Today's Message Index:
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1. 03:23 AM - Re: Re: What did you do with your Europa this week 8/19 - 8/26 (Pete)
2. 10:26 AM - Re: What did you do with your Europa this week 8/19 - 8/26 (budyerly@msn.com)
3. 10:42 AM - Re: What did you do with your Europa this week 8/19 - 8/26 (budyerly@msn.com)
4. 11:00 AM - Re: Re: What did you do with your Europa this week 8/19 - 8/26 (Pete Zut)
5. 01:22 PM - Re: Re: What did you do with your Europa this week 8/19 - 8/26 (Raimo Toivio)
6. 01:44 PM - Re: What did you do with your Europa this week 8/19 - 8/26 (n7188u)
7. 02:13 PM - Re: Re: What did you do with your Europa this week 8/19 - 8/26 (Bud Yerly)
8. 05:39 PM - Re: Re: What did you do with your Europa this week 8/19 - 8/26 ()
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| Subject: | Re: What did you do with your Europa this week 8/19 - |
8/26
Great to hear. I too find tarmac a non-event, and indeed less stressful than bouncing
around on grass. I find the Europa quite lazy on tarmac compared to my
little hummelbird lol.
Cheers,
PeteZ
C-GNPZ
C-IPWZ
> On Aug 26, 2022, at 12:13 AM, Area-51 <goldsteinindustrial@gmail.com> wrote:
>
>
> Decided to bite the bullet and attack some hard ground yesterday. With terror
ready and waiting for the europa's left jive party trick it never got close to
showing up.... no longer hesitant toward operating off tarmac; all the attentive
practice, instructor type training and command time has delivered results...
brought 181 down over the keys for a great landing and used the remaining
1200m of road to review competence at flying the wings on the ground and keeping
centreline... did the same while backtracking for takeoff; rollout and unstick
lasted less than 100m, then a minute later 181 was departing overhead at 1500'
above the field.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=507779#507779
>
>
>
>
> Attachments:
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> http://forums.matronics.com//files/5b9a85f6_a116_4b27_97d6_29cd738836d4_191.jpeg
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| Subject: | Re: What did you do with your Europa this week 8/19 - 8/26 |
It has been a hard couple of months.
First Europa Stuff:
N12AY is down for a few weeks. During Sun n Fun while on display, a couple decided
to sit on my aircraft together on the port wing. At about 300 pounds total.
My wing leading edge root section seemed OK after security shooed them off.
I have been flying my Euorpa with local instructors doing stall, advanced handling
training with them. After a few weeks I noticed a former repair I made (from
a depression from my knee while loading the plane) began to raise again indicating
it delaminated again. After flying for a few weeks the delamination
grew to about plate sized. Ive grounded the aircraft now.
I know it is just the foam underneath that has been crushed and that causes a separation
which eventually shows up as a delamination. I will cut back the skin,
reinforce the foam, then by deftly inserting small ribs of properly shaped
glass I will reinforce the walk area (aka butt sliding area) for the trigear.
This area in a Classic has lightening holes in the foam and can flex if overloaded.
Once the ribs are cured I will restore the foam and using uni in 4 layers
as was in the original biaxial glass. I will reinstall the outer skin glass
properly tapered and overlapped. Then fill sand and paint.
My annual condition inspection is coming due in January so I will make use of the
down time and do my 5 year fuel hose change as the R-14 hose is about 8 years
old. The fuel hose is in excellent shape so this will be a good validation
of my fuel line choice. Note that oil lines I inspect closely at each oil change/annually
and replace whether good or not at 5 years as oil lines are in close
proximity to the exhaust.
This condition inspection will allow me to make some more mods also. I sold my
LED light pod to a customer, and Ive decided to add a landing light to 12AY.
There are many choices now and it will be interesting.
I have selected components and fabricated a stall warning circuit with not just
the piezo noise maker but also a voice warning circuit. It seems my young instructors
all have ANR headsets and couldnt hear the horn and in the right seat
did not notice the warning light easily. I bought about $40 in electrical sound
boards and voltage reducers and did about $500 in labor and testing and have
made a postage stamp sized MP3 player with its own Buck Converter voltage
regulator to allow ship voltage from 15 to 10 volts while putting out a precise
5 volt output. My intentions were to make it an add on to the Europa stall
warning. I did not buy the Europa stall warner, I made my own some years before
and have converted mine to be exactly like the Europa one to test. It works
very well. The circuit has a push button on the panel to silence the horn and
voice if desired during airwork. It will work with the music or aux audio
input of most intercoms as I tested it with the Sigtronics, PS Engineering PM
3000, and Flightcom 403 and they all worked fine with a good sound level. The
sound is adjustable and the input can be wired directly to the pilot headphone
jack avoiding the intercom completely if desired. The warning comes on right
at 5 knots above the stall clean and about 3 with full flaps as set up. Paper
will follow.
I will also play with my new leading edge stall rumble strip for better airframe
buffet approaching the stall without causing a premature drop in lift as you
flare. It takes quite a few flights to get the POH stall strips to work just
right without too much of an increase in landing speed. More on these mods later
when I get time to do a paper.
Ive been laid up for some days due to a slip and fall accident. I was delivering
some wing walkers along with some glider wings in my shop that were to be donated
to the Ron Alexander Youth Aviation Program in Griffin GA. During a fuel
stop I began my routine checking of the trailer. It was raining and I was
wearing new shoes and standing on greasy gas station concrete. I stepped on the
trailer tongue and began to slip. I attempted to step down on to the concrete
and my other foot slipped off the trailer and my legs and feet became entangled
in the steel structure and heavy trailer wiring bundle. I hit hard with
my legs pinned in the tongue A frame and hit face first but both forearms came
out and I did a half roll relaxing my legs. Needless to say, I hit like a ton
of bricks but was lucky as I didnt break any bones. Of course, I had extensive
bruising and jarring of joints. My back was a mess for a while. I am back
to homo erectus and can walk easily without a cane. I guess Im getting old
and fumble footed. Not my best judgement decision for sure crawling over a wet
trailer in the rain with wet feet. Dumb.
As far as flying:
I have been flying though. My flight with new instructors was prompted by a few
minor but noteworthy near mishaps at our local airports. It prompted me to
do a FAAST program briefing on how to regain and maintain flight proficiency.
In the US you must complete 3 landings within 90 days before you can carry a
passenger. You are required a BFR or Biennial Flight Review also. So, a pilot
may not fly for nearly two years, and then hop into an aircraft and go fly.
Make three landings and take his grandkids up to fly, or fly with is non aviator
friend to a breakfast at a small airport hes unfamiliar with. In my professional
years as a pilot, I had currency and recurrency requirements. If you
didnt fly in 30 days you had review rides with an instructor and over 90 days
a full mission, instrument and advanced handling proficiency flights and emergency
procedure training simulators and flight check reviews. So, we kept ourselves
current and proficient to avoid impacting the unit with additional training.
But after a ground school or other professional course, recurrency was needed
and the requirements written down.
The KPCM FBO chief instructor had me fly with some of our local instructors as
they had only flown in the Cessna 172, 152 and the LSA 162. These aircraft have
benign stall characteristics. However, from watching local pilot pattern work
the chief pilot was alarmed at how many local incidents and near incidents
there were in our flying area. What we were seeing was poor pattern spacing,
indifference to the winds, unorthodox salvage of poor final approaches and very
long hot landings ending in a porpoise or requiring guys to grind on the brakes
to stop on the 3-4000 feet of runway available.
I put together a FAAST presentation on regaining and maintaining proficiency to
help out. We have presented it with mixed reviews because it requires thorough
airwork. We pilots are opinionated and confident in our ability. If our instructor
didn't teach it, its not important. However, in talking to our local
aircraft owners, with the cost of fuel, operations and maintenance getting so
high, many just dont fly as much as they used to. The airplane gets flat tires,
filthy dirty, and old avionics get cranky and they go fly anyway. I was shocked
to hear about 20% say they havent done a full stall since they got their
pilot licenses. Some have not exceeded 15 degrees of bank in years. On their
BFR (flight review) they simply recover at the horn and that is good enough to
pass. Normally they just fly faster and wider in the pattern to keep safe and
then stick the aircraft on the runway any way as long as it is smooth. None
would consider a go around if they were high and hot or were landing well down
the runway. None of our locals had done a simulated power off pattern to a
low approach over a runway EVER. We did a chair fly of emergency procedure review
with one chap and were disturbed on how vague his recall was on how he would
handle rather simple emergencies. Nice guy, in a couple of hours he was back
up to speed.
I began working with our chief pilot to fly with some of his newest instructors
on how to teach how a stall can happen and how the straight-ahead stall (clean
and dirty) was not the only way to teach stall prevention. The chief pilot
and I did some practice and he summoned a meeting. Many of these instructors
had no experience in other aircraft other than the Cessnas. In flying with one
chap, he commented he never uses the rudder in the 162 because the springs are
so stiff you cant feel a smooth input. It is not uncommon that the students
then dont use the rudder and simply steer the castering nose wheel with only
the toe brakes, otherwise the rudder is unneeded. Sad.
We use the Europa as an example for a new pilot (or old pilot) transitioning to
a Light Sport or faster aircraft. Its a shame to have to direct and instructor
pilot to go around as he tries to land the Europa like it was a Cessna 172.
They do that falling leaf approach I commented on. It is interesting flying
for me and our new instructors do learn some things. Ill do a paper when we
and if we finish.
Stay proficient, keep up your airplane and enjoy the finest light kit built aircraft
and all she can do.
Best Regards,
Bud Yerly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507782#507782
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| Subject: | Re: What did you do with your Europa this week 8/19 - 8/26 |
To Area 51:
Gaining confidence in the mono is done in steps, and if done with the right attitude,
precision and perseverance, ends up being a joy.
Believe me when we say we are all impressed at your skill and control as the mono
is different. Asphalt is no different in technique from smooth grass if you
just keep on your toes and don't get distracted or lazy then try to stick it
on.
I agree with Pete, smooth asphalt is nicer than a rough grass pasture.
Well done. Keep the stick back.
Bud Yerly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507783#507783
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| Subject: | Re: What did you do with your Europa this week 8/19 |
- 8/26
FWIW
To add to Bud's advice/observation, I have found the biggest bang for the
buck in landing the mono (which by definition is always in full stall) was
my addition of the CYA100 vane-driven AOA. It pointed out very quickly
that my flair speeds were generally too high. In addition I was amazed how
noticeably higher the indicated stall speed was in my classic when a
passenger is added. No wonder folks can get discouraged with the mono by
relying solely on indicated airspeeds if flying different weights etc.
Cheers,
PeteZ
On Fri, Aug 26, 2022 at 1:47 PM budyerly@msn.com <budyerly@msn.com> wrote:
>
> To Area 51:
> Gaining confidence in the mono is done in steps, and if done with the
> right attitude, precision and perseverance, ends up being a joy.
>
> Believe me when we say we are all impressed at your skill and control as
> the mono is different. Asphalt is no different in technique from smooth
> grass if you just keep on your toes and don't get distracted or lazy then
> try to stick it on.
>
> I agree with Pete, smooth asphalt is nicer than a rough grass pasture.
>
> Well done. Keep the stick back.
>
> Bud Yerly
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=507783#507783
>
>
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| Subject: | Re: What did you do with your Europa this week 8/19 |
- 8/26
Hello,
We happen to need today a sunset flight.
Departed from home. My grass strip is just 200 m (650 ft) long (a
landing strip is 300 m long [almost 1000 ft], but only 6 m [20 ft] wide).
efrt
The weather was again so perfect, so smooth.
About the weather, we have been here so far so lucky.
eu
We flew into sunset, to land into a remote hotell to get some late
evening food.
sun
And noticed again how beautiful our country is.
So much free unpollutioned space, forests and clean drinkable lakes.
allekirjoitus2
fi
Welcome to Finland!
su
When flying back, we did it over Tampere.
Tampere is the largest inland water city in the Scandinavia, and can
you imagine
- there are well over 200.000 inhabitants!
tre
And, because I have no lights beside my strips, we landed to the EFTP
Tampere.
eftp
And put She to her very personal cave.
Still so warm, because of the climate change, its a bit like in a
jungle here.
eu
Cheers, Raimo Toivio
Europa
Europa XS Mono OH-XRT #417 2007
Antonov AN-2 TDSRM AirCamper HA-MDO 1987
Beechcraft C45 Twin OH-BLL 1953
37500 Lempl
FINLAND
tel. +358-3-3753 777
m. +358-40-590 1450
www.rwm.fi <http://www.rwm.fi/>
info@rwm.fi
Pete Zut kirjoitti 26.8.2022 klo 20:59:
> FWIW
>
> To add to Bud's advice/observation, I have found the biggest bang for
> the buck in landing the mono (which by definition is always in full
> stall) was my addition of the CYA100 vane-driven AOA. It pointed out
> very quickly that my flair speeds were generally too high. In addition
> I was amazed how noticeably higher the indicated stall speed was in my
> classic when a passenger is added. No wonder folks can get
> discouraged with the mono by relying solely on indicated airspeeds if
> flying different weights etc.
>
> Cheers,
> PeteZ
>
> On Fri, Aug 26, 2022 at 1:47 PM budyerly@msn.com <budyerly@msn.com> wrote:
>
> <budyerly@msn.com>
>
> To Area 51:
> Gaining confidence in the mono is done in steps, and if done with
> the right attitude, precision and perseverance, ends up being a joy.
>
> Believe me when we say we are all impressed at your skill and
> control as the mono is different. Asphalt is no different in
> technique from smooth grass if you just keep on your toes and
> don't get distracted or lazy then try to stick it on.
>
> I agree with Pete, smooth asphalt is nicer than a rough grass pasture.
>
> Well done. Keep the stick back.
>
> Bud Yerly
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=507783#507783
>
>
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Message 6
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| Subject: | Re: What did you do with your Europa this week 8/19 - 8/26 |
Good to hear you are ok Bud.
I am enjoying the mono a lot. But it does take time to master. Always seek how
to get better flying it and it will reward you.
Example: after having flown mine for a year and a half and 150 hours I was still
not happy with the takeoff (I was following the technique in the POH). So I
asked Jim B if we could have a chat and discuss. He told me how he does the TO
which was a little different technique. Next day I did the nicest takeoff I
have ever done and now I am enjoying my mono even more. So keep at it and always
question how to do something better if you dont like how it feels. I have
found the mono to be an airplane that demands technique and attention to detail
but it is immensely rewarding.
Chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507786#507786
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| Subject: | Re: What did you do with your Europa this week 8/19 |
- 8/26
Chris,
I have taken a lot of instruction and training in my life, but frankly, I always
had to learn it my way. If somebodies idea didn't work, ask and go try it.
Personally, I hold the stick back until about 35 and the engine is good then relax
my death grip holding the stick back and just let it fly off. Moving the stick
forward enough to maintain the pitch attitude.
It works for me. Once you are comfortable in the aircraft, you relax a bit and
feel the aircraft.
Best Regards,
Bud
-----Original Message-----
From: owner-europa-list-server@matronics.com <owner-europa-list-server@matronics.com>
On Behalf Of n7188u
Sent: Friday, August 26, 2022 4:44 PM
Subject: Europa-List: Re: What did you do with your Europa this week 8/19 - 8/26
Good to hear you are ok Bud.
I am enjoying the mono a lot. But it does take time to master. Always seek how
to get better flying it and it will reward you.
Example: after having flown mine for a year and a half and 150 hours I was still
not happy with the takeoff (I was following the technique in the POH). So I
asked Jim B if we could have a chat and discuss. He told me how he does the TO
which was a little different technique. Next day I did the nicest takeoff I
have ever done and now I am enjoying my mono even more. So keep at it and always
question how to do something better if you dont like how it feels. I have
found the mono to be an airplane that demands technique and attention to detail
but it is immensely rewarding.
Chris
Read this topic online here:
https://nam12.safelinks.protection.outlook.com/?url=http%3A%2F%2Fforums.matronics.com%2Fviewtopic.php%3Fp%3D507786%23507786&data=05%7C01%7C%7C9a2a073a00a746f73f5908da87a424a4%7C84df9e7fe9f640afb435aaaaaaaaaaaa%7C1%7C0%7C637971436315739894%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000%7C%7C%7C&sdata=UR0g2x4pj1HE5xcdCwp1V0Sqly%2FqoSqypiPOlW5SVnk%3D&reserved=0
Message 8
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| Subject: | Re: What did you do with your Europa this week 8/19 - |
8/26
I assume a leaking British car is 'fashionably acceptable', too - yes? If so,
my Austin-Healey is looking good! I've about given up on getting it to not leak
oil.
----------------
All the best,
Al Fuller
-----Original Message-----
From: owner-europa-list-server@matronics.com <owner-europa-list-server@matronics.com>
On Behalf Of Area-51
Sent: Monday, August 22, 2022 4:44 AM
Subject: Europa-List: Re: What did you do with your Europa this week 8/19 - 8/26
--> <goldsteinindustrial@gmail.com>
Chasing oil leaks can be a challenge. Some used to get excited about achieving
dry british motors but then the rest of the vehicle would rust .
Best way to go about it is start with the worst leak first, wipe it all down as
best you can with old cotton t'shirt and then spot clean with either brake clean
or carbi clean; if its real filthy carbi clean will rip through grime the
best... Get the whole engine and surrounding mounting frame and cowling totally
degreased and clean before putting your lower cowling back on (do not use caustic
degreasers on alloy components; it eats alloy and destroys alternator windings)
... (use compressed air to thoroughly blow off any remaining water if
hosing down degreaser - use acetone last to wipe down cold exhaust headers and
muffler) do an extended ramp run at 3000rpm for at least 5-10 minutes so long
as your temperatures stay green. First few minutes will produce a bit of weird
smell as hot exhaust surfaces burn off.
Pull the lower cowling and start looking from the top front of the engine around
gearbox and fuel pump first then top lower at the oil cooler lines, oil pressure
sender, oil pump and filter, valve covers, pushrod tubes, crankcase plugs
and unions, rear camshaft gear cover... If you are lucky you will be able to
identify more than one leak if there is more than one source) note - don't overtighten
hose clamps on oil lines, some style clamps will cut through hoses if
overtightened. Sometimes oil hose will harden with age and just keep leaking;
replace the hose.
5-10 minutes running is enough to show up a leak; 30-60 minutes flight time is
enough to show up weeping. A leaking/weeping bolt will be wet on its shank when
removed; it its dry then that's not the source of your leak.
The lower cowling vent around the exhaust provides enough room to shine a torch
up under the crankcase for a quick visual. A mirror on a stick is useful as well
with the top cowling removed.
If unions still leak after tightening to correct torque settings then sealing washers
should be replaced. Copper washers can be annealed and reused; Wurth Dowdy
washers are the best for unions and plugs and reusable.
There's no excuse for a rotax engine to leak, however a leaking volkswagon motor
is fashionably acceptable.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507738#507738
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