=8Byes i picked up on that, and I definitely like to know more about
VG.
Will=8B
William Daniell
LONGPORT
+57 310 295 0744
On Mon, May 12, 2014 at 8:42 AM, GRAHAM SINGLETON <
grahamsingleton@btinternet.com> wrote:
> Bud
> excellent letter. I am most interested in your VG installation. Did you
> fit to botn wing and tail?
> I fitted them to my Long EZ and was delighted with the improvement in low
> speed handling.
> Graham
>
>
> ------------------------------
> *From:* Bud Yerly <budyerly@msn.com>
> *To:* europa-list <europa-list@matronics.com>
> *Sent:* Monday, 12 May 2014, 5:28
> *Subject:* Europa-List: RE: Europa-List: Re: Europa-List: Re: Europa
> crash in L=C3=83=C2=BCbeck/Germany
>
> Graham and others.
>
> Good comment on the leading edge curve. My Classic wing has that slight
> cup sanded and filled off by my painter. It has a bit of a sharp stall
> like a normal series 6 airfoil.
>
> On the accident comments:
> I hate to speculate, but the accident investigator training and extensive
> flight envelope expanding time I have acquired, leads me to use caution
> speculating at this time and to causes and early on assumptions on should
> have had equipment, etc.
>
> The initial test phase of the Europa (or any aircraft) needs to make sure
> it is made in baby steps.
> After building 18 aircraft 15 of which are Europas (yes I am starting our
> 16th Europa in the shop) and test flying many other owners aircraft, many
> things can cause a takeoff leg stall spin type accident.
>
> My last call from a US accident inspector was a very long time ago. Here
> is what we discussed on a takeoff leg, attempted turn back and high angle
> impact deadly crash of an experienced pilot and seasoned aircraft.
>
> Off the top of my fuzzy balding head:
> On takeoff the Europa has a very good rate of climb and deck angle. In
> testing of 12AY (a Classic) with 914, the full flap takeoff has a deck
> angle of 10 degrees (and about a 12.5 degree angle of attack) at 55 Knots
.
> When pulling the power back abruptly during test, at 55 knots, I found on
ly
> 3 seconds with the nose up pushed me into the stall warning.
>
> Since the full flap approach angle power of the my old Classic is about 8
> degrees glide slope or so, one can see that it requires a 13 degree push
> over to try to preserve airspeed and control.
>
> Lesson for everybody: Recovery from a takeoff engine failure requires an
> aggressive nose down push to preserve airspeed.
>
> Clean, it wasn't much better, in fact with the 914 at 65 knots the deck
> angle is close to 15 degrees and the results were a very rapid bleed off
> unless a push over to nose slightly below the horizon (about 5 degrees)
> was necessary to preserve airspeed.
>
> To the comments on the web regarding AOA and flight testing:
> A new pilot checking his aircraft out is not safe by adding equipment to
> help determine his AOA. These systems require calibration and testing.
I
> doubt these folks had time to test and calibrate aircraft systems in flig
ht
> test yet. Un-calibrated equipment often times leads to more cockpit
> distractions early on.
>
> I have no data on this accident and doubt I or we will get much other tha
n
> stall spin accident.
>
> My flight test comments are as follows:
> We know that in the preflight phase, Annex E for wing angles/tail plane
> angles and control throws is not enough. Retract tests are essential to
> verify gear lock, flap position/operation, and outrigger lock operates fu
ll
> proof. The engine and fuel system must be bullet proof at level and max
> angle nose up. The fuel system must be able to go from empty to fully
> primed at max angle with only 5 gallons total (the main and reserve side
> holding 2.5 each across the saddle) in 5 seconds or less. Complete Wt. a
nd
> Balance and a review of max forward, aft and test flight loads and CGs
> verified on the Wt and Bal form. (I normally will fly with a minimum of
10
> gallons US on test flights.) The engine must run flawlessly idle to full
> and not overheat on the ground for 20-25 minutes running at summer time
> temps.
>
> The electrical system must be able to handle the load, and if there is a
> cockpit smoke situation, battery off, the engine must run with ignition
> only. (914s don't forget the Aux pump operation.)
>
> All engine instruments and flight instruments/equipment (pitot and static
)
> must be verified for accuracy and operation prior to flight. (Read as no
> red light distractions on takeoff or funky airspeed and altitude
> indications). Trim must be checked and verified operational.
>
> All aux systems must be operational or placarded and left off. (Radio is
a
> must, Transponder is often required, ELT operational, (I turn AOA and
> Autopilots off).
>
> The night before, I chair fly and prepare for the flight. I go over
> aircraft systems, test parameters, panel layout and specifics of complex
> electrical systems.
>
> Flight one is 15 minutes to check for runs drips and errors. (Immediate
> acceleration to 75 and climb at 90.) (Normally I can fly one of our plane
s
> hands off, feet only, half way down the 4000 foot strip above 50
> feet.) Climb to 2500 feet or so and check the trim and rig from 70 to 100
> Knots. Return to the pattern, 80 on downwind, no slower than 75 in the
> turns, and no slower than 70 on final. One of two low approaches if in a
> mono is OK. Land and pull the cowl and inspect. Fix any and everything
> you found abnormal.
>
> Flight two expands the envelope to check engine climb temps and
> performance. Check CS prop operation, and climb 3 mistakes high and do A
/S
> verification, stalls, falls and pitch and roll stability. Typically our
> engines are flawless so it is only a 45 minute flight. If all goes well
> and we have good stall characteristics, go back and review the flight.
(I
> have needed stall strips on the root to get a good early burble feel prio
r
> to stall.
>
> Once I am convinced the pilot (who has normally flown in my aircraft for
> about 5 hours and is very current in other types) is ready, I prebrief wi
th
> him and hand him the keys for a test hop.
>
> However, I have been guilty of flying a test flight early into the flight
> phase dual. Confidence in the aircraft has to be extremely high to do
> this. A thorough brief of what will happen if the engine quits on takeof
f
> is a must. The aircraft is the last thing I will attempt to save. Two
> people flying an untested aircraft is too much exposure and sometimes
> weight. ( My rule is the plane is not ready for test flight unless you a
re
> prepared to knock on the test pilots door and explain her husband is dead
,
> and there was nothing that you could have done to make the aircraft safer
.)
>
> Typically in the flight phase we go out dual and do stalls, slow flight,
> advance handling at minimum speeds and ascertain if the pilot is
> comfortable, the stalls are predictable and easily recognized. ( I am th
e
> technical observer who is verifying airspeeds, pitch angles, stall buffet
,
> system operation and calibration while the client flies.) This is where
> the AOA, Autopilot etc. gets calibrated or rung out.
>
> Frankly, my opinion is that an AOA systems in straight wing aircraft is a
> waste of money for me and I prefer a well installed stall strip (swept wi
ng
> aircraft are different). That said, after the 3rd 300 mile leg in 90F
> degree weather, sometimes it is nice to have "Bitching Betty" remind me
> that I am not paying attention. Fatigue and complacency do set in to us
> all.
>
> If one adds my vortex generators for STOL capability, watch your speed as
> the aircraft handles so well down to 50 Knots clean, you could be falling
> with style and not know it unless looking at the airspeed. Here is where
> an AOA, Airspeed Warner like the Europa Stall indicator, and proper stall
> strip can be handy.
>
> Right now all I can do is pray for the families heartbreak and learn from
> the lessons hard learned from previous aircraft accidents and my own
> experiences. Then when appropriate, pass on the hard learned lessons to
> those who may benefit.
>
> Regards to all,
> Bud
>
>
> ------------------------------
> Date: Sun, 11 May 2014 23:03:53 +0100
> From: grahamsingleton@btinternet.com
> Subject: Europa-List: Re: Europa-List: Re: Europa crash in L=C3=83=C2=BCb
eck/Germany
> To: europa-list@matronics.com
>
> Graeme
> I was refering to the Classic Europa wing. The section has a slight bump
> just
> under the LE which is very easily sanded off. The nose radius is also
> quite small,
> again easy to sand off even with a sheet of fine abrasive round the
> LE.Accurate
> templates are essential and the plans version isn't accurate enough for
> these subtle
> curves. That's what was wrong with G-KWIP's wing. Always dropped L wing i
n
> a flaps down
> stall.
> Graham
>
>
> ------------------------------
> *From:* graeme bird <graeme@gdbmk.co.uk>
> *To:* europa-list@matronics.com
> *Sent:* Sunday, 11 May 2014, 18:57
> *Subject:* Europa-List: Re: Europa crash in L=C3=83=C2=BCbeck/Germany
>
>
> Interesting to hear that you can fly with a flap down; but for me a lot i
s
> going on just after take off, watching the gauges, the speed the VSI,
> changing prop pitch, unlocking to get the wheel up and pushing the leaver
> with the right hand etc - maybe the spring/tension is a bit off if its
> first flight, I am not sure how I would cope if there were to be a sudden
> roll at that point.
>
> Yep I also value Grahams wisdom and contributions; I am just thinking of
> the message, unintentionally, its sending to current builders. The fact i
s
> hundreds have been made by imperfect amateurs and the stall characteristi
cs
> are one of the first things explored during the test flights.
>
> --------
> Graeme Bird
> G-UMPY
> Mono Classic/XS 912S/Woodcomp 3000/3W
> Newby: 105 hours 26 months on the Mono
> g@gdbmk.co.uk
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=423188#423188
> p; -Matt Dralle, Libution" ======
>
>
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