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Europa-List: ENGINE FAILURE AFTER TAKE-OFF

Subject: Europa-List: ENGINE FAILURE AFTER TAKE-OFF
From: van eldik <ave@tulips7.demon.co.uk>
Date: Wed, 20 Jun 2007 12:39:31

I started my flying with gliding and mostly winch launches. The  
stringent drill in case of a cable break in the high nose up attitude  
of the take-off is still deeply engrained. I often practise forced  
landings starting from a climb at full power going through the same  
drill.

Flight Safety Vol 43  had an article on Stall/Spin which mentions  
that research has shown that a voice warning can often capture a  
pilot's immediate intention to the seriousness of a situation  
especially if such warning is piped into the pilot's headset. As a  
result I have installed Smart Avionics speaking airspeed indicator  
MK2 which give a voice speaking the airspeed . In director mode the  
airspeed is continuously measured and compared to a selected target  
speed. As wing loading increases the unit calculates how much this  
will increase the stall speed and subtracts that amount from the  
current airspeed so immediately reporting that the aircraft is slow  
even though the actual airspeed has not (yet) changed. I use a 60 kts  
director mode both in take-off and landing which I found very helpful  
in reminding me when to slow.By the way I have no interests in Smart  
Avionics but thought my experience might be of use to others.

My Classic 912 UL  mono has the electric flap system of the tri-gear  
and fixed down outriggers.After lift off and 60 kts I raise the gear  
and start retracting the flaps in stages. In case of a forced landing  
I have the choice to lower the wheel or land wheel up. In the latter  
configuration the aircraft stops very quickly . I know that from  
experience.

Anthony van Eldik
Mono Classic G-FLOR
912 UL with Airmaster AP308



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