Today's Message Index:
----------------------
1. 06:45 AM - AoA and flaps (Graham Singleton)
2. 06:45 AM - AoA and flaps (Graham Singleton)
3. 09:27 AM - Re: Re: Europa-List Digest: 18 Msgs - 12/23/03 (n3eu@comcast.net)
4. 11:37 AM - Re: Europa-List Digest: 7 Msgs - 12/30/03 (RiteAngle3@aol.com)
5. 01:04 PM - Re: AoA and flaps (DuaneFamly@aol.com)
6. 03:05 PM - Minix, anybody? (Alex Kaarsberg)
7. 06:38 PM - Power up questions (Paul McAllister)
Message 1
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--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 30/12/2003 -0800, you wrote:
>Straight and level flight and constant speed assumed, flaps out on a
>clean wing increases wing area/lift coefficient and INCREASES angle of
>incidence, slats alone DECREASES it.....
At which point, unless the pilot intervenes, the aircraft will either
climb or slow down. The Europa changes its attitude markedly and slows down.
Graham
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Message 2
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--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 30/12/2003 -0800, you wrote:
>Extending your flaps with fixed leading edges increases lift coefficient
>but the angle of incidence becomes smaller, draw a line from l/e to t/e
>to see the chord at any given point and configuration and then hold it
>against the relative airflow to see incidence.
>Extending leading edge devices such as slats or l/e flaps increases the
>angle of incidence again given a steady pitch angle.
>So thats what you get, a dramatic change one or the other way in pitch
>required to stall at a given speed when extending one or the other.
This was one of the basic criteria of the design of the Europa wing. Don
Dykins' genius again! The first thing Ivan discovered in the early test
flying, (after the discovery that all those years of work had indeed
produced a "Flying Machine",):-) was that simply trimming for 80 kts clean,
then lowering the flaps, produced an immediate change of pitch attitude and
the aircraft slowed to a trimmed 60 kt approach speed with excellent over
the nose view of the ground, no other action required. This meant that
slowing to 60 kts clean and forgetting to lower gear and flaps would result
in such a nose high attitude that the runway would disappear under the
nose, the aircraft is now quietly reminding the pilot that he needs to
engage brain and do something else .
That was the best argument for linking flaps and gear together, it made a
potentially tricky high performance aircraft that much simpler to fly. IMHO
the strategy proved very effective, the only wheel ups (as opposed to gear
collapses) I know of were at the hands of experienced perhaps overconfident
pilots carrying out graceful side slipping approaches.
Graham
---
Message 3
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| Subject: | Re: Europa-List Digest: 18 Msgs - 12/23/03 |
--> Europa-List message posted by: n3eu@comcast.net
> Fuel is pushed through by the ambient pressure on the carb float chamber,
> so that will decrease with altitude , Seems to me it will be partly
> compensating for the altitude but not completely. Still scratching my
> head!
> Graham
>
> My question here is: is this not the same mechanism for slight reduction
> of fuel flow with altitude for any standard carb, i.e., less venturi drop,
> less vaporization?
>
> Ira
I think Graham may have it nailed, as the Bing adjusts the venturi plunger also
with ref to float chamber pressure.
This may be ignorant analysis, but on Lycomings you don't have to go too high before
leaning initially increases power. It makes no sense to jet the carb that
way, unless you could be too lean down low. Hence, Lycoming's caution about
any leaning down low at > 75% power.
So, maybe the Bing is metered more tightly to be OK upstairs, but adjusted by the
variable plunger so's always OK down low? Thus limited utility in a manual
mixture control.
Regards,
Fred F.
Message 4
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| Subject: | Re: Europa-List Digest: 7 Msgs - 12/30/03 |
--> Europa-List message posted by: RiteAngle3@aol.com
In a message dated 12/30/03 11:57:16 PM Pacific Standard Time,
europa-list-digest@matronics.com writes:
so if anybody would like to tell me Im wrong again, please go ahead :-\
Alex
>>
Alex,
You are right on~~ I sure agree with what you have written. I've been
retired from flying slats and flaps over 6 years, and books are buried behind EAA
info if someone wanted some exact numbers! :-)
Elbie
Do not archive
Message 5
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| Subject: | Re: AoA and flaps |
--> Europa-List message posted by: DuaneFamly@aol.com
Graham,
Maybe a little off topic but, what would be the procedure for a no flap
landing and still be able to see the runway? ............side slip?.............too
much speed floats you a long time!
Mike Duane A207
Redding, California
XS Conventional Gear
CM installed, tailplane torque tube in place, landing gear frame installed,
and rudder pedals in with cables.
Message 6
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--> Europa-List message posted by: Alex Kaarsberg <kaarsber@terra.com.br>
Does anybody on the list know of anybody with practical experience of
the in Flight Intl mentioned wingtip vortex eliminator, Minix?
It was said to be possible to reduce induced drag with around 10%,
should do well for takeoff and landing figures?
Happy new year to all!!
Alex
Message 7
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| Subject: | Power up questions |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi al,
Well I have powered up the Europa without smoke and flames and most things work.
I have a couple of questions.
Navaids. The internal gyro is loud. It runs smoothly but I was wondering how
much noise do they make.
TCU. This doesn't quite run as expected. On power up the servo cycles and parks
it self, however the manual says that the warning and caution lights should
blink on for 1 ~ 2 seconds at power up. Mine don't, although the do come on
briefly when the unit is turned off. Is this correct ?
EIS. I expect that this will be a question for Grand Rapids, but here goes. When
I set an parameter to generate an alarm the display flashes but the light
does not. The violet wire stays at 12v, I would expected that it should go to
ground at the same rate as the display flashes.
I'd appreciate some feed back from anyone who has had experience in these areas.
Thanks and regards, Paul
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