Today's Message Index:
----------------------
1. 04:44 AM - Re: Fuel system bits and bobs (bmoorhouse)
2. 04:53 AM - Re: Stall spin characteristics (david miller)
3. 06:16 AM - antenna design/installation (Fergus Kyle)
4. 10:02 AM - Re: iPad aviation apps (SteveD)
5. 11:10 AM - DOTH/Air Show Damyns Hall Sun 8th (Paddy Clarke)
6. 07:11 PM - Re: Stall spin characteristics (Bud Yerly)
Message 1
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| Subject: | Re: Fuel system bits and bobs |
RichardTobin wrote:
> Dear All,
>
> 3 Replacement fuel hose. I have been searching and reading through many postings
on this list for a recommendation on the hose to use. We would like to use
a hose that reduces as much as possible the petrol smell and gives as long a
service life as possible. I have read gates R9 hose is good but can`t find a European
supplier. Also a recommendation for the clips to use would be welcome.
In our existing system jubilee clips have been used and in a couple of places
the band that has passed through the worm drive has cut into nearby hose.
>
> The Aircraft is LAA registered.
>
> Many thanks
>
> Richard
>
> G-OSJN XS 914
Before my last Permit inspection I had a strong smell of fuel and it was because
of the appalling condition of the fuel hoses (not fitted by me I hasten to add)
which were "weeping" fuel. The LAA Inspector (Pete Jeffers) immediately spotted
the problem and requested that I chnage the fuel haoses a.s.a.p.
It was quit a sobering moment when I got some of the old fuel hose off - it was
steel braid covered and after stripping back the braiding the rubber hose inside
had cracks about every 2 mm - some of them full depth. It made me shudder
to think that these hose were running over the top of the electric pumps - one
little spark ....
I got the replacement hose from Europa themselves and although the removal and
fitting was a an awkward job (mainly due to access into all the little nooks &
crannies) it is not technically difficult. It was not too expensive (from memory
about 100 for all the required hoses.
My only problem was sourcing the reducers from the electric pumps (I have a 914
so 2 electric pumps) from 12mm hose to 8mm hose I finally got metal reducers
(the previous ones were horrible plastic things) after a bit of digging round
the web using good old Google.
A little tip - replace each fuel hose one at a time - this reduces any possible
misconnections and do not overtighten the clips.
--------
_______________
Barry Moorhouse
G-JHYS Trigear XS
Rotax 914 UL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=307597#307597
Message 2
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| Subject: | Re: Stall spin characteristics |
True enough Ferg,
I think probably a rearward C of G may also have been involved.
Cliff had indicated to me that he had 11lbs of weight in the tail.
Add to that a stop at a nearby airport, probably for fuel, luggage
for Oshkosh,
and two people who were not very heavy.
Regards,
Dave
do not archive
>
> =93. It seems likely that Cliff Shaw's accident was a result of this
> abrupt spin stall characteristic in landing configuration. I have
> a rule (though not unique), "never skid a turn", keeping a nice
> margin above stall. It seems that the Europa (and probably all
> super clean planes, for instance the Cirrus), have a propensity to
> severe stall spin in landing configuration. =93
>
> I am tempted to agree with much of what you say. It has
> been my contention that Oshkosh makles demands with which that many
> junior pilots shouldn=92t comply. One of these is a short final with
> multi bank when the authority calls for a wing-wag when inside
> rudder is correcting for runway centreline. There=92s the critical
> inside rudder/inside bank pair which prompts the inner wing stall.
> =46rom there on down is mathematical.
>
> Know your plane,
>
> Cheers
>
> ferg
>
> Ps: Rudder OFF first before aileron..............
>
>
Message 3
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| Subject: | antenna design/installation |
I guess I'll repeat several previous messages.
There has always been a good connect between old time hams and
homebuilts. Each is strangely attracted to the other. The simplest way for a
homebuilder to get the ideal antenna installation is to ingratiate him(her)
self with the local amateur radio club. Ask for someone who's had a ham
licence more than 10 years and intrigue them with the challenge of
discussing the whole shebang. Hams used to be able to build like us until
the orient started the teeny-tiny radios, so are familiar with antenna
design/installation.
Tell him where you wnat it, what you want, wind him up and let him
go.
Ferg
Message 4
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| Subject: | Re: iPad aviation apps |
Found this site that tracks Aviation / Pilot Apps for iPhone and iPad:
http://www.ipilotapps.com/
Steved
Visit - www.EuropaOwners.org
Message 5
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| Subject: | DOTH/Air Show Damyns Hall Sun 8th |
Hi Folks,
Damyns Hall have their Military and Flying show this weekend. As there is also
a voucher in Flyer, I thought it would be good to combine this with a DOTH on
the Sunday ( 8th. ).
They ask that we arrive before 1300, and it may be a problem to leave before the
last display which is a Spitfire finishing approx. 1630.
All the Best,
Paddy
Paddy Clarke
Europa G-KIMM
Message 6
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| Subject: | Re: Stall spin characteristics |
Stall spin characteristicsNot to but in, but...
You fliers are doing a great job of what the problems of stall in the
Europa are. Basically, none. Many thanks for good comments and
techniques.
I have, like Bob, flown a number of different Europa's and stalled them
all. Side slips are pleasant using a foot full of rudder. Keep the
speed up at 1.3Vs if slipping is my rule. Remember, someone cares if
you are dead.
As for stalls: Climb up about three mistakes high (3000 AGL)
Trim for pattern speed of about 80. Put one finger on the front of the
stick and line up with a cloud on the horizon. Pull the power back and
smoothly pull back attempting to hold altitude, and keep it pointed at
the cloud. The plane, if in the 60-61 inch CG when empty, properly
built within .1 degree equal incidence and no droopy controls, will
rumble slightly just prior to the stall, the nose will go up just a bit
and then down, and bob up and down. I don't even need the ball. But it
is nice to have a whiskey ball rather than one of those electric orange
dots on an EFIS.
The laminar flow wing will bite you if you release the stick just a bit
as the nose rises in the approach to the stall break, and you abruptly
pull it right back. Most laminar flow wing aircraft will drop a wing
instantly as it is a deep stall of one wing. This usually occurs when
you have a death grip on the stick and can't feel a thing. Relaxed, and
paying attention to your duties, you feel the plane get light in the
nose, and directional control starts to wander a tiny bit, and you can
release pressure and maintain control.
Fully configured the rumble is less pronounced due to the flap burble
and it can surprise the unaware pilot who attempts a slow speed abrupt
maneuver. The wing drop is pretty fast again, and you will achieve 90
degrees in less than a 1/2 second.
Unload for control, and it instantly stops in any configuration. Then
recover.
The 40 hour fly off, as they fliers commented on, is to fine tune your
aircraft and get its feel. Stall strips depicted in the operators
manual are excellent stall warnings. So are electronic devices, but
none as good as a well flown test series of stalls, slips and slow
flight done at least 3 mistakes high to feel your aircraft.
I added vortex generators to my Classic which normally stalls at a
Calibrated A/S of 55 at 1370 lbs. Dead straight ahead stall. With the
VGs over the ailerons only, the plane wing rocks like a century series
fighter and the burble is a pounding on the tail plane that is quite a
wake up shake. The wing rock is probably too much for a novice and
could lead to an abrupt wing drop if he attempts to jamb in aileron to
keep it level.
With VGs all along the LE of the wing from the tip to two feet prior to
the fuselage (so I can get my butt on the wing) the burble is quite
pronounced (due to the clean root) and the stall is 46 Kts CAS clean at
1320 lbs. One problem with the VGs. The plane feels so rock solid
slow, that one can get complacent and find himself out of airspeed and
ideas (falling with style). I prefer the stall strips neatly blended
into the leading edge at the root as a nice reminder that I am not
paying attention to job one, that is, flying the plane, as it is
supposed to be, by the number in the book. VGs work great but look like
a bad hair day on the wing.
New guys, there is no excuse:
Runway-airspeed are the two calls around the pattern. Fly by the
numbers. If you have to be abrupt in moving the plane, go around and do
it again. If it doesn't look right, it isn't. And there is no
substitute for airspeed. Practice in some ones well built Europa to get
a feel.
If you have a short field and must get close to your stall margin, stay
sharp, and be cautious. If you don't feel like Steve Canyon that day,
land somewhere else. Don't slow down until you have the runway made.
Don't force the plane on the ground. Keep you energy up until crossing
the fence, and allow for a slow speed bleed off into a slow flight
attitude crossing the threshold and continue to hold it just an inch or
two above the runway until it settles. Better to land 300 feet down on
speed than 15 hot at the threshold and bounce. Tail wheel guys just keep
the stick back, rudder to stay straight and fly it to parking.
Most of the time I cruise the Europa with my hand off the stick and fly
with my feet. This is a great rudder airplane, a stable airplane, and
has superb flight and stall characteristics. If it is bent or crooked,
we can help you straighten it out.
Like Ferg eluded to, the controller doesn't fly your plane. Don't let
them put you into a position you are not comfortable with. If the
controllers get mad, buy them a cup of coffee and and tell them you are
alive, and that was more important than stalling and crashing at the
time. Know your plane and your limits.
Airspeed is life.
Bud
----- Original Message -----
From: Fergus Kyle<mailto:VE3LVO@rac.ca>
To: 5EUROPALIST <mailto:europa-list@matronics.com>
Sent: Wednesday, August 04, 2010 3:21 PM
Subject: Europa-List: Stall spin characteristics
William:
". It seems likely that Cliff Shaw's accident was a result of this
abrupt spin stall characteristic in landing configuration. I have a
rule (though not unique), "never skid a turn", keeping a nice margin
above stall. It seems that the Europa (and probably all super clean
planes, for instance the Cirrus), have a propensity to severe stall spin
in landing configuration. "
I am tempted to agree with much of what you say. It has been
my contention that Oshkosh makles demands with which that many junior
pilots shouldn't comply. One of these is a short final with multi bank
when the authority calls for a wing-wag when inside rudder is correcting
for runway centreline. There's the critical inside rudder/inside bank
pair which prompts the inner wing stall. From there on down is
mathematical.
Know your plane,
Cheers
ferg
Ps: Rudder OFF first before aileron..............
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