Today's Message Index:
----------------------
1. 07:18 AM - First solo (josok)
2. 07:39 AM - Re: Mandatory Permit Directives....multitude of paperwork.....? (Peter Jeffers)
3. 07:58 AM - Re: First solo (rlborger)
4. 08:36 AM - Re: First solo (SteveD)
5. 09:12 AM - Re: First solo (josok)
6. 10:51 AM - Re: Mandatory Permit Directives....multitude of paperwork.....? (R.C.Harrison)
7. 11:52 AM - westach connections (Paul Stewart)
8. 12:41 PM - Re: First solo (karelvranken)
9. 01:12 PM - Re: First solo (Paul Stewart)
10. 01:50 PM - Re: xs Trailer (Mike Gamble)
11. 03:18 PM - flying the mono (josok)
12. 04:40 PM - Re: First solo (Ralph K. Hallett III)
13. 04:52 PM - Re: flying the mono (Graham Singleton)
14. 05:03 PM - Re: flying the mono (rlborger)
Message 1
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Hi Folks,
Finally, some 4 years after the decision was taken to built my Europa and will
learn to fly, i had my first solo in my own plane :-)
End of the worries, i could built it, i could learn to fly, i can fly the mono.
It went great, as a matter of fact so good, that i will never be able to improve
these these take-off and landings. As expected, climb rate and speed and landing
characteristics are better as with the instructor on board. My thanks go
to him, Pentti Niemi who is absolutely the best instructor i have met, Ivan Shaw,
who was the test pilot and instructor for Pentti for 20 minutes :-)It has
been a very interesting period, and if somebody is interested in a write up of
my personal experiences with the mono, i will post it here. Once the rest of
the paperwork is ready, the transponder finally arrives and is installed, and
there is still some good weather somewhere, i will fly out and hopefully meet
many of you. Looking forward to the next period of this phantastic adventuere!
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 2
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Subject: | Mandatory Permit Directives....multitude of paperwork.....? |
Hi Bob,
Our illustrious Safety Officer has requested that I, as Club PFA
Inspector,
reply to your posting.
As I interpret the requirements, MPD 2007-006 (integrity of wing
attachments, CLASSICS only) is a one off inspection, which if the a/c
passes, may be signed off once and for ever. If the a/c does not pass
this
inspection then it must be grounded forthwith and reference must be made
to
Europa 2004 for guidance of how to fix the problem. In this instance
MPD
2007-006 may not be signed off until such appropriate rectification is
carried out.
MOD 74 has to be incorporated within 10 hrs from 1st Aug, but in itself
does
not provide rectification for any fault shown up in the 006 directive.
MPD 2007- 005, which refers to tail plane attachment, has to be repeated
once every 10 flight hours after the initial successful inspection.
There
is no relief from this requirement at present. If the a/c failed the
initial MPD 2007-005 inspection then it has to be grounded until such
time
as suitable rectification work has been approved by Europa 2004/PFA,
carried
out and signed off by a PFA inspector.
If the initial failure notice was due only to non compliant pip pin
holes
then Mod 73 allowed the a/c to fly once more but still requires 10 hr
repetitive checking of the other items covered by the directive.
If failure was due to any of the other items mentioned, eg movement of
TP9
on the torque shaft or excessive movement of the TP12=92s then once more
the
a/c has to be grounded until such time as this fault can be rectified.
Even
then it is still subject to repetitive 10 checks as per MPD 2007-005.
We all hope that a route forward will soon be forthcoming from
PFA/Europa
2004 which will increase the period or remove the requirement all
together.
So in short, carrying out the Mods73 & 74 does not eliminate the
requirement
for 10hr tailplane attachment checks.
I know it is not the answer you wanted but I hope it helps.
Pete Jeffers PFA Insp.
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
R.C.Harrison
Sent: 18 August 2007 10:57
Subject: Europa-List: Mandatory Permit Directives....multitude of
paperwork.....?
Hi! All and particularly our illustrious Safety Officer Mike Gregory.
Having now completed mods 72/73/74, not withstanding the necessity for
10
hourly inspections continuing, if those mods are signed off by the
Inspector
does the MPD=92s still need entering and signing off in the airframe log
book
or can it be assumed that the mods being signed off superedes the
necessity
to enter up the MPD=92s? =85=85=85paper and more paper=85=85..
Regards
Robt.C.Harrison
"http://www.matronics.com/Navigator?Europa-List"http://www.matronics.com/
Nav
igator?Europa-List
"http://forums.matronics.com"http://forums.matronics.com
17/08/2007
17:43
17/08/2007
17:43
Message 3
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Jos,
Yee-Haw!! as they would say here in Texas.
Congratulation on your first Europa Monowheel Solo Flight!!
Yes, please do provide us a write-up of your personal experiences in
training in the little beastie.
Looking forward to joining you in the sky.
Great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(90%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear frame in, rudder system in, outrigger mod in,
Fuselage Top on, lift/drag/flap pins in, wing incidence set, tie bar
in, flap drive in, Mod 70 done. Baggage bay in. Flaps & Main Gear
complete. Mod 72 complete. Instrument panel complete, except for
testing. Rotax 914 installed (for the 3rd time). Airmaster Prop
installed. Electrical complete, except for testing. Fuel system
complete except for testing. Working in - 32 Tail, 34 Door Latches &
35 Doors, 37 Interior & Finishing. Airmaster arrived 29 Sep 05.
Seat arrived from Oregon Aero. E04 interior kit has arrived and is
being installed.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
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Great news Jos! What a feeling that must be.
As you guys can tell from my lack of postings lately the building has pretty much
stopped for me. Two kids off to collage next week, work life changes, my shop
now has cars in it. etc etc etc the excuses are endless.
Some time before years end I'm going to drag said pile of parts to FL and have
creations or crafters help put an end to the building phase.
Well thats the plan anyway..........
Once again congratulations and the best of luck......
Post Pictures and videos!!!!!
Steved
P.S. Hows that oil / coolant heat exchanger working out?
Visit - www.EuropaOwners.org
Message 5
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Hi Steve,
Put your hands under your armpits, pull yourself up and finish your plane, i would
say. It's more then worth it. If i can possibly help, eventually hands on,
let me know and we'll arrange something. That counts for everybody here. I had
the luck that at the right moment somebody would be there to give me the little
push i needed. Usually they never realized that :-)
The oil/water heat exchanger seems to work fine. Together with a water thermostat,
the oil is always around the 100 Celsius. Today the temperature was 10 c,
and i climbed to 7000 feet, 75% power in about 10 minutes. Oil 110, and water
120 c Then down, throttle almost closed, near VNE and the oil came down to 70
C, just like the water. No danger of shock cooling on this one. I had to change
the Evans though, because it would run too hot too soon. That problem is gone
now, i probably can run 100% forever. But easy does it, something to try later
with some more hours on the block.
Kind Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 6
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Subject: | Mandatory Permit Directives....multitude of paperwork.....? |
Hi! Peter,
Thanks for the reply to my question.
Basically you have related the situation I had understood but
unwittingly skirted my real concern.
Let me put it another way:-
My question concerns the matter of recording in the airframe book ,
Since my aircraft has been grounded since May 28th 2006 due to the nose
wheel departure accident (which incidentally I have seen no
recommendation concerning the friction shimmy adjustment /checks since?)
it has now been re-engined and fitted with a new prop. all of which has
effectively actioned all the accident repairs that were necessary.
At the end of this re-build process all three mods .72,73, 74 have been
signed off as satisfactorily completed ..to the question..is it
necessary to write up details of the MPD's since the aforementioned mod
approvals would therefore be in the vexed book IN FRONT OF THE MPD's ?
I understand the 10 hour inspection requirements but it seems somewhat
"cart and horse" to now write up the MPD's ?
Further :-
Obviously it seems to me somewhat wasteful of PFA inspectors time and
our expense to continue with the 10hour inspections especially with my
torque tube clamp mod having been fitted too?
I respect that the purpose of the inspections was in the interests of
our safety but surely there now comes circumstance and time to waive the
necessity for continuance albeit with some specific requirements of P1
pre-flight inspections/walk round.
Regards
Bob Harrison G-PTAG
Robt.C.Harrison
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Peter
Jeffers
Sent: 19 August 2007 15:39
Subject: RE: Europa-List: Mandatory Permit Directives....multitude of
paperwork.....?
Hi Bob,
Our illustrious Safety Officer has requested that I, as Club PFA
Inspector, reply to your posting.
As I interpret the requirements, MPD 2007-006 (integrity of wing
attachments, CLASSICS only) is a one off inspection, which if the a/c
passes, may be signed off once and for ever. If the a/c does not pass
this inspection then it must be grounded forthwith and reference must be
made to Europa 2004 for guidance of how to fix the problem. In this
instance MPD 2007-006 may not be signed off until such appropriate
rectification is carried out.
MOD 74 has to be incorporated within 10 hrs from 1st Aug, but in itself
does not provide rectification for any fault shown up in the 006
directive.
MPD 2007- 005, which refers to tail plane attachment, has to be repeated
once every 10 flight hours after the initial successful inspection.
There is no relief from this requirement at present. If the a/c failed
the initial MPD 2007-005 inspection then it has to be grounded until
such time as suitable rectification work has been approved by Europa
2004/PFA, carried out and signed off by a PFA inspector.
If the initial failure notice was due only to non compliant pip pin
holes then Mod 73 allowed the a/c to fly once more but still requires 10
hr repetitive checking of the other items covered by the directive.
If failure was due to any of the other items mentioned, eg movement of
TP9 on the torque shaft or excessive movement of the TP12's then once
more the a/c has to be grounded until such time as this fault can be
rectified. Even then it is still subject to repetitive 10 checks as per
MPD 2007-005.
We all hope that a route forward will soon be forthcoming from
PFA/Europa 2004 which will increase the period or remove the requirement
all together.
So in short, carrying out the Mods73 & 74 does not eliminate the
requirement for 10hr tailplane attachment checks.
I know it is not the answer you wanted but I hope it helps.
Pete Jeffers PFA Insp.
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
R.C.Harrison
Sent: 18 August 2007 10:57
Subject: Europa-List: Mandatory Permit Directives....multitude of
paperwork.....?
Hi! All and particularly our illustrious Safety Officer Mike Gregory.
Having now completed mods 72/73/74, not withstanding the necessity for
10 hourly inspections continuing, if those mods are signed off by the
Inspector does the MPD's still need entering and signing off in the
airframe log book or can it be assumed that the mods being signed off
superedes the necessity to enter up the MPD's? ...paper and more
paper....
Regards
Robt.C.Harrison
http://www.matronics.com/Navigator?Europa-List
http://forums.matronics.com
17/08/2007 17:43
Message 7
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Subject: | westach connections |
Anyone know what sort of connectors Westach use on their shunted
ammeters. I've got a 2C6-22 which has a couple of pegs on the back to
connect to but I've lost what ever connectors were supplied with it.
Regards
Paul
G-GIDY
Message 8
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Jos,
You are a fantastic guy and I am, as so many others of the forum, looking
forward to meet you somewhere. With the Europa, Europa becomes a small
country you know.
Happy landings.
Karel Vranken.
----- Original Message -----
From: "josok" <josok-e@ukolo.fi>
Sent: Sunday, August 19, 2007 4:16 PM
Subject: Europa-List: First solo
>
> Hi Folks,
> Finally, some 4 years after the decision was taken to built my Europa and
> will learn to fly, i had my first solo in my own plane :-)
> End of the worries, i could built it, i could learn to fly, i can fly the
> mono.
> It went great, as a matter of fact so good, that i will never be able to
> improve these these take-off and landings. As expected, climb rate and
> speed and landing characteristics are better as with the instructor on
> board. My thanks go to him, Pentti Niemi who is absolutely the best
> instructor i have met, Ivan Shaw, who was the test pilot and instructor
> for Pentti for 20 minutes :-)It has been a very interesting period, and if
> somebody is interested in a write up of my personal experiences with the
> mono, i will post it here. Once the rest of the paperwork is ready, the
> transponder finally arrives and is installed, and there is still some good
> weather somewhere, i will fly out and hopefully meet many of you. Looking
> forward to the next period of this phantastic adventuere!
>
> Regards,
>
> Jos Okhuijsen
>
>
> Visit - www.EuropaOwners.org
>
>
>
Message 9
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Jos
Many congratulations.
I would be very interested sometime in your experiences. My co-
builder Richard and I are both currently non flyers and getting into
the latter stages (we hope) of our very prolonged build. It has
always concerned me that taking on a mono with low airtime was a big
ask - your experience to date might suggest otherwise.
Regards
Paul
G-GIDY
On 19 Aug 2007, at 15:16, josok wrote:
>
> Hi Folks,
> Finally, some 4 years after the decision was taken to built my
> Europa and will learn to fly, i had my first solo in my own plane :-)
> End of the worries, i could built it, i could learn to fly, i can
> fly the mono.
> It went great, as a matter of fact so good, that i will never be
> able to improve these these take-off and landings. As expected,
> climb rate and speed and landing characteristics are better as with
> the instructor on board. My thanks go to him, Pentti Niemi who is
> absolutely the best instructor i have met, Ivan Shaw, who was the
> test pilot and instructor for Pentti for 20 minutes :-)It has been
> a very interesting period, and if somebody is interested in a write
> up of my personal experiences with the mono, i will post it here.
> Once the rest of the paperwork is ready, the transponder finally
> arrives and is installed, and there is still some good weather
> somewhere, i will fly out and hopefully meet many of you. Looking
> forward to the next period of this phantastic adventuere!
>
> Regards,
>
> Jos Okhuijsen
>
>
> Visit - www.EuropaOwners.org
>
>
Message 10
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Thanks very much for the offer Mike. I really need a trailer to store
the a/c on as well as transport it but, if necessary, can I call you
later when I have a time set for painting?
By the way, is your trailer an XS model with the hinged spar clamps?
Regards
Mike
----- Original Message -----
From: m.clews
To: europa-list@matronics.com
Sent: Saturday, August 18, 2007 7:53 AM
Subject: Re: Europa-List: xs Trailer
Mike,
Mike,
We've one you can borrow if that's what you're after, once we've
completed mod 74 this week hopefully!
Mike,
G-OMIK monowheel, White Waltham/Maidenhead
07775847914
----- Original Message -----
From: Mike Gamble
To: Europa-List@Matronics.Com
Sent: Sunday, August 12, 2007 9:27 PM
Subject: Europa-List: xs Trailer
I'm still looking for a Trailer for my XS mono.
Please cotact me with details off list if you can help.
I am in Camberley, UK and getting ready for painting.
Thanks
Mike
href="http://www.matronics.com/Navigator?Europa-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
-------------------------------------------------------------------------
-----
17/08/2007 17:43
Message 11
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First the disclaimer: This is a report of my personal experience, and might not
at all be of any help to anybody. There are several good instructions on the
net written by excellent long time pilots.
My flying history is not very long. Less then 4 years ago i saw an interesting
program on the Discovery channel, Mark Evans building and learning to fly hi9s
Europa in 20 sequels of half an hour. That started a chain of events, leading
to the experience of really flying my own built plane by myself today. Only after
the start of the build, i went to Napels, FL to get my PPL. It took 65 hours,
most of those hours doing touch and goes. I had great difficulties in landing.
I complained about either my lack of learning capability or my instructors
lack instructional skills to an outsider instructor. He told me, it's like
riding a bike. You can't tell somebody when to push the handle-bar to prevent
the bike from falling over. I thought %&#/, does not help me, flying is definitely
not riding a bike. But the next morning, all landings were fine, and i was
doing solo in the afternoon. It was probably the push i needed.
>From the very start of the build people have been trying to convince me to change
to a tri-gear. My good friend and low time pilot Cliff Shaw changed to a tri-gear.
A couple of days ago i found an introduction by him on another forum,
where he explains that he was not a good enough pilot for a mono. It did not
help, it's possible to kill yourself in any plane. Or bathtub. But it all added
up to the fear-factor. Dave and William came flying to Ivalo in their planes
and i had a ride in them. Both frightened me with vicious stalls, although easily
corrected. Both landed concentrated, but without a glitch. Last year i had
to pick up a trailer and happened to be able to join Andy on his last working
day in the factory. He kindly let me try to land the mono, and it was a disaster.
Not one time even close. I had been sitting and driving in my car for close
to 3000 km, and was not in the best condition after one night sleep. Not a
good idea.
Then, almost all of a sudden my kit was ready and approved for test flight. Ivan
took it in the air and was happy with it. On the 3rd or so flight Ivan took
it through a shake out, that convinced me that his creation and my build would
take anything that i will do with it. His landings were concentrated, effortless
and smooth. We had agreed that he would train our club's instructor, and Pentti,
the instructor and Ivan were happy in half an hour. Pentti then could take
all the time needed to get me through the learning process.
There are two ways to take off in this plane, easy and dirty and neat and a bit
more difficult. Pentti of course wants it the good way, and raised the tail wheel
at 30 knots. At that moment you are really flying on one wheel, the outriggers
are off the runway, directional control is by rudder only, far less effective
then the tail wheel and the plane has to be kept level with the ailerons.
Then all of a sudden it's off and seems to rise vertically, because of the low
nose attitude with flaps. At 65 gear and flaps up, and it's like another boost
kicks in. Some training is needed here too, because it is fairly difficult
to keep one hand steady on the stick and push hard on the gear lever. It was
one of the stages the onlookers liked most, pushing both offers spectacular
scenes :-). The easy method is to just keep back pressure on, and it will fly
itself off the runway. Then an immediate pitch down change has to happen because
otherwise speed and flying will end. Already in th
is stage it becomes clear that the flying controls are quite effective and sensitive
at low speeds. It is very easy to over control. It has to be flown with
2 fingers, not a hand.
Landing is easy if the speeds and alignment are nailed. Coming in too fast, and
it will float forever. If there is only a little bit too much throttle, it will
never land. Throttle changes, especially in the level or nose up part of the
flare produce pitch changes, unless corrected, which are difficult. Dead stick
landing is easier, because it will land. A little bit of power helps though,
because if the tail wheel is first, and the main gear high, it will bounce
acceptable, and keeping the stick back, will stay on the runway the second time.
Ballooning up with no power is worse. The easy thing in the whole process is
the controllability. Even in the stall-horn the plane is fully controllable.
And, on the downside, still easy to over control. For me, that was the difficult
part, to get the jerking out of the system. Close to MTOV the speeds were
65 on final, 60 on the numbers, and 55-50 flare.
Single it works out nice with 5 to 8 knots below that. Proper alignment is probably
the most important one. If it touches down aligned it's all very simple.
If not, swiveling starts, and at occasions i was happy we were trying this on
a 40 meter wide runway. My instructor was convinced that my left leg was longer,
because i would always veer off to the left. I was simply looking over the
nose of the very round cowl, instead of straight ahead. Today there was a bug
on the windscreen to help with the alignment, before i wash it off, i will pencil
a pointer there. The right method to get an out-of line-landing right is -again-
not to over control. Take a point half way of the real center, get it there,
and kick it once more. This particular concrete runway has the extra difficulty
of a high camber. Even at MTOV the outriggers do not touch both. That
causes rocking from one side to the other, which in turn mixes up my giros. No
correction is needed for that rocking, it does not c
hange the direction. Oh, and of course, always stick back! It's as simple as riding
a bike. It took me close to 100 landings to feel comfortable. I had a lot
of fear, and now while i know i have to be alert to do it right, i enjoy it
all the way.
Kind Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 12
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Congratulations Josok... gives all of us hope that we too will complete
the build!
Ralph
Reno, Nv
josok wrote:
>
> Hi Folks,
> Finally, some 4 years after the decision was taken to built my Europa and will
learn to fly, i had my first solo in my own plane :-)
> End of the worries, i could built it, i could learn to fly, i can fly the mono.
> It went great, as a matter of fact so good, that i will never be able to improve
these these take-off and landings. As expected, climb rate and speed and landing
characteristics are better as with the instructor on board. My thanks go
to him, Pentti Niemi who is absolutely the best instructor i have met, Ivan
Shaw, who was the test pilot and instructor for Pentti for 20 minutes :-)It has
been a very interesting period, and if somebody is interested in a write up
of my personal experiences with the mono, i will post it here. Once the rest of
the paperwork is ready, the transponder finally arrives and is installed, and
there is still some good weather somewhere, i will fly out and hopefully meet
many of you. Looking forward to the next period of this phantastic adventuere!
>
> Regards,
>
> Jos Okhuijsen
>
>
> Visit - www.EuropaOwners.org
>
>
>
Message 13
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Subject: | Re: flying the mono |
Nice description , Jos. There is always no substitute for experience and
yours is starting to build. Being able to write it all down like that is
a skill that depends on a very good memory. You should learn fast.
Just remember to learn something every day. I forget a lot these days so
its now essential for me! Where do you get those smilies btw, I used to
have them but one of the Thunderbird updates seems to have removed them?
Graham
josok wrote:
>
> First the disclaimer: This is a report of my personal experience, and might not
at all be of any help to anybody. There are several good instructions on the
net written by excellent long time pilots.
> My flying history is not very long. Less then 4 years ago i saw an interesting
program on the Discovery channel, Mark Evans building and learning to fly hi9s
Europa in 20 sequels of half an hour. That started a chain of events, leading
to the experience of really flying my own built plane by myself today. Only
after the start of the build, i went to Napels, FL to get my PPL. It took 65
hours, most of those hours doing touch and goes. I had great difficulties in landing.
I complained about either my lack of learning capability or my instructors
lack instructional skills to an outsider instructor. He told me, it's like
riding a bike. You can't tell somebody when to push the handle-bar to prevent
the bike from falling over. I thought %&#/, does not help me, flying is definitely
not riding a bike. But the next morning, all landings were fine, and i
was doing solo in the afternoon. It was probably the push i needed.
>>From the very start of the build people have been trying to convince me to change
to a tri-gear. My good friend and low time pilot Cliff Shaw changed to a
tri-gear. A couple of days ago i found an introduction by him on another forum,
where he explains that he was not a good enough pilot for a mono. It did not
help, it's possible to kill yourself in any plane. Or bathtub. But it all added
up to the fear-factor. Dave and William came flying to Ivalo in their planes
and i had a ride in them. Both frightened me with vicious stalls, although easily
corrected. Both landed concentrated, but without a glitch. Last year i had
to pick up a trailer and happened to be able to join Andy on his last working
day in the factory. He kindly let me try to land the mono, and it was a disaster.
Not one time even close. I had been sitting and driving in my car for close
to 3000 km, and was not in the best condition after one night sleep. Not
a good idea.
> Then, almost all of a sudden my kit was ready and approved for test flight. Ivan
took it in the air and was happy with it. On the 3rd or so flight Ivan took
it through a shake out, that convinced me that his creation and my build would
take anything that i will do with it. His landings were concentrated, effortless
and smooth. We had agreed that he would train our club's instructor, and
Pentti, the instructor and Ivan were happy in half an hour. Pentti then could
take all the time needed to get me through the learning process.
> There are two ways to take off in this plane, easy and dirty and neat and a bit
more difficult. Pentti of course wants it the good way, and raised the tail
wheel at 30 knots. At that moment you are really flying on one wheel, the outriggers
are off the runway, directional control is by rudder only, far less effective
then the tail wheel and the plane has to be kept level with the ailerons.
Then all of a sudden it's off and seems to rise vertically, because of the
low nose attitude with flaps. At 65 gear and flaps up, and it's like another
boost kicks in. Some training is needed here too, because it is fairly difficult
to keep one hand steady on the stick and push hard on the gear lever. It
was one of the stages the onlookers liked most, pushing both offers spectacular
scenes :-). The easy method is to just keep back pressure on, and it will fly
itself off the runway. Then an immediate pitch down change has to happen because
otherwise speed and flying will end. Already in
th
> is stage it becomes clear that the flying controls are quite effective and sensitive
at low speeds. It is very easy to over control. It has to be flown with
2 fingers, not a hand.
> Landing is easy if the speeds and alignment are nailed. Coming in too fast, and
it will float forever. If there is only a little bit too much throttle, it
will never land. Throttle changes, especially in the level or nose up part of
the flare produce pitch changes, unless corrected, which are difficult. Dead
stick landing is easier, because it will land. A little bit of power helps though,
because if the tail wheel is first, and the main gear high, it will bounce
acceptable, and keeping the stick back, will stay on the runway the second time.
Ballooning up with no power is worse. The easy thing in the whole process
is the controllability. Even in the stall-horn the plane is fully controllable.
And, on the downside, still easy to over control. For me, that was the difficult
part, to get the jerking out of the system. Close to MTOV the speeds were
65 on final, 60 on the numbers, and 55-50 flare.
> Single it works out nice with 5 to 8 knots below that. Proper alignment is probably
the most important one. If it touches down aligned it's all very simple.
If not, swiveling starts, and at occasions i was happy we were trying this on
a 40 meter wide runway. My instructor was convinced that my left leg was longer,
because i would always veer off to the left. I was simply looking over the
nose of the very round cowl, instead of straight ahead. Today there was a bug
on the windscreen to help with the alignment, before i wash it off, i will pencil
a pointer there. The right method to get an out-of line-landing right is
-again- not to over control. Take a point half way of the real center, get it
there, and kick it once more. This particular concrete runway has the extra difficulty
of a high camber. Even at MTOV the outriggers do not touch both. That
causes rocking from one side to the other, which in turn mixes up my giros.
No correction is needed for that rocking, it does no
t c
> hange the direction. Oh, and of course, always stick back! It's as simple as
riding a bike. It took me close to 100 landings to feel comfortable. I had a
lot of fear, and now while i know i have to be alert to do it right, i enjoy it
all the way.
>
> Kind Regards,
>
> Jos Okhuijsen
>
>
>
>
>
>
> Visit - www.EuropaOwners.org
>
>
>
>
>
>
>
>
>
--
Graham Singleton
Tel: +441629820187
Mob: +447739582005
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Subject: | Re: flying the mono |
Jos,
Thanks muchly for your observations on learning and handling the
handling of the Monowheel. Your words are both a caution and
encouragement for me.
Keep us appraised of your continued flying exploits.
Great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(90%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear frame in, rudder system in, outrigger mod in,
Fuselage Top on, lift/drag/flap pins in, wing incidence set, tie bar
in, flap drive in, Mod 70 done. Baggage bay in. Flaps & Main Gear
complete. Mod 72 complete. Instrument panel complete, except for
testing. Rotax 914 installed (for the 3rd time). Airmaster Prop
installed. Electrical complete, except for testing. Fuel system
complete except for testing. Working in - 32 Tail, 34 Door Latches &
35 Doors, 37 Interior & Finishing. Airmaster arrived 29 Sep 05.
Seat arrived from Oregon Aero. E04 interior kit has arrived and is
being installed.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
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