I agree with Frans, avoid Cu nims, one response on this subject suggested 2
0 miles,- I would suggest observing (preferably from the ground) how far
away the effect of a large cu nim- can be felt , ie downdrafts, swirling
winds, gusts etc and preferably fly another day!=0A-=0AAs a glider pilot
for 37 years I have been fortunate to not encountered lightning, with high
performance "glass ships" suddenly becoming bricks (when laminar flow wings
get wet) common sense results in heading for a safe landing if rain / or a
ssociated storm clouds approach.=0A-=0AWhen early gliding records were at
tempted, flights inside cu,nims were used to gain height, and one particula
r Skylark 3 (wooden built Slingsby glider)-that soared from southern Engl
and to- Scotland, was struck by lightning that later examination found da
mage to wood that had its moisture vaporised damaging structures-and also
-fusing of various metal parts.=0A-=0ACross bonding of- control junct
ures in sailplanes has been in practise since back-then (1958 ish) .=0AMy
aircraft have cross bonding ( that I am sure would not protect from much o
ther than a very-low energy- lightning strike, if at all).=0A-=0AOne
of the suggestions considered in the AAIB report on the K21 glider break up
, was to have non conductive materials at the extreme control connections (
ailerons specifically studied in this report),my thoughts are that such-
a massive- energy discharge would find an alternative path.=0A-=0AAnoth
er AAIB-statistic is 1 strike per 100,000 flight hours ( is that more cha
nce than winning the lottery)?=0A-=0AI will still choose to fly (when the
weather is suitable) including winch launching-gliders, with up to 3000
feet of steel cable from an earthed drum-attached to a chunk of metal wit
hin a foot of my gonads,(ottfur tow hook)-but with a parachute and good w
eather information and observation.=0A-=0AI would-enquire with the-bo
ffin types out there with an understanding of electrical static discharges
creates a compact personal device to warn us of this possible threat.=0A-
=0AAfter the K 21 incident the AAIB called for and received information on
the electrical activity / energy levels so some one-out there already-h
as an interest in producing- a related product.=0A-=0ALink to the AAIB
K21 incident ( and mention of Puma helicopter Carbon fibre rotor strike).
=0Ahttp://www.aaib.gov.uk/cms_resources.cfm?file=/dft_avsafety_pdf_500699
.pdf=0A-=0AMy aircraft have cross bonding ( that I am sure would not prot
ect from much other than a low level lightning strike).=0A-=0A-=0AFair
weather !=0A-=0AKevin Burns=0A-=0A-=0A-=0A =0A=0A__________________
______________=0A From: Frans Veldman <frans@privatepilots.nl>=0ATo: europa
-list@matronics.com =0ASent: Tuesday, 14 February 2012, 10:37=0ASubject: Re
rans Veldman <frans@privatepilots.nl>=0A=0AOn 02/13/2012 11:17 AM, Martin O
lliver wrote:=0A=0A> Hi All. Has anyone experienced a lightning strike in a
Europa? If not=0A> what is the perceived result of such a strike?=0A=0AThe
result is impossible to predict. Lightning stikes comes in all sizes=0Aand
shapes. You can get a little protection against very light strikes=0A(for
of course a weight penalty), but since you don't know what is going=0Ato st
rike you there is just one effective measure: stay away from=0Aanything tha
t looks like a TS.=0A=0AIf you embed copper mesh in your wings it will make
your wings much=0Aheavier, and of course if the strike is heavy enough the
mesh will melt=0Aanyway and take the wing with it. Any strike generates he
at, and as we=0Aall know our Europa's can not tolerate much heat, not much
what we can=0Ado about it except for using aluminium instead of glass fiber
.=0A=0AAs much as the size and direction of lightning strikes vary, so do t
he=0Aresults. The best in terms of survivability are vertical strikes. They
=0Adon't search for your airplane, you just have to fly through a strike in
=0Aprogress. Alas, they are the least occuring stikes in airplanes. Much=0A
more occuring are spanwise and lenghtwise strikes. Your airplane offers=0Aa
n electric charge a comfortable path to find its opponent. Also, your=0Aexh
aust fumes leave a trail of extra conductive air, due to the carbon=0Aand e
xtra moisture in it. Any charge following that trail will find your=0Aairpl
ane. Spanwise strikes bring the risk of welding the aileron=0Acontrols, and
of course the heat expands the air in the wings and the=0Awings may just b
low apart. Lenghtwise strikes will likely travel via the=0Arudder cables. A
part from taking the ruddder out when the tiny cables=0Amelt, they might me
lt through the fuel tank which is just an inch away.=0AHeat and fuel don't
go along very well. And of course the rudder cables=0Aend at the rudder ped
als, so I hope you don't have wet feet when it happens.=0AThe avionics and
electric systems are the least of your concerns, but=0Aanything might fail,
if not everything. It is likely you can't talk to=0Aanyone anymore, have n
o navigation anymore, and have to land your=0Acrippled airplane trimmed for
cruise speed and possibly without rudder=0Aor aileron control without assi
stance. If you survived the initial=0Astrike at all of course.=0A=0AI remem
ber the story of someone who got hit by lightning. They found his=0Aairplan
e with all the controls welded. Some research revealed that the=0Apoor pilo
t had flown for at least 10 minutes after all the controls=0Awhere welded i
nmovable before he crashed...=0A=0ASo, I will avoid thunderstorms at all co
sts.=0AIn my airplane I installed a stormscope. If it indicates anything=0A
threatening closer than 100nm, I will just land and fly another day.=0A=0AF
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