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FAA STC on EASA aircraft

20200705029300507 Img 2991 Lhe in flight new version Vlcsnap error114 Angrybird 2 300px ray flying legends 2005 1 757e37e5 35e1 467b bfda 46e6f9300933

just reading about AP in the other thread

my question is
how does it work for parts that have FAA STC can they be used/installed on EASA reg aircrafts (parts like AP or instruents from aerologic as example)

European modifications / approvals / STC database, and ownership of modifications / approvals

Img 2991 20200705029300507 Img 6493 Img 1186

I can think of only one thing which EASA has done (and delivered on) since it got going about 10 years ago: the grandfathering of modifications. For example if somebody in Germany got a German CAA approval for some exhaust system (a Major mod, of course) this exhaust can now be installed on any EASA-reg plane.

But there is no central database of modifications, so this is partly useless.

The UK CAA has a database here. If you type in e.g. TB20 in the aircraft type, you get what is obviously a miniscule % of what has been actually done, so the database is obviously very incomplete. It stopped being updated at EASA-time; approx 2003.

I believe Germany has one too. Does anybody have the URL?

Any others?

Otherwise, one might try contacting the (usually American) manufacturer of the equipment and ask if they sold any to Europe, and then try to extract information as to who, and then try to extract information from the (usually) avionics shop which did the mod, and they will want some money for the stuff… anything up to 4 figures if they did any real work on it.

Carburetted Piper Cherokees: aux fuel pump for cold starts?

Img 6493 Pilot Lhe in flight new version Maga

Since I had a bit of a hard time starting the Cherokee 180 yesterday, I started to wonder about the aux fuel pump.

According to the (50 year old) owners handbook:

No mention of engine starting.

In the checklist section, it however shows aux fuel pump “on” before engine start.

Yet, in that manual, they never advise to switch it off after starting, and then back on before takeoff (as they do in later POHs, say for the Archer II). I actually dislike that, since if followed strictly, it means not checking at all whether the engine will run on the engine driven fuel pump alone.

Anyway, that’s what the “book” says, and leads me to believe that the only reason for switching it on before starting is to not have to do it before takeoff.

Got me wondering: does the aux fuel pump on these carburetted Cherokees actually do anything to aid in cold starting? (I obviously has a manual primer for priming the engine.) Does someone know?

Had anyone actually installed the 100 Watt PAR36 Aeroled?

This looks to me like the ultimate solution

Well, sure, in any battle you trade land for time, and thus the land immediately adjacent to the enemy – West Germany in this case – is of no “long term” use. This is no secret. A great example is …
This is the best I can do, from a flight yesterday. Going nowhere these days

Even my practice-ILS place, Lydd, is shut

N65lv small

Heading Up cruise
North UP when on IAC overlay
LOP <60% Power
160Kts on 11.5 GPH
A/P with Go Around
ATC is a service not policing
Tip Tanks are a speed mod
avionics …

If you have a bit of a think about that, its probably normal. 1 in 8 is what, 12% ?

Like many things that happen “normally”, I suspect most of the time no-one takes any notice of what happens to pe…

Thank you very much @buckerfan – I will look through all this. It needs to be planned properly, with user waypoints created so I am not mucking about trying to find things while flying

As to my knowledge, some of the limits for wheels, landing gear and brakes are also defined in full cycles – and they might not that much be affected by pressurization ….

The UK has closed all permitted travel corridors and now you need a test to come back – more info – which is risky in case you test positive before the return flight