Evening All
Here in the UK we arent allowed to fly IFR in the Europa (neither would
I be prepared to pay the landing fee of an airport with ILS even if we
could!), so G-RMAC is confined to strip flying. However but I do fly a
lot of IFR around Europe in my Twin Com. I find the ILS is easier to
fly fast (Less time to cock it up?) so I fly at 115 MPH with the gear
down and flaps up. The theory being that in the event of a go around
the aeroplane has better than single engine climb speed already on the
clock and all you have to do is put on the power and retract the gear.
If the approach is successful then you can either land flapless or
extend them once you are visual. The main point is that if the runway
has an ILS then it is plenty long enough to handle the possible bit of
extra used in a flapless landing. The same would apply to the Europa.
Obviously if you are a monowheel you need to remember to drop the gear,
but in my Europa providing the prop is in full fine, it slows really
quickly once the power is off. How long you have to get the power off
depends on your personal limits. I would certainly not be comfortable
flying a home built single in IFR with a 200 foot base. Suppose the
Rotax stops? So with a more survivable limit of say a 500 foot ceiling,
you will have plenty of time to slow and drop the gear. I would be
surprised if you cold not maintain the glide slope in the process.
Hope it helps
Pete
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of John &
Paddy Wigney
Subject: Europa-List: Re: Instrument Approach check lists
<johnwigney@worldnet.att.net>
Hi Paul,
I do not have a check list per se, but I do have a set of configurations
which I established with my instructor's help. I have found that they
work well. For those of you on the Europa list, I am hoping that the
details in the table below make it through Matt Dralle's server without
too much trouble. If the table is degraded, please contact me off line.
Basically, I set the plane up at the 80 to 90 kts approach cruise when I
am within about 2 to 3 miles of the final approach vector or the
procedure turn. When I get to the Final Approach Fix or glide slope, I
just drop the gear and flaps, switch the fuel pump on and set the
throttle to 18 in Hg or 14 in Hg depending on if it is an ILS or
Localiser/GPS type approach and maintain about 80 kts. I find the plane
is very steady with the gear down and is relatively easy to maintain on
the glide slope and the localiser.
You are correct that if you are at 80 kts, it can be a bit slow out
there. When one is retired, everything slows down so I don't mind! My
instructor has never complained, I think his attitude is that it is much
more important to have everything going smoothly and safely. It is also
important to have the gear down on the approach. He has never suggested
that we could contrive things to do a faster flaps up approach with gear
/ flaps down at the fence or anything like that. Let me know what you
think, I would be happy to discuss further.
Cheers, John
Mooresville, North Carolina
N262WF, mono XS, 912S, Whirlwind C/S hydraulic prop
704-664-4167
Condition
Power
Attitude
Configuration
Performance
Initial climb
Full throttle
5800 rpm
+10 deg
Gear/flaps up
75 kts
VSI = 1000 fpm
Cruise climb
Full throttle
5500 rpm
+ 8 deg
Gear/flaps up
90 kts
VSI = 800 fpm
Cruise
? % power
5150 rpm
0 deg
Gear/flaps up
125 kts
VSI = 0
Enroute descent
21 in. Hg MP
5150 rpm
- 3 deg
Gear/flaps up
125 kts
VSI = - 500 fpm
Intermediate level off
(= Approach cruise)
20 in. Hg MP
5150 rpm
+ 5 deg
Gear/flaps up
80 - 90 kts
VSI = 0
Precision ILS glideslope let -down from FAF to DH
18 in. Hg MP
5150 rpm
- 3 deg
Gear down, elec fuel pump on
80 kts
VSI = - 400 fpm
Non Precision Localiser/GPS let-down from FAF to MDA
14 in. Hg MP
5150 rpm
- 4 deg
Gear down, elec fuel pump on
80 kts
VSI = -800 fpm
Level off at MDA
25 in Hg MP
+2 deg
Gear down, elec fuel pump on
75 kts
VSI = 0
Missed approach
Full throttle
5800 rpm
+ 10 deg
Gear/flaps up
75 kts
VSI = 1000 fpm
XXXXXXXXXXXXXXXXXX
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: Europa-List: Instrument Approach check lists
Hi All,
This question is for those intrepid fliers out there that actually do
instrument approaches. I am looking for some examples of check lists. I
am
yet to come up with a procedure that I like for ILS approaches. I have
tried several variations of stabilizing the aircraft at the outer
marker,
before the outer marker, and some more controversial variations.
The issue I am having is that if I set the aircraft up for speed, and
landing configuration (which for a mono means flaps down), then I am
only
doing 75 knots at best, and this means I am hanging out there for what
seems eternity.
So, if anyone has a nice procedure / check list that works for them,
then
I'd like to take a look. Thanks, Paul
XXXXXXXXXXXXXXXXXXXXXXX
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23/12/2005
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23/12/2005
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