Today's Message Index:
----------------------
1. 12:27 AM - Vne (Miles McCallum)
2. 01:20 AM - Re: Dive to Vne (Duncan & Ami McFadyean)
3. 01:56 AM - Re: Tailplane torque tube bushing question (flyingphil2)
4. 02:34 AM - Re: Dive to Vne (Carl Pattinson)
5. 03:37 AM - Re: Dive to Vne (William Harrison)
6. 04:30 AM - Dive to Vne in Kenya (Richard Lamprey)
7. 05:39 AM - Re: Europa - Kitplanes article (TELEDYNMCS@aol.com)
8. 07:13 AM - Handling characteristics (Fergus Kyle)
9. 07:36 AM - Re: Handling characteristics (Jeff B)
10. 07:52 AM - Dynon AOA homemade 1 of 3 ()
11. 08:01 AM - Re: Re: Europa - Kitplanes article (jimpuglise@comcast.net)
12. 08:12 AM - Re: Dive to Vne (rampil)
13. 12:40 PM - Re: Re: Dive to Vne (Duncan & Ami McFadyean)
14. 01:19 PM - Re: Monowheel speed kit (Raimo Toivio)
15. 02:04 PM - Re: Dive to Vne (karelvranken)
16. 02:18 PM - Re: Re: Europa - Kitplanes article (karelvranken)
Message 1
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Yes, the Vne test is one that a lot of people are uncomfortable with - but
Pete Clarke did test the aeroplane to Vne + 20 kt (at least)
Miles
Message 2
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Martin,
I agree. And it's the reason I don't want to upgrade to 1370lbs, because the
Vne test only has to be then done at 150kts. Although my particular aircraft
was Permit-limited to 155kts when first built and therefore originally
tested at that speed.
Duncan McF
do not archive
----- Original Message -----
From: "Martin Tuck" <MJKTuck@cs.com>
Sent: Tuesday, September 18, 2007 2:41 AM
Subject: Europa-List: Dive to Vne
>
> Hi Guys,
>
> The 'Dive to Vne' as part of the UK annual inspection was mentioned again.
>
> In my mind Vne is a maximum design speed for the aircraft, first
> calculated and then demonstrated by the manufacturer (probably with some
> margin) as part of the 'proof of design' test program. It is a test that
> takes the airframe close to the outer edge of the envelope and I don't
> think one to be undertaken lightly particularly by your average private
> pilot.
>
> The test has two possible outcomes and to me a positive result is not
> worth the risk of the alternative.
>
> Is there anyway the PFA can persuade the CAA to rethink the need for this
> test as part of an annual check - or at least set some standards as to who
> can perform the test, no passengers, entry and exit altitudes, wearing of
> helmet/parachute in case the test proves negative, etc.
>
> Maybe a requirement to dive to 90% of Vne would be a satisfactory
> compromise?
>
> Regards,
> Martin Tuck
> N152MT
> Wichita, Kansas
>
>
>
Message 3
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| Subject: | Re: Tailplane torque tube bushing question |
Hi George,
I have the same problem as I am repairing a crash damaged Europa. I have tailplanes
from a Classic Europa and a new XS fuselage and torque tube.
To cut a long story short, the XS torque tubes and bushes are ground to a tolerance
specified by a drawing whereas the Classic tubes and bushes were ground down
to match each other but not necessarily to a known size.
I need to do exactly what you are proposing which is to extract the old bushes
and replace them with new ones that came with my XS torque tube.
Neville Eyre was going to write a procedure for me a few months ago but he never
got round to doing this and I never got round to chasing him up. I suggest
we both contact him and ask nicely if he can write this procedure up. He tells
me it is quite easy to do although will require cutting into the lower surface
of the tailplanes.
Regards,
Phil
Visit - www.EuropaOwners.org
Message 4
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I suspect that those in the know would say that VNE+ dives are nothing to be
worried about. After all the aircraft is supposed to be stressed to about
+5g.
I think that a parachute would be a sensible precaution though I dont know
how easy it would be to wear one (possibly with the cushions removed).
Personally I have always had a "professional" pilot accompany me when I did
the annual flight test. I suspect it is the way the VNE dive is performed
that is crucial.
There were several instances of the wings becoming dislodged during the
testing of the original Europa and no doubt due to the experience of the
test pilots, no one got hurt.
Perhaps someone could look into the possibility of mounting a ballistic
recovery system in the passenger seat (for the duration of the flight test).
If someone was able to design a universal fit for kitplanes I suspect there
would be a good demand for them - subject to cost of course.
Carl Pattinson
G-LABS
----- Original Message -----
From: "Duncan & Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Sent: Tuesday, September 18, 2007 9:18 AM
Subject: Re: Europa-List: Dive to Vne
> <ami@mcfadyean.freeserve.co.uk>
>
> Martin,
> I agree. And it's the reason I don't want to upgrade to 1370lbs, because
> the Vne test only has to be then done at 150kts. Although my particular
> aircraft was Permit-limited to 155kts when first built and therefore
> originally tested at that speed.
>
> Duncan McF
> do not archive
> ----- Original Message -----
> From: "Martin Tuck" <MJKTuck@cs.com>
> To: "Europa Builders Forum" <europa-list@matronics.com>
> Sent: Tuesday, September 18, 2007 2:41 AM
> Subject: Europa-List: Dive to Vne
>
>
>>
>> Hi Guys,
>>
>> The 'Dive to Vne' as part of the UK annual inspection was mentioned
>> again.
>>
>> In my mind Vne is a maximum design speed for the aircraft, first
>> calculated and then demonstrated by the manufacturer (probably with some
>> margin) as part of the 'proof of design' test program. It is a test that
>> takes the airframe close to the outer edge of the envelope and I don't
>> think one to be undertaken lightly particularly by your average private
>> pilot.
>>
>> The test has two possible outcomes and to me a positive result is not
>> worth the risk of the alternative.
>>
>> Is there anyway the PFA can persuade the CAA to rethink the need for this
>> test as part of an annual check - or at least set some standards as to
>> who can perform the test, no passengers, entry and exit altitudes,
>> wearing of helmet/parachute in case the test proves negative, etc.
>>
>> Maybe a requirement to dive to 90% of Vne would be a satisfactory
>> compromise?
>>
>> Regards,
>> Martin Tuck
>> N152MT
>> Wichita, Kansas
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 5
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It's presumably not vne itself which creates the main stress, but the
combination of g pulled by the pilot (can be airspeed-dependent if
the pilot is not super careful) and g generated by rough air (always
dependent on airspeed). Can't help wondering what g loadings the
crash aircraft experienced that day. Has anyone got any info on the
rumour about the GPS having been interrogated during the investigation?
I share the doubts expressed about the real value of repeating the
vne test every year. My own Permit expires every January which means
that I am typically looking for a calm day in the middle of Winter
(note for US cousins - Winter in the UK usually means crappy weather,
low cloud, etc) with the usual anxiety about the expiry deadline
looming. Maybe some folk are tempted to do the test in rougher
weather than they should. Maybe some are also tempted to do the test
from a lower cloudbase than they should, leaving less height to
recover and therefore the need to pull more g...? It makes you wonder.
Willie Harrison
G-BZNY
On 18 Sep 2007, at 10:33, Carl Pattinson wrote:
> <carl@flyers.freeserve.co.uk>
>
> I suspect that those in the know would say that VNE+ dives are
> nothing to be worried about. After all the aircraft is supposed to
> be stressed to about +5g.
>
> I think that a parachute would be a sensible precaution though I
> dont know how easy it would be to wear one (possibly with the
> cushions removed). Personally I have always had a "professional"
> pilot accompany me when I did the annual flight test. I suspect it
> is the way the VNE dive is performed that is crucial.
>
> There were several instances of the wings becoming dislodged during
> the testing of the original Europa and no doubt due to the
> experience of the test pilots, no one got hurt.
>
> Perhaps someone could look into the possibility of mounting a
> ballistic recovery system in the passenger seat (for the duration
> of the flight test). If someone was able to design a universal fit
> for kitplanes I suspect there would be a good demand for them -
> subject to cost of course.
>
> Carl Pattinson
> G-LABS
>
>
> ----- Original Message ----- From: "Duncan & Ami McFadyean"
> <ami@mcfadyean.freeserve.co.uk>
> To: <europa-list@matronics.com>
> Sent: Tuesday, September 18, 2007 9:18 AM
> Subject: Re: Europa-List: Dive to Vne
>
>
>> <ami@mcfadyean.freeserve.co.uk>
>>
>> Martin,
>> I agree. And it's the reason I don't want to upgrade to 1370lbs,
>> because the Vne test only has to be then done at 150kts. Although
>> my particular aircraft was Permit-limited to 155kts when first
>> built and therefore originally tested at that speed.
>>
>> Duncan McF
>> do not archive
>> ----- Original Message ----- From: "Martin Tuck" <MJKTuck@cs.com>
>> To: "Europa Builders Forum" <europa-list@matronics.com>
>> Sent: Tuesday, September 18, 2007 2:41 AM
>> Subject: Europa-List: Dive to Vne
>>
>>
>>>
>>> Hi Guys,
>>>
>>> The 'Dive to Vne' as part of the UK annual inspection was
>>> mentioned again.
>>>
>>> In my mind Vne is a maximum design speed for the aircraft, first
>>> calculated and then demonstrated by the manufacturer (probably
>>> with some margin) as part of the 'proof of design' test program.
>>> It is a test that takes the airframe close to the outer edge of
>>> the envelope and I don't think one to be undertaken lightly
>>> particularly by your average private pilot.
>>>
>>> The test has two possible outcomes and to me a positive result is
>>> not worth the risk of the alternative.
>>>
>>> Is there anyway the PFA can persuade the CAA to rethink the need
>>> for this test as part of an annual check - or at least set some
>>> standards as to who can perform the test, no passengers, entry
>>> and exit altitudes, wearing of helmet/parachute in case the test
>>> proves negative, etc.
>>>
>>> Maybe a requirement to dive to 90% of Vne would be a satisfactory
>>> compromise?
>>>
>>> Regards,
>>> Martin Tuck
>>> N152MT
>>> Wichita, Kansas
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 6
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| Subject: | Dive to Vne in Kenya |
Greetings to all from Kenya,
Here the Kenya Civil Aviation Authority do not require a dive to VNE for
Certificate of Airworthiness (or Permit) renewal for any aircraft on the
private register. I dont do it for my Europa, or for the Cessna 206 I
fly. Not sure I'd ever want to, actually!
All best
Richard
Message 7
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| Subject: | Re: Europa - Kitplanes article |
In a message dated 9/18/2007 2:58:13 AM Eastern Daylight Time,
europa-list@matronics.com writes:
There is a very good article in this months Kitplanes (page 19) in which
one of the test pilots gives the Europa very high ratings in the
handling category. Puts it right up there with some of the best. He
also credits Ivan Shaw as being one of the top designers in experimental
aviation...
Hey Jeff,
Yeah, I saw that, too. 'Bout time the rest of the aviation world recognized
what we Europaphiles already know, huh?
Every pilot I've taken for a ride in N245E has been very impressed with the
handling, and equally impressed with the fuel economy and how well it slows
down for landing.
The handling, the Fowler type flaps and the efficient cruise were what drew
me to the Europa.
Mighty fine bird indeed and one that continues to impress. I don't think
there's a more honest bird available in the kitplane market, at least not one
I'm aware of.
Regards,
John Lawton
Whitwell, TN (TN89)
N245E - Flying - 109.5 hours - Playing with boundary layer flow testing on
the wings in preparation for a super secret go fast mod. How's that for a
teaser?
DO NOT ARCHIVE
Message 8
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| Subject: | Handling characteristics |
Jeff,
You mention the article in this month's Kitplanes - is that October
or November - I seem to be reading the future more and more.............
Cheers, Ferg
Message 9
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| Subject: | Re: Handling characteristics |
Ferg,
That would be October. I haven't received the November issue, yet...
Jeff
Fergus Kyle wrote:
>
> Jeff,
> You mention the article in this month's Kitplanes - is that October
> or November - I seem to be reading the future more and more.............
> Cheers, Ferg
>
>
>
Message 10
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| Subject: | Dynon AOA homemade 1 of 3 |
Figured this may be of interest, it is a paste from Aeroelectric
Newsgroup.
Will try and attach pics in 2 more.
Ron Parigoris
From: Tim Shankland <tshankland@sbcglobal.net>
Subject: Avionics-List: AOA for your Dynon
Full Headers: Display Headers
Attachments: Part 1 noname (TEXT/PLAIN 7bit 1207 bytes) Hide
Part 2 101_1466small.jpg (IMAGE/JPEG base64 338548 bytes) View
Part 3 101_1467small.jpg (IMAGE/JPEG base64 444246 bytes) View
--------------------------------------------------------------------------------
For all of you who have or are thinking of buying the Dynon and think
you would like to be able to use the angle of attack indicator it
doesn't have to cost another $200. I bought my Dynon for the attitude
display and everything else was gravy. It wasn't until after I was
flying with it I even realized that it have the AOA option. Being a
builder oh and cheap too, I though $200 was a lot to pay so I looked
into Dynon's and other AOA devices. Well anyway I made my own probe,
cost nothing time about an hour or so and I can report it works great.
Attached are a couple of pictures of the installation. The trick to ease
of fabrication is that I used copper tubing, easier to solder together.
The pitot tube is at a right angle to the support tube and the
additional tube is angled 45 degrees down. To hold it I made a slot in
the circular piece of 1/8 inch aluminum, I used my mill but it can be
done with a drill and careful file work.. Mine as a snug fit to which I
added epoxy. By the way don't start on how that copper is going to
corrode with the aluminum I keep my plane inside and dry and I haven't
seen any at other interfaces in the past year.
Tim Shankland
Message 11
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| Subject: | Re: Europa - Kitplanes article |
John-
Speaking of "go fast." You went over several things with us in KY. The easiest,
cheapest and most gain seemed to be from flap seals. Is there any chance you
could do an article for the club magazine on the mods you have done? I know
a lot of people are interested.
Nice meeting you there and I really look forward to getting my Jab installed and
flying.
Jim Puglise A-283
-------------- Original message --------------
From: TELEDYNMCS@aol.com
In a message dated 9/18/2007 2:58:13 AM Eastern Daylight Time, europa-list@matronics.com
writes:
There is a very good article in this months Kitplanes (page 19) in which
one of the test pilots gives the Europa very high ratings in the
handling category. Puts it right up there with some of the best. He
also credits Ivan Shaw as being one of the top designers in experimental
aviation...
Hey Jeff,
Yeah, I saw that, too. 'Bout time the rest of the aviation world recognized what
we Europaphiles already know, huh?
Every pilot I've taken for a ride in N245E has been very impressed with the handling,
and equally impressed with the fuel economy and how well it slows down
for landing.
The handling, the Fowler type flaps and the efficient cruise were what drew me
to the Europa.
Mighty fine bird indeed and one that continues to impress. I don't think there's
a more honest bird available in the kitplane market, at least not one I'm aware
of.
Regards,
John Lawton
Whitwell, TN (TN89)
N245E - Flying - 109.5 hours - Playing with boundary layer flow testing on the
wings in preparation for a super secret go fast mod. How's that for a teaser?
DO NOT ARCHIVE
See what's new="_blank">Make AOL Your Homepage.
<html><body>
<DIV>John-</DIV>
<DIV> </DIV>
<DIV>Speaking of "go fast." You went over several things with us in KY.
The easiest, cheapest and most gain seemed to be from flap seals. Is
there any chance you could do an article for the club magazine on the mods you
have done? I know a lot of people are interested. </DIV>
<DIV> </DIV>
<DIV>Nice meeting you there and I really look forward to getting my Jab installed
and flying. </DIV>
<DIV> </DIV>
<DIV>Jim Puglise A-283</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: TELEDYNMCS@aol.com
<BR>
<META content="MSHTML 6.00.2900.3157" name=GENERATOR><FONT id=role_document face=Arial
color=#000000 size=2>
<DIV>In a message dated 9/18/2007 2:58:13 AM Eastern Daylight Time, europa-list@matronics.com
writes:</DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid"><FONT
style="BACKGROUND-COLOR: transparent" face=Arial color=#000000 size=2><EM>There
is a very good article in this months Kitplanes (page 19) in which
<BR>one of the test pilots gives the Europa very high ratings in the <BR>handling
category. Puts it right up there with some of the best. He
<BR>also credits Ivan Shaw as being one of the top designers in experimental <BR>aviation...</EM></FONT></BLOCKQUOTE>
<DIV> </DIV>
<DIV>Hey Jeff, <BR><BR>Yeah, I saw that, too. 'Bout time the rest of the aviation
world recognized what we Europaphiles already know, huh?</DIV>
<DIV> </DIV>
<DIV>Every pilot I've taken for a ride in N245E has been very impressed with the
handling, and equally impressed with the fuel economy and how well
it slows down for landing.</DIV>
<DIV> </DIV>
<DIV>The handling, the Fowler type flaps and the efficient cruise were what drew
me to the Europa. </DIV>
<DIV> </DIV>
<DIV>Mighty fine bird indeed and one that continues to impress. I don't think there's
a more honest bird available in the kitplane market, at least not one I'm
aware of.</DIV>
<DIV><BR>Regards,</DIV>
<DIV> </DIV>
<DIV>John Lawton</DIV>
<DIV>Whitwell, TN (TN89)</DIV>
<DIV>N245E - Flying - 109.5 hours - Playing with boundary layer flow
testing on the wings in preparation for a super secret go fast mod. How's
that for a teaser?</DIV>
<DIV> </DIV>
<DIV>DO NOT ARCHIVE </DIV>
<DIV> </DIV>
<DIV> </DIV></FONT><BR><BR><BR>
<DIV><FONT style="FONT: 10pt ARIAL, SAN-SERIF; COLOR: black">
<HR style="MARGIN-TOP: 10px">
See what's new="_blank">Make AOL Your Homepage</A>.</FONT></DIV><PRE><B><FONT
face="courier new,courier" size=2 color000000?>
</B></FONT></PRE></BLOCKQUOTE>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 12
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Vne is actually 90% of the true max rated speed Vdive.
Pete Clarke actually tested Vd as required. It is simply a
convention that us unwashed masses do not cross the 90% Vd line
Too many flight instructors and pilot texts over simplify the
structural issues
If your plane is built to spec, there should be no issue in flying at
Vne in calm air. Why the PFA wants you to do this annually escapes
me, but it is safe.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=135046#135046
Message 13
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<<Why the PFA wants you to do this annually escapes
> me, >>
To check that it is safe!
DuncanMcf
do not archive
----- Original Message -----
From: "rampil" <ira.rampil@gmail.com>
Sent: Tuesday, September 18, 2007 4:11 PM
Subject: Europa-List: Re: Dive to Vne
>
> Vne is actually 90% of the true max rated speed Vdive.
> Pete Clarke actually tested Vd as required. It is simply a
> convention that us unwashed masses do not cross the 90% Vd line
>
> Too many flight instructors and pilot texts over simplify the
> structural issues
>
> If your plane is built to spec, there should be no issue in flying at
> Vne in calm air. Why the PFA wants you to do this annually escapes
> me, but it is safe.
>
> --------
> Ira N224XS
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=135046#135046
>
>
>
>
>
>
>
>
>
>
>
>
Message 14
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| Subject: | Re: Monowheel speed kit |
Hi Remi
My mono is far away and
cannot verify how many
fairings I have. I can remember
four of them /wing and just one
around tail wheel. That means 9 pcs.
Just wonder where are two extra.
Around main wheel? I have not...why?
How did you install the fairing around the
outrigger mechanism? I did as per
instructions + soft glued it to the
down surface of the wing just to keep
it clean and nice. Just wonder how
often I should remove it to make
some service and spring check of
the mechanism. I would like to hope
they last forever w/o service...
Paul:
about tailwheel fairing; I have it and
it is painted dark /black cherry (of course!).
After every single take-off from any gravel
strip I have to repaint it. The fairing material
itself is also very brittle - so it will not last
very many operations in unprepared strips.
If asphalt is your runway - It is OK.
I am going to stiffen it somehow structurally
and also cover it by 3M damagetape to protect
the painting itself. I do like how it looks.
Raimo
===
OH-XRT Europa XS Mono #417, DK Endealave 2007 visitor #2.
----- Original Message -----
From: Remi Guerner
To: Europa-List Digest Server
Sent: Friday, September 14, 2007 10:51 AM
Subject: Europa-List: Monowheel speed kit
Hi Paul,
Yes I have the whole eleven fairings fitted. That includes the tail
wheel fairing. I agree this is disappointing given the up to nine knots
gain claimed by the factory. However all those fairings enhance the look
of the airplane, protect the outrigger mechanism and prevent mud
projections from the little wheels... and removed 1.2 kg from my useful
load.
Remi
Only a couple of knots gain? Disappointing to say the least. Did you
have
the tail wheel fairing fitted ? I haven't fitted mine and I am
wondering if
it is worth the effort.
Paul
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Remi
Guerner
Sent: Thursday, September 13, 2007 2:24 PM
To: Europa-List Digest Server
Subject: Europa-List: Monowheel speed kit
The installation of my speed kit is now completed and I made some
speed
measurements today. The results are as follows:
Without the speed kit, June 2006: altitude FL75, OAT 10 degrees C,
that is
density altitude 8500 ft, full throttle, 5000 RPM, that is approx 60
percent
power, TAS 133 kts.
Same day, same conditions except 4800 RPM, that is approx 55 percent
power, TAS 130 kts.
With the speed kit today: altitude FL75, OAT 11 degrees C, full
throttle,
5000 RPM, TAS 135 kts.
Same conditions except 4800 RPM, TAS 134 kts.
Conclusion: the speed gain is in the 2 to 4 knots range.
All flights were with full fuel, no passenger. Estimated weight:
520kg.
All 11 speed kit fairings installed. True airspeed was computed using
the
GPS 3 segments method.
Best regards
Remi Guerner
F-PGKL, XS S/N395 monowheel, 912S, Airmaster, 526 hours
Message 15
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William and all,
Vne has not directly a relation with pulling g's. You never make high speed
in rough air. To catch up speed you have to dive. This doesn't mean
vertical. You do it smoothly while observing your RPM and intake manifold
pressure. Don't overboost your engine. The Europa is as fast as you want
since the big problem was solved with the tie bar. The big problem was the
displacement of the lift point forwards with higher speeds and caused the
wings to tend forwards and bend the spars. When I purchased the Europa in
1999 the tie bar was standard and I was happy with this solution. During the
test period a friend of mine was filming my passages over the airfield of
Sedan in France. In one of the low passes I observed an IAS of 180 knots
without any difference of those below Vne. My conclusion is: don't be afraid
of Vne, accept it.
Best regards,
Karel Vranken
----- Original Message -----
From: "William Harrison" <willie.harrison@tinyonline.co.uk>
Sent: Tuesday, September 18, 2007 12:36 PM
Subject: Re: Europa-List: Dive to Vne
> <willie.harrison@tinyonline.co.uk>
>
> It's presumably not vne itself which creates the main stress, but the
> combination of g pulled by the pilot (can be airspeed-dependent if the
> pilot is not super careful) and g generated by rough air (always
> dependent on airspeed). Can't help wondering what g loadings the crash
> aircraft experienced that day. Has anyone got any info on the rumour
> about the GPS having been interrogated during the investigation?
>
> I share the doubts expressed about the real value of repeating the vne
> test every year. My own Permit expires every January which means that I
> am typically looking for a calm day in the middle of Winter (note for US
> cousins - Winter in the UK usually means crappy weather, low cloud, etc)
> with the usual anxiety about the expiry deadline looming. Maybe some folk
> are tempted to do the test in rougher weather than they should. Maybe
> some are also tempted to do the test from a lower cloudbase than they
> should, leaving less height to recover and therefore the need to pull
> more g...? It makes you wonder.
>
> Willie Harrison
> G-BZNY
Message 16
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| Subject: | Re: Europa - Kitplanes article |
John,
I agree 100%. You are a glider bird, I guess.
Best regards,
Karel Vranken F-PKRL 93 hours. Next year with mylar tape on the ailerons
and flaps.
----- Original Message -----
From: TELEDYNMCS@aol.com
To: europa-list@matronics.com
Sent: Tuesday, September 18, 2007 2:37 PM
Subject: Europa-List: Re: Europa - Kitplanes article
In a message dated 9/18/2007 2:58:13 AM Eastern Daylight Time,
europa-list@matronics.com writes:
There is a very good article in this months Kitplanes (page 19) in
which
one of the test pilots gives the Europa very high ratings in the
handling category. Puts it right up there with some of the best.
He
also credits Ivan Shaw as being one of the top designers in
experimental
aviation...
Hey Jeff,
Yeah, I saw that, too. 'Bout time the rest of the aviation world
recognized what we Europaphiles already know, huh?
Every pilot I've taken for a ride in N245E has been very impressed
with the handling, and equally impressed with the fuel economy and how
well it slows down for landing.
The handling, the Fowler type flaps and the efficient cruise were what
drew me to the Europa.
Mighty fine bird indeed and one that continues to impress. I don't
think there's a more honest bird available in the kitplane market, at
least not one I'm aware of.
Regards,
John Lawton
Whitwell, TN (TN89)
N245E - Flying - 109.5 hours - Playing with boundary layer flow
testing on the wings in preparation for a super secret go fast mod.
How's that for a teaser?
DO NOT ARCHIVE
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