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Monowheel to trigear conversion - figures

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JonathanMilbank

Joined: 14 Apr 2012
Posts: 388
Location: Aberdeen area

Posted: Mon May 20, 2013 1:59 pm Post subject: Monowheel to trigear conversion - figures

I have just converted my Classic with 912UL 80hp and Airmaster 332vp prop from mono to tri. I'm completely satisfied and delighted with the results and particularly I must thank Neville Eyre for his excellent work.



For your interest, my conversion has bare undercarriage legs and wheels, no spats (pants) or fairings intended, utilises the original combined flap/undercarriage lever to operate the flaps without needing an electric motor and has finger brakes.



This has all resulted in a net empty weight gain of 43 lbs (about 20 kg) to 861 lbs and the cruise speed has reduced by 8 knots from 120 to 112 at the identical power setting.



The most important reduction for me has been the reduction in stress when landing the mono in a stiff crosswind. I got away without groundlooping for 15 years and now I'm ready for the quiet life.

jeff(at)rmmm.net
Guest

Posted: Mon May 20, 2013 2:27 pm Post subject: Monowheel to trigear conversion - figures

Jonathan,Get the wheel paints and gear leg covers and if you want to take it further make leg end fairings and you'll get all the speed back except 2 KTS. Then on the other hand maybe the speed isn't important and thats fine to. Gold Rush is an XS tri with the new 912ULS, sensenich ground adjustable prop and at 7K ft and 5400 RPM's it does 130KTS every time. 

Best,



 Jeff R. N128LJ Gold Rush / FOR SALE



 



 

On May 20, 2013, at 5:59 PM, jonathanmilbank wrote:

[quote]--> Europa-List message posted by: "jonathanmilbank" <jdmilbank(at)yahoo.co.uk (jdmilbank(at)yahoo.co.uk)>



I have just converted my Classic with 912UL 80hp and Airmaster 332vp prop from mono to tri. I'm completely satisfied and delighted with the results and particularly I must thank Neville Eyre for his excellent work.



For your interest, my conversion has bare undercarriage legs and wheels, no spats (pants) or fairings intended, utilises the original combined flap/undercarriage lever to operate the flaps without needing an electric motor and has finger brakes.



This has all resulted in a net empty weight gain of 43 lbs (about 20 kg) to 861 lbs and the cruise speed has reduced by 8 knots from 120 to 112 at the identical power setting.



The most important reduction for me has been the reduction in stress when landing the mono in a stiff crosswind. I got away without groundlooping for 15 years and now I'm ready for the quiet life.





Read this topic online here:



http://forums.matronics.com/viewtopic.php?p=401026#401026



         - The Europa-List   -->             &n========================

kingsnjan(at)westnet.com.
Guest

Posted: Mon May 20, 2013 4:09 pm Post subject: Monowheel to trigear conversion - figures

Gentlemen,



When you quote the speed of your aircraft, please clarify if you are talking IAS, CAS or TAS. 



The 914 Mono I am now flying has the pitot and static vents in their original positions. i.e. pitot forward of the spar and static holes on the side of the fuselage. 



I have always suspected the IAS to be under reading and flying in formation with a Virus Motor Glider at different speeds confirmed this was so albeit I equally suspect the ASI on the Virus is optimistic to some extent. 



In flight at or close to AUW with Warp Drive square blade prop, at 9500 ft, 5000 RPM and 29" MAP, 20 LPH fuel burn, I am getting 118-120 IAS which is around 135kts TAS. 



I am interested to know how these figures compare with others please. 



Regards



Kingsley in Oz.

rlborger(at)mac.com
Guest

Posted: Mon May 20, 2013 4:30 pm Post subject: Monowheel to trigear conversion - figures

Kingsley,



FWIW, my XS Trigear conversion with 914, Airmaster 332 straight blades, has been doing 110 kts indicated.  This is a bit lower than the 114 kts indicated GPS speed.  This is at 5000 RPM, 26.5" MP & 4.5 GPH (17 LPH) with no fairings at all.  



Last week I put the wheel pants on and that same power/fuel setting produced 115 kts indicated (120 kts GPS speed).  



I'm working on the gear leg fairings this week.  I'll let you know what it does when they are on and I have a chance to fly it.  



Eventually, the rest of the speed kit (flap hinge fairings) will go on and we'll see how that helps.



Blue skies & tailwinds,

Bob Borger

Europa XS Tri, Rotax 914, Airmaster C/S Prop.

Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP

3705 Lynchburg Dr.

Corinth, TX  76208-5331

Cel: 817-992-1117

rlborger(at)mac.com



On May 20, 2013, at 7:09 PM, Kingsley Hurst <kingsnjan(at)westnet.com.au> wrote:






Gentlemen,



When you quote the speed of your aircraft, please clarify if you are talking IAS, CAS or TAS. 



The 914 Mono I am now flying has the pitot and static vents in their original positions. i.e. pitot forward of the spar and static holes on the side of the fuselage. 



I have always suspected the IAS to be under reading and flying in formation with a Virus Motor Glider at different speeds confirmed this was so albeit I equally suspect the ASI on the Virus is optimistic to some extent. 



In flight at or close to AUW with Warp Drive square blade prop, at 9500 ft, 5000 RPM and 29" MAP, 20 LPH fuel burn, I am getting 118-120 IAS which is around 135kts TAS. 



I am interested to know how these figures compare with others please. 



Regards



Kingsley in Oz.

frans(at)privatepilots.nl
Guest

Posted: Tue May 21, 2013 1:44 am Post subject: Monowheel to trigear conversion - figures

On 05/21/2013 02:30 AM, Robert Borger wrote:



 	  Quote: 	
		   Eventually, the rest of the speed kit (flap hinge fairings) will go on and we'll see how that helps.


	


Don't do the flap hinge fairings. They are very bad. They increase the

frontal area many times (pressure drag), increase the side area (skin

drag) and worst of all, they have an opening at the rear which is the

worst aerodynamic thing you can imagine. The hinges are fine as is,

leave them alone, except for the outer one (the double one), but this

one can be modified (or you could create a better fairing for it). To

give you an idea for a better "outer flap hinge fairing" look at the

attached pictures. I made a mold but never installed these fairings as I

decided later to modify the flap hinge itself.



Frans

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europapa

Joined: 30 Aug 2010
Posts: 63

Posted: Tue May 21, 2013 2:22 am Post subject: Re: Monowheel to trigear conversion - figures

Frans,



your objection to the "inner" flap hinge fairings sounds reasonable to me.

Thank you for that as I had in mind to apply them this year.

So if  you donÂ´t want to apply your already build fairings maybe you want to sell them to me   ?



Cheers



Juergen

budyerly(at)msn.com
Guest

Posted: Tue May 21, 2013 7:59 am Post subject: Monowheel to trigear conversion - figures

<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]-->                        [img]cid:012301ce563b$4BFAF5BE(at)goldfishbk2xxe[/img][img]cid:012401ce563b$4BFAF5BE(at)goldfishbk2xxe[/img] Photo E-mail           [url=https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&resid=2161856909618AA7!346&parid=2161856909618AA7!130&type=5&authkey=!AKnPGp8SHrmYj5k]View        slideshow [/url]| [url=https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=downloadphotos&resid=2161856909618AA7!346&parid=2161856909618AA7!130&type=5&authkey=!AKnPGp8SHrmYj5k]Download        images [/url]   Frans, but mostly for others reading this stuff:

  

 I believe that a two part fairing is the answer.  I don't  have time to finish it as we are swamped, but the forward fairing I use is left  nearly as it is now.  It bolts to the bracket using two nutplates (my usual  way to install the outer bracket).  I fabricated a flap fairing from foam  that fits into the slot on the forward bracket to get rid of that nasty gap at  the back.  Cleaner aerodynamically, but what a bugger when it comes to the  annual inspection.  I now use a screw attach on the forward cover to the  wing and to the bracket of course, and just a bit of white caulk to seal the  edge.  Drill a hole in the bottom of the cover for water of course.

  

 My rear fairing will be added to the flap and attached with adhesive  sealant.  I got stopped when I was trying to keep the gap sealed through  full flap travel.  Also, for the mono, the flaps will weigh more and I  think that my induce a bit of droop which the owner did not have with his  current setup.

  

 The Europa inner brackets will look awful unless spacers are planed to  keep them from distorting.  Again, they are not as important as the  outer, but the plane looks more complete with them.

  

 Pay attention to gear leg covers, transitions and wheel pant height and  alignment.  A droopy wheel pant is like a parachute.  The lower the  wheel pant (no lower than the bottom of the wheel rim), the better the  speed.  For grass strips, well compromises have to be made.  Lift the  pant up to prevent the rear lip from tear out from the grass whipping it.

  

 12AY went from 107 with a fixed pitch Warp Drive set at 5200 static on the  914.  With the Airmaster I jumped to 117 KTS at 1000 MSL (914/Airmaster  332) and now at the same power setting of max continuous (34 inches/5500 RPM) it  does right at 136 KTAS.  With some tuning and tweaking and only one on  board a 920 lb empty weight aircraft and all polished up, I hit 146 KTAS at 1000  MSL in the traffic pattern (I fixed the stock 914 inlet duct cowl  seal leak at the rear also which was like a parachute).  These  cleanups allow a 26 inch/ 5000 RPM cruise at 1000MSL of 127 at about 4.5  GPH.  Obviously at 8500 MSL my true airspeed is quite comfortable at 130  ish to get 28 NM/Gal which is over 30 Statue MPG.

  

 (Airspeed calibration is less than 2 knots below 100 KIAS and spot on above  100KIAS to 160KIAS.)

  

 Our last Europa XS, High Top, at 1400 lbs. as tested, equipped with  912S with Airmaster AP332 does 136 Knots at 1000 MSL at 26 inches and 5500 RPM  just using the above techniques.

  

 Gear leg covers add speed, pay attention to the details and think like an  air molecule.

  

 A bit of work with clay and filler and you can get a few more knots, but  much more fuel efficiency.  Pay attention to your cowl duct seals  also.  That is more knots than you think also.

 Finally, the rig of the aircraft makes a big difference.  Droopy flaps  are the worst.  If all is not straight at cruise, (trim tabs also) it slows  you down.

  

 Regards,

 Bud Yerly

  

                   [url=https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&resid=2161856909618AA7!347&parid=2161856909618AA7!346&type=1&authkey=!AKnPGp8SHrmYj5k][img]cid:012501ce563b$4BFAF5BE(at)goldfishbk2xxe[/img][/url]

            Typical glass up of        fairing.  Note it is not a thing of beauty at first, but it fits the        leg.  This photo makes it look like the front has a flat bottom, but        that is an optical illusion.  These are my flip up pant inner        brackets.  NOTE:  The inner bracket is attached to the metal        bracket.  Cuts in this are for the gear inner bracket to be able to        be removed for a brake job.

                   [url=https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&resid=2161856909618AA7!348&parid=2161856909618AA7!346&type=1&authkey=!AKnPGp8SHrmYj5k][img]cid:012601ce563b$4BFAF5BE(at)goldfishbk2xxe[/img][/url]

            Pay attention to allow for        flex and filler and paint.  Use a block sander and square up your        final install.

                   [url=https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&resid=2161856909618AA7!349&parid=2161856909618AA7!346&type=1&authkey=!AKnPGp8SHrmYj5k][img]cid:012701ce563b$4BFAF5BE(at)goldfishbk2xxe[/img][/url]

            Aft portion of this cover has        a small amount of gap to allow for gear flex also.  It is a great        idea to use clear 3M or glider wing tape as an anti chafe for your        paint.  These joints flex.  (This gear is flexed with 400 lbs in        the seat and full gas and you can see it just    touches.

                   [url=https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&resid=2161856909618AA7!350&parid=2161856909618AA7!346&type=1&authkey=!AKnPGp8SHrmYj5k][img]cid:012801ce563b$4BFAF5BE(at)goldfishbk2xxe[/img][/url]

                   Keep it small and simple.  Bigger is not better.

       Note these are the standard Europa supplied pants, so the cut is        right down the center of the fairing.  You can make a joggle if you        wish, but it is not necessary if your gaps are small and are glass, not        filler.



                   [url=https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&resid=2161856909618AA7!351&parid=2161856909618AA7!346&type=1&authkey=!AKnPGp8SHrmYj5k][img]cid:012901ce563b$4BFAF5BE(at)goldfishbk2xxe[/img][/url]

            This nose gear cover is a bit        high so the shimmy dampener is visible for grease leakage.  The pant        is made with the hinge line set on an angle to allow quick access to the        nose wheel for servicing and  inspection.

    

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JonathanMilbank

Joined: 14 Apr 2012
Posts: 388
Location: Aberdeen area

Posted: Tue May 21, 2013 2:47 pm Post subject: Re: Monowheel to trigear conversion - figures

Couple of things. I thought long and hard before converting to tri-gear and prioritised my needs: a) Make the whole landing experience less fraught. b) Keep it as light as possible. c) Retain the smoothness and economy of the 80 hp engine. d) Don't spend a fortune.



We have precious few tar runways in the UK which don't charge eye-watering landing fees. So operating on grass in a normally damp climate makes spats less advisable, due to clogging with mud and grass.



Our permit system doesn't allow unfettered freedom to design and experiment with such things as fairings and spats, or anything else, except that engineering approval gets obtained through submitting descriptions, drawings, photographs, analyses and the appropriate fee for modification approval. Therefore the usual route to installing a mod is to buy something already approved from a supplier.



Because we're presently limited to 1370 lbs mauw, we need to think harder before loading up with goodies. For me, the idea of flying a Europa with an empty weight in the mid 900 range is beyond consideration. It would mean a huge trade-off between fuel and payload. "Roll on 1450 lbs mauw", I say.



You guys across the pond enjoy greater freedoms, while being expected to shoulder a much greater load than us for public liability. But thanks for all your insights and suggestions given above.

kheindl(at)msn.com
Guest

Posted: Tue May 21, 2013 5:07 pm Post subject: Monowheel to trigear conversion - figures

Jonathan,



The weight shouldn't be a problem, of course official sanction of 1450 lbs would be useful. Remember, that the Katana, which is a much heavier aircraft, has been flying with the 912 for many years without problems.

Karl





 	  Quote: 	
		   Subject: Europa-List: Re: Monowheel to trigear conversion - figures

 From: jdmilbank(at)yahoo.co.uk

 Date: Tue, 21 May 2013 15:47:32 -0700

 To: europa-list(at)matronics.com

 

 --> Europa-List message posted by: "jonathanmilbank" <jdmilbank(at)yahoo.co.uk>

 

 Couple of things. I thought long and hard before converting to tri-gear and prioritised my needs: a) Make the whole landing experience less fraught. b) Keep it as light as possible. c) Retain the smoothness and economy of the 80 hp engine. d) Don't spend a fortune.

 

 We have precious few tar runways in the UK which don't charge eye-watering landing fees. So operating on grass in a normally damp climate makes spats less advisable, due to clogging with mud and grass.

 

 Our permit system doesn't allow unfettered freedom to design and experiment with such things as fairings and spats, or anything else, except that engineering approval gets obtained through submitting descriptions, drawings, photographs, analyses and the appropriate fee for modification approval. Therefore the usual route to installing a mod is to buy something already approved from a supplier.

 

 Because we're presently limited to 1370 lbs mauw, we need to think harder before loading up with goodies. For me, the idea of flying a Europa with an empty weight in the mid 900 range is beyond consideration. It would mean a huge trade-off between fuel and payload. "Roll on 1450 lbs mauw", I say.

 

 You guys across the pond enjoy greater freedoms, while being expected to shoulder a much greater load than us for public liability. But thanks for all your insights and suggestions given above.

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=401095#401095

 

 

 

 

 

 

 

=====================

 _====

 

 

 


	




 		 	   		  

  [quote][b]

JonathanMilbank

Joined: 14 Apr 2012
Posts: 388
Location: Aberdeen area

Posted: Wed May 22, 2013 3:09 am Post subject: Re: Monowheel to trigear conversion - figures

We remain limited to 1370 lbs mauw in the UK and with the Airmaster AP332 plus the airframe strengthening mod, I find that my lowly 80 hp Rotax manages very well. Should 1450 lbs ever get approved, then one of the conditions imposed to use the extra 80 lbs would almost certainly be to instal a 100 hp engine.



Having said all this, it still intrigues me that in the UK there are Europas weighing in empty at well over 900 lbs. For discussion's sake I'll take 920 lbs as an example. That leaves 450 lbs to play with. After near-filling the tank with 100 lbs of fuel, it is easy to see that only 350 lbs remain to accommodate two 175 lb occupants. Hmmm !



I've made an agreement with my group members that we leave the tank with 50 litres (80 lbs, 13 US galls,) for the next man, who can fill it further if he's not going to be flying heavy. 50 litres gives 2 hours of very safe flying with about 45 to 60 minutes reserve.



This plan should work well for us with 861 lbs empty weight, but in the example of a 920 lb airframe also limited to 50 litres, there would only be 370 lbs remaining. Sorry to bore you with my simple arithmetic, but more than 4 decades of earning my living as a pilot have shaped my thinking into non-adventurous mode, as far as aircraft loading is concerned.

max8992

Joined: 28 Jul 2011
Posts: 142

Posted: Wed May 22, 2013 5:54 am Post subject: Monowheel to trigear conversion - figures

Hi Jonathan,

..

 	  Quote: 	
		   Should 1450 lbs ever get approved, then one of the conditions imposed to

use the extra 80 lbs would almost certainly be to instal a 100 hp engine.
	


..

F-PMLH has a 912ULS and weight exactly 920 lbs empty.

..

 	  Quote: 	
		   This plan should work well for us with 861 lbs empty weight, but in the

example of a 920 lb airframe also limited to 50 litres, there would only be
	


370 lbs        > remaining. Sorry to bore you with my simple arithmetic, but

more than 4 decades of earning my living as a pilot have shaped my thinking

into non-adventurous mode, > as far as aircraft loading is concerned.

..

Never been able to put physically more than 59 liters for full(of which 9 in

the reserve part)and very happy with 2 and half hours of autonomy (plus 20

mn reserve). So the two (owners) of us weight less than 180 lbs or die 



Cheers

Max  Cointe

mcointe(at)free.fr

F-PMLH Europa XS_TriGear

Kit #560-2003 912ULS/AirmasterAP332 450 hours



F-PLDJ Dyn’Aéro MCR 4S 

Kit #27-2002 912ULSFR/MTProp MTV7A 1550 hours

_________________
Max8992
Europa XS #560 F-PMLH

steven.pitt2(at)ntlworld.
Guest

Posted: Wed May 22, 2013 8:33 am Post subject: Monowheel to trigear conversion - figures

Dear All,

May I come into this conversation at a late stage.

When I became a member of the Europa Club Committee and subsequently Vice 

Chairman leading to Chairman, I tried to see if we could get an increase in 

the MAUW upto 1450 lbs on the basis that there were Europas around the world 

already flying at this figure.

Despite sending out a plea to the Matronics site I did not receive the 

requested information to be able to put a case forward to the LAA for 

consideration.

I appreciate that a change in the UK might be difficult as I understand that 

the original 1370 lbs figure was extrapolated from the loading tests that 

were originally done by the old Europa company and then taking into account 

the multiplication factors used for 'plastic' aircraft etc. So to change the 

MAUW may require further destructive testing for which the funds are 

probably not available.

I repeat my request that any information on aircraft authorised throughout 

the world at higher MAUW would be useful to start discussions with the LAA.

My own trigear is 861 lbs empty and I wish I was 175lbs, so it is always a 

case of compromise when planning overseas trips.

Any information passed to me will be used with discretion. Thanks in 

anticipation.

Steve Pitt

Chairman, Europa Club

G-SMDH trigear XS 912S with Airmaster



---

ward.t(at)xtra.co.nz
Guest

Posted: Wed May 22, 2013 12:24 pm Post subject: Monowheel to trigear conversion - figures

Hi Steve,

I got a letter from Andy at Europa years ago to state that in the USA the 1450lbs was except-able

How that figure was obtained I can not remember but it did not require a different build. I will have to find the letter again which I will send to you. 

However when I presented it to New Zealand CAA they would only except the 1370Ibs the Europa company stipulates. 

However it is nice to know that there is a buffer regarding weight of 80Ibs.



I am sure the USA builders will know the answer? Andy does.



Cheers,



Tim



Tim Ward

12 Waiwetu Street

Fendalton,

Christchurch,  8052

New Zealand.



ward.t(at)xtra.co.nz



Ph 64 3 3515166

Mob 0210640221

On 23/05/2013, at 4:32 AM, "Steven Pitt" <steven.pitt2(at)ntlworld.com> wrote:



[quote] 

 

 Dear All,

 May I come into this conversation at a late stage.

 When I became a member of the Europa Club Committee and subsequently Vice Chairman leading to Chairman, I tried to see if we could get an increase in the MAUW upto 1450 lbs on the basis that there were Europas around the world already flying at this figure.

 Despite sending out a plea to the Matronics site I did not receive the requested information to be able to put a case forward to the LAA for consideration.

 I appreciate that a change in the UK might be difficult as I understand that the original 1370 lbs figure was extrapolated from the loading tests that were originally done by the old Europa company and then taking into account the multiplication factors used for 'plastic' aircraft etc. So to change the MAUW may require further destructive testing for which the funds are probably not available.

 I repeat my request that any information on aircraft authorised throughout the world at higher MAUW would be useful to start discussions with the LAA.

 My own trigear is 861 lbs empty and I wish I was 175lbs, so it is always a case of compromise when planning overseas trips.

 Any information passed to me will be used with discretion. Thanks in anticipation.

 Steve Pitt

 Chairman, Europa Club

 G-SMDH trigear XS 912S with Airmaster

 

 ---

kingsnjan(at)westnet.com.
Guest

Posted: Thu May 23, 2013 3:55 am Post subject: Monowheel to trigear conversion - figures

 	  Quote: 	
		   

 

 FWIW, my XS Trigear conversion with 914, Airmaster 332 straight blades, has been doing ........


	


Thanks Bob.  Hope everything is going well with you. Must be a hard decision deciding which aircraft to fly!



Best regards

Kingsley



Do not archive

rlborger(at)mac.com
Guest

Posted: Thu May 23, 2013 6:34 am Post subject: Monowheel to trigear conversion - figures

Hi Kingsley,



Things going reasonably well.  Not difficult at all to decide right now.  The Toot is still under construction.  I hope to have it ready to fly to Oshkosh in 2014.



Blue skies & tailwinds,

Bob Borger

Europa XS Tri, Rotax 914, Airmaster C/S Prop.

Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP

3705 Lynchburg Dr.

Corinth, TX  76208-5331

Cel: 817-992-1117

rlborger(at)mac.com



On May 23, 2013, at 6:55 AM, Kingsley Hurst <kingsnjan(at)westnet.com.au> wrote:






 	  Quote: 	
		   

 

 FWIW, my XS Trigear conversion with 914, Airmaster 332 straight blades, has been doing ........


	


Thanks Bob.  Hope everything is going well with you. Must be a hard decision deciding which aircraft to fly!



Best regards

Kingsley



Do not archive

AirEupora

Joined: 01 Nov 2009
Posts: 186
Location: Dixon, CA

Posted: Thu May 23, 2013 7:51 am Post subject: Re: Monowheel to trigear conversion - figures

When I had the FAA inspect my plane I used the 1370 as the Utility weight and the 1450 as the Normal Utility weight.  I used the attached letter as the basis for the 1450 weight.



In the Utility category I can do the acrobatic maneuvers  that I have demo during Phase I flight.



My empty Weight is 974lbs

MTOM - Statement re max T-O weight[1].pdf

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rampil

Joined: 04 May 2007
Posts: 870

Posted: Thu May 23, 2013 10:41 am Post subject: Re: Monowheel to trigear conversion - figures

My Europa (A224) is one of those with a registered gross weight of 1450 Lbs.



The procedure was quite simple: after Discussion with Andy, Russell, and Bud, I simply entered that number in the Program letter / Op Limits

document. It was not based on destructive testing, nor was it required to be.



I expect the GW of 1450 will be useful when I add the Glider wings in a few months.



Sadly, I do not expect the 9 yr flying experience of a US-registered AC to

be of use in the UK.

_________________
Ira N224XS

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