I flew my 930 lb Monowheel with EA81 power and 125 hp yesterday with a 195
lb passenger. I am 210. My home base is at 5090 ft. I have a fixed pitch
3 bladed prop pitched for cruise. Takeoff was a breeze on my 4700 ft
runway, breaking ground in about 800 ft, staying in ground effect for
another 1200 then climbing at about 750 fpm for the first thousand feet.
Cruising about 4600 rpm
gives about 145 mph. On part of the flight, we slowed to about 100 and were
getting 2.0 gph
on the fuel computer for about 30 minutes. My passenger felt the ailerons
were very light and
sensitive but the elevator was sensitive but heavier than the Mustang II he
had just ridden in last week (probably due to the all flying stab on the
Mono). The landing was sweet at the normal 70 mph approach speed with no
bounce or tail wagging common on a lot of taildraggers. Very enjoyable! I
did weld in some additional steel supports to the swingarm area. Back when
I was first learning to fly the Mono, I botched some landings not getting
the tail down far enough (easy to do now!) and got some very severe bouncing
(almost hit the prop) before I decided to do a go around. I thouroughly
inspected the swing arm area afterwards and could find nothing bent. That
was 3 yrs ago and haven't had a landing with more than one extra bounce
since.
I recently received some wheel landing training in a brand new Citabria
and felt the Citabria was quite a bit touchier on landing than the
Monowheel. With the Mono, as soon as the tail touches, you just pin the
tail with the stick and hold it, with the Citabria if you do that the tail
wheel will start shimmying badly. Also with the Citab, you can occasionally
get a wing to lift on one side after touchdown and have to roll it level
again. This never happens with the Mono. Landing the Mono
seems no harder than a C172, just a bit different! Just my $ .02.
Glenn
>From: Jeff B <topglock@cox.net>
>Reply-To: europa-list@matronics.com
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Flying a heavy Europa XS?
>Date: Mon, 21 Nov 2005 18:18:17 -0600
>
>
>Ron,
>
>I listed N55XS, a tri-gear, at 1450, gross. The plane weighs 925 lbs
>and CG comes in at about 60". With the wife and I and a full load of
>fuel, it is impossible to go beyond the aft CG and still remain within
>the gross weight. We made a 900 mile cross country at, or very close to
>gross, taking off from various fields, some of which were at 3500 ft,
>without any problems. The Europa seems to be happy with this
>configuration, at these altitudes. Handling, in the air was delightful...
>
>rparigor@suffolk.lib.ny.us wrote:
> >
> > Taking more notice of completed aircraft empty weights of XS Europas,
> > there have been many to come in a lot heavier than 750 pounds.
> >
> > Flight testing on short wings I don't think exceeded 1370 pounds.
> >
> > I was wondering if those out there who flew at or over 1450 pounds could
> > share weights, CG and how aeroplane handeled and general comments.
> >
> > Especial interested in what it may have taken to wipe out Monowheel
> > undercarriage and at what weight.
> >
> > Also spin entry and recovery handeling, especial in thin air at more aft
> > CGs.
> >
> > I learned (the hard way) from models, that a fair manured craft, can
> > become a bear , in other words more easily enter a spin, and essential
> > become unrecoverable if you make the air thin,or increase the weight.
> > Sometimes a time honored CG is too aft for heavier weights, and
>acceptable
> > control throws for a lighter weight are unacceptable for heavier weight.
> >
> > Info on long wings at heavy weights also appreciated.
> >
> > Thx.
> > Ron Parigoris
> >
> > Here in the US the builder can choose the gross weight. Not prudent to
> > regularly fly a 1500 pound 912 XS out of a 1500 foot strip that has a
>high
> > density altitude. For an occasional long flight with a intercooled 914
> > with CS prop flying out @ sunrise from a wide mile long runway over
> > reasonable hospitable terrain, near sea level at 60F sounds to be an
> > acceptable practice? Problem is if you exceed gross weight listed in
> > operating limitations, besides the potential for FAA to get on after
>you,
> > even from a plain vanilla ramp check, Insurance coverage may be void. If
>a
> > plane were ever to be sold, easy to go back into phase 1 and change
>gross
> > weight limit.
> >
> >
> >
> >
> >
> >
> >
>
>
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