gte.net>
Subject: Re: USA Builders - Sport-Light Aircraft
> Shaun, Do you believe you will be able to register your Europa as a glider
> with the short wings, before building the long wings?
>
> Getting a glider rating is not difficult. It is an add on to your private
> and requires a check ride with an examiner but no written test.
> I am a glider instructor as well as private SEL and hope to offer the
> necessary instruction and endorsements to fellow Europa pilots when my kit
> becomes plane. I better get back out there and sand!
> Kevin A211
>
> -----Original Message-----
> From: forum-owner@europaclub.org.uk
> Behalf Of Shaun Simpkins
> Subject: Re: USA Builders - Sport-Light Aircraft
>
> There's a gotcha for registering as a motorglider. My understanding is
that
> although a motorglider
> doesn't require a medical, it does require a glider rating. So if you're
> not a glider pilot now, you'll
> need to be one before your first flight. Even if you, like me, are
building
> the short wings first.
>
> Shaun
> A207
> ----- Original Message -----
> From: <clevelee@cswebmail.com>
> Subject: Re: USA Builders - Sport-Light Aircraft
>
>
> > Fred,
> > That's why I found the glider wings option on the Eruopa so attractive
in
> the first place. While a hassel re-registering the plane as a motor
glider,
> it is an option to keep flying into the future should passage of medical
be
> a problem.
> >
> > On Sat, 09 March 2002, Fred Fillinger wrote:
> >
> > >
> > > Hi, all --
> > >
> > > Has anyone considered the impact of this proposed rule? Seems all you
> > > have to do (for trigear) is submit W&B for 1,232# gross, at which
> > > weight you should meet the stall speed limits. Better for 912, where
> > > you can max at 115 knots with prop pitch, followed by later
> > > maintenance error in setting pitch. :-) Even for 912S, there's hope.
> > > Don't have to flight test max Vh with wheel fairings (oops, left 'em
> > > at home), and do it on a hot, turbulent day. For 914, looks like too
> > > heavy. Sounds like civil disobedience, but there's gonna be some of
> > > that in the SLA rule, I predict, and FAA's ability to enforce here
> > > will slightly exceed that of the ultralights.
> > >
> > > The advantage is a "paper basis" for continued flight if one loses a
> > > medical on some dinky thing. You'd have to build light, and be
> > > "overgross" with any baggage with pax and full fuel. But trying to
> > > recertify later at lower weight/performance #'s, should loss of
> > > medical happen, will raise a red flag. It seems worth a try on
> > > initial cert, and considering this may help guide new bldrs in gear
> > > choice and light-building practices.
> > >
> > > Just 'typing out loud.' Any thoughts?
> > >
> > > Regards,
> > > Fred F.
> > >
> > > The Europa Forum is supported by Aviators Network UK
<info@avnet.co.uk>
> >
> >
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