Bud,
Nicely put! Thank you.
Ralph
On 8/5/2010 7:07 PM, Bud Yerly wrote:
> Not to but in, but...
> You fliers are doing a great job of what the problems of stall in the
> Europa are. Basically, none. Many thanks for good comments and
> techniques.
> I have, like Bob, flown a number of different Europa's and stalled
> them all. Side slips are pleasant using a foot full of rudder. Keep
> the speed up at 1.3Vs if slipping is my rule. Remember, someone cares
> if you are dead.
> As for stalls: Climb up about three mistakes high (3000 AGL)
> Trim for pattern speed of about 80. Put one finger on the front of
> the stick and line up with a cloud on the horizon. Pull the power
> back and smoothly pull back attempting to hold altitude, and keep it
> pointed at the cloud. The plane, if in the 60-61 inch CG when empty,
> properly built within .1 degree equal incidence and no droopy
> controls, will rumble slightly just prior to the stall, the nose will
> go up just a bit and then down, and bob up and down. I don't even
> need the ball. But it is nice to have a whiskey ball rather than one
> of those electric orange dots on an EFIS.
> The laminar flow wing will bite you if you release the stick just a
> bit as the nose rises in the approach to the stall break, and you
> abruptly pull it right back. Most laminar flow wing aircraft will
> drop a wing instantly as it is a deep stall of one wing. This usually
> occurs when you have a death grip on the stick and can't feel a
> thing. Relaxed, and paying attention to your duties, you feel the
> plane get light in the nose, and directional control starts to wander
> a tiny bit, and you can release pressure and maintain control.
> Fully configured the rumble is less pronounced due to the flap burble
> and it can surprise the unaware pilot who attempts a slow speed abrupt
> maneuver. The wing drop is pretty fast again, and you will achieve 90
> degrees in less than a 1/2 second.
> Unload for control, and it instantly stops in any configuration. Then
> recover.
> The 40 hour fly off, as they fliers commented on, is to fine tune your
> aircraft and get its feel. Stall strips depicted in the operators
> manual are excellent stall warnings. So are electronic devices, but
> none as good as a well flown test series of stalls, slips and slow
> flight done at least 3 mistakes high to feel your aircraft.
> I added vortex generators to my Classic which normally stalls at a
> Calibrated A/S of 55 at 1370 lbs. Dead straight ahead stall. With
> the VGs over the ailerons only, the plane wing rocks like a century
> series fighter and the burble is a pounding on the tail plane that is
> quite a wake up shake. The wing rock is probably too much for a
> novice and could lead to an abrupt wing drop if he attempts to jamb in
> aileron to keep it level.
> With VGs all along the LE of the wing from the tip to two feet prior
> to the fuselage (so I can get my butt on the wing) the burble is quite
> pronounced (due to the clean root) and the stall is 46 Kts CAS clean
> at 1320 lbs. One problem with the VGs. The plane feels so rock solid
> slow, that one can get complacent and find himself out of airspeed and
> ideas (falling with style). I prefer the stall strips neatly blended
> into the leading edge at the root as a nice reminder that I am not
> paying attention to job one, that is, flying the plane, as it is
> supposed to be, by the number in the book. VGs work great but look
> like a bad hair day on the wing.
> New guys, there is no excuse:
> Runway-airspeed are the two calls around the pattern. Fly by the
> numbers. If you have to be abrupt in moving the plane, go around and
> do it again. If it doesn't look right, it isn't. And there is no
> substitute for airspeed. Practice in some ones well built Europa to
> get a feel.
> If you have a short field and must get close to your stall margin,
> stay sharp, and be cautious. If you don't feel like Steve Canyon that
> day, land somewhere else. Don't slow down until you have the runway
> made. Don't force the plane on the ground. Keep you energy up until
> crossing the fence, and allow for a slow speed bleed off into a slow
> flight attitude crossing the threshold and continue to hold it just an
> inch or two above the runway until it settles. Better to land 300
> feet down on speed than 15 hot at the threshold and bounce. Tail wheel
> guys just keep the stick back, rudder to stay straight and fly it to
> parking.
> Most of the time I cruise the Europa with my hand off the stick and
> fly with my feet. This is a great rudder airplane, a stable airplane,
> and has superb flight and stall characteristics. If it is bent or
> crooked, we can help you straighten it out.
> Like Ferg eluded to, the controller doesn't fly your plane. Don't let
> them put you into a position you are not comfortable with. If the
> controllers get mad, buy them a cup of coffee and and tell them you
> are alive, and that was more important than stalling and crashing at
> the time. Know your plane and your limits.
> Airspeed is life.
> Bud
>
> ----- Original Message -----
> *From:* Fergus Kyle <mailto:VE3LVO@rac.ca>
> *To:* 5EUROPALIST <mailto:europa-list@matronics.com>
> *Sent:* Wednesday, August 04, 2010 3:21 PM
> *Subject:* Europa-List: Stall spin characteristics
>
> William:
>
> ". It seems likely that Cliff Shaw's accident was a result of
> this abrupt spin stall characteristic in landing configuration. I
> have a rule (though not unique), "never skid a turn", keeping a
> nice margin above stall. It seems that the Europa (and probably
> all super clean planes, for instance the Cirrus), have a
> propensity to severe stall spin in landing configuration. "
>
> I am tempted to agree with much of what you say. It has been my
> contention that Oshkosh makles demands with which that many junior
> pilots shouldn't comply. One of these is a short final with multi
> bank when the authority calls for a wing-wag when inside rudder is
> correcting for runway centreline. There's the critical inside
> rudder/inside bank pair which prompts the inner wing stall. From
> there on down is mathematical.
>
> Know your plane,
>
> Cheers
>
> ferg
>
> Ps: Rudder OFF first before aileron..............
>
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