Europa-List Digest Archive

Tue 04/26/16


Total Messages Posted: 4



Today's Message Index:
----------------------
 
     1. 06:53 AM - US Canada Insurance Survey (h&jeuropa)
     2. 11:13 AM - G-fizy permit (g-fizy)
     3. 01:40 PM - SmartASS my Undercarriage (William Bliss)
     4. 10:56 PM - Re: SmartASS my Undercarriage (Bud Yerly)
 
 
 


Message 1


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    Time: 06:53:37 AM PST US
    Subject: US Canada Insurance Survey
    From: "h&amp;jeuropa" <butcher43@att.net>
    Good Day, David Joyce has recently collected information from UK Europa owners about their aircraft insurance. I am attempting to collect similar data from US/Canada owners. Please email the following information to butcher43@att.net . If enough of you respond, it should give us a comparison of relative costs for trigear vs. mono and allow individuals to see whether their insurer is offering a reasonable deal. Any comments about how you transitioned into your Europa are welcome, too. I would like to use the aggregated results in a Europa Flyer article and on the Matronics forum. I will keep your individual information private. Thank you. Jim Ins. Premium, Liability Amount, Hull Amount, Insurer (Broker & Underwriter) Mono or Trigear XS or Classic Short Wing and / or Glider Wing 912, 912S, 914 or Jabiru Total aircraft time Your total pilot time; pilot time in Europa Your certificates & ratings Any other comments that may be pertinent to insurance For myself: $1350; $1M, $100K/passenger; $70K Ground not in motion; Sky Smith, Global Aerospace Mono; XS; Short wing; 914; 700 hrs a/c; pilot 2700 total; 675 Europa; Commercial ASEL, Instrument, complex, tailwheel, glider; Got glider rating and tailwheel endorsement and a couple hours in Scheibe motorglider. I did first flight from a grass strip and completed phase 1 testing, later ground looped and damaged airplane. Subsequently, I flew with an experienced tailwheel CFI to work out landing configurations and gain confidence. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=455481#455481


    Message 2


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    Time: 11:13:26 AM PST US
    Subject: G-fizy permit
    From: "g-fizy" <jim.davis1@me.com>
    Hi all well after a two year wait to get her repaired ,due to Europa aircraft taking the order for parts and the not Bing in a position to make them ,or make them right sigh groan Anyway with a big shout out to jerry Holland and the boys at wing farm She is repaired and ready I need some one insured to carry out the new permit after the repairs If some one has any ideas for me please let me no she is on a trailer so I can ship south of England preferred Thanks jim davis -------- owner g-fizy Read this topic online here: http://forums.matronics.com/viewtopic.php?p=455497#455497


    Message 3


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    Time: 01:40:50 PM PST US
    From: William Bliss <william@wbliss.co.uk>
    Subject: SmartASS my Undercarriage
    Hi All Just thought I would tell you how I had long flight last weekend. Arriving back at the farm strip aching for a pee I had to do a low pass to clear the sheep. That quickly done, downwind checks and on finals sizing up the crosswind I became aware of a voice telling me to check I had the wheel down. I had not got the locking catch properly in place. Sorted. I would say the investment in the SmartASS has paid off.... William Bliss G-WUFF


    Message 4


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    Time: 10:56:51 PM PST US
    From: "Bud Yerly" <budyerly@msn.com>
    Subject: Re: SmartASS my Undercarriage
    William, A distracted pilot is a link in an accident chain to be sure. Thanks for sharing your experience. Frankly I needed it. We used to have a safety magazine with a "There I Was" section of cartoons (with a message) before the real there I was near mishap article someone shared. Although I am a keep it simple kind of guy, gear warning and stall warning systems work. Are they worth the cost, effort to install, troubleshoot, fine tune, and test? Normally Yes. Are slow speed voice warning systems better than the stall rumble strips, or visual AOA systems, tones, "Bitching Bettys" and are they worth it on a straight wing aircraft? Not to me, but they are another tool to help cue the distracted or tired pilot to the old feeling that something is wrong. Probably time to add a slow speed switch to 12AY. Alas, if you get used to hearing the slow speed warning or seeing the red AOA arrow because a system isn't calibrated, we ignore it when we may need it the most. When something is wrong, or it doesn't feel right, go around and get your stuff together always works. Yes, I do carry a piddle pack and have had to use it to relieve "cockpit stress". What's the cost of a prop, engine repair and wheel well repair vs. the time and cost of a gear up warning system? Your choice. What's the cost of loss of a plane/life due to a mishap caused by a non proficient, distracted, or fatigued pilot. Priceless to us all. And you're all lying if you haven't been there. Know you limitations. Whether you are experience or not, practice, practice, practice. Know your airplane, its stall characteristics, and in my case I fly it to its limits every time I do a practice hop. I don't do touch and goes. I do very low approaches where I slow flight down the runway for a 1000 feet just inches from the runway, perfectly aligned and it makes me keep flying the airplane rather than that old relaxation on landing habit we fall into, and my touchdowns are at 45 instead of 50. (My tires don't wear out either.) Don't put yourself into situations where you are overly fatigued. (No more afternoon takeoffs and long three hops to get home, as I have a credit card and am not afraid to use it at any hotel.) Never take anything for granted, use the checklist, know your pitch, power settings and speeds. Become a student of aviation again, take the time to read (Google just about any topic and you get a wealth of info, try "pitch and power flying"). We do things as old (read as experienced) aviators from muscle memory, but the brain muscle is the most important tool, and we have to sharpen a tool to use it effectively. Develop good habits by breaking old ones. Read articles again on flying and techniques to get the brain juices flowing again. The Rotax and Airmaster have made me a lazy pilot. It is easy to push the power forward and pull the stick back and the houses get smaller, but it is power that makes us climb, not pitch alone (for long anyway) and occasionally I wish I had my GIB (Guy In Back in the F-4) to tell me to "Start doing some of that pilot SH T and get us out of here." or the famous "Doesnt all that shaking and beeping and rudder pedal vibration bother you?" as he locks his knees together at high AOA to prevent a departure from controlled flight. Practice routinely, know your airplane well, know the proper site pictures, pitch and power settings and install rumble strips on the leading edge to allow the aircraft feel to warn you of an approach to the stall. Then set and calibrate your EFIS/Stall Warn/AOA system to warn of a low speed situation/gear up or accelerated stall in the turn to keep you honest when you're not having your best day. Practice simulated engine out approaches, no flaps, partial power situations. Develop a passenger brief. Practice an emergency ground egress as if you just departed the runway and found one of our Florida water filled ditches and need to get unstrapped and out quickly. Climb up three mistakes high and do power on and off stalls. Practice unload for control drills. The plane won't stall if the AOA is zero. (Unload for control is an old military drill where the aircraft is flown to a high pitch attitude and the aircraft is unloaded to a quarter G (just getting light in the seat, not negative) and allowing the plane to fall through.) It teaches what an unload feels like when you are in need of full power instant acceleration to get out of trouble at slow speed rather than the push the stick forward drills I see our local instructors do. What happens when at 75 knots in a full power climb and you pull the power, count to three (reaction time) and try to do a 180. I've done a 180 in less than a couple hundred feet, but 80 degrees of bank pulling at the burble is not a recommended thing to do, can I do it, yes, will I do it rather than go for the golf course, no. If I goof it up, I'll get killed, if I hit a tree and land in it or hit a sand trap, I'll survive. Stretch a glide by slowing to near stall speed and watching the VSI, then do it at 75 and note the difference. Pull the power to idle on base and glide at best glide speed and see how your pattern is affected. Then do practice engine out approaches. Bottom line, If I haven't flown in thirty days, I go practice much of the above. If I haven't flown in 60 days, I fly with an instructor if I can find one, and if I can't, I go with another current experienced pilot and or take it in baby steps to get the pitch and power down, checklist operations, air work, emergency procedures and finally landings, at least three. Normal low approaches to get the feel of the pattern, then a normal full flap touch and go, no flap touch and go, full stop, min roll takeoff and soft field landing. All the FARs in the US say is to fly alone, I can go nearly 24 months (last BFR) if I want and then do three takeoffs and landings and I can take folks up with me on a cross country (DUH). My two cents, Trying to live longer. Bud Yerly -----Original Message----- From: William Bliss Sent: Tuesday, April 26, 2016 4:37 PM Subject: Europa-List: SmartASS my Undercarriage Hi All Just thought I would tell you how I had long flight last weekend. Arriving back at the farm strip aching for a pee I had to do a low pass to clear the sheep. That quickly done, downwind checks and on finals sizing up the crosswind I became aware of a voice telling me to check I had the wheel down. I had not got the locking catch properly in place. Sorted. I would say the investment in the SmartASS has paid off.... William Bliss G-WUFF




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