=?utf-8?B?TGlzdDogUmU6IEV1cm9wYS1MaXN0OiBSZTogRXVyb3BhIGNyYXNoIGluIEw=?=
=?utf-8?B?w4PCvGJlY2svR2VybWFueQ==?
I assumed you were talking about the MCR 4S!=0AGraham=C2-=C2-=C2- =0A
=0A=0A=0A=0A________________________________=0A From: Max Cointe (Free) <mc
ointe@free.fr>=0ATo: europa-list@matronics.com =0ASent: Wednesday, 14 May 2
014, 14:38=0ASubject: RE: Europa-List: Re: Europa-List: RE: Europa-List: Re
: Europa-List: Re: Europa crash in L=C3=83=C2=BCbeck/Germany=0A =0A=0A=0AGr
aham,=0A=C2-=0AThanks for the input. I=99m in touch with Bud and we
will see what could be done=0A=C2-=0AMax=C2- Cointe=0Amcointe
@free.fr=0AF-PMLH Europa XS_TriGear=0AKit #560-2003 912ULS/AirmasterAP332 4
90 hours=0A=C2-=0AF-PLDJ Dyn=99A=C3=A9ro MCR 4S =0AKit #27-2002 912
ULSFR/MTProp MTV7A 1600 heures=0A=C2-=0ADe=C2-:owner-europa-list-server
@matronics.com [mailto:owner-europa-list-server@matronics.com] De la part d
e GRAHAM SINGLETON=0AEnvoy=C3=A9=C2-: mardi 13 mai 2014 22:28=0A=C3=C2
-: europa-list@matronics.com=0AObjet=C2-: Europa-List: Re: Europa-List:
RE: Europa-List: Re: Europa-List: Re: Europa crash in L=C3=83=C2=BCbeck/Ge
rmany=0A=C2-=0AMax=0Ais it feasible for you to enclose the exhaust pipe b
y adding a final tunnel for cooling air exit? There=0Ais a lot of energy in
the exhaust and it will pull the cooling air through on the ground. Works
with Lycomings.=0AGraham=0A=C2-=0A=C2-=0A=0A___________________________
_____=0A=0AFrom:Max Cointe (Free) <mcointe@free.fr>=0ATo: europa-list@matro
nics.com =0ASent: Tuesday, 13 May 2014, 18:58=0ASubject: RE: Europa-List: R
E: Europa-List: Re: Europa-List: Re: Europa crash in L=C3=83=C2=BCbeck/Germ
any=0A=C2-=0AHi Bud,=0A=C2-=0AA lot of respect for your knowledge about
flying (safely) in general and building and flying Europa=99s in par
ticular.=0AThe only point in your list which I can=99t execute belong
s to temp in summer: always cooling problems on ground and have to be cauti
ous as soon as hot weather comes=0A=C2-=0AMax=C2- Cointe=0Amco
inte@free.fr=0AF-PMLH Europa XS_TriGear=0AKit #560-2003 912ULS/AirmasterAP3
32 490 hours=0A=C2-=0AF-PLDJ Dyn=99A=C3=A9ro MCR 4S =0AKit #27-2002
912ULSFR/MTProp MTV7A 1600 heures=0A=C2-=0ADe=C2-:owner-europa-list-se
rver@matronics.com [mailto:owner-europa-list-server@matronics.com] De la pa
rt de Bud Yerly=0AEnvoy=C3=A9=C2-: lundi 12 mai 2014 06:29=0A=C3=C2-
: europa-list=0AObjet=C2-: Europa-List: RE: Europa-List: Re: Europa-List:
Re: Europa crash in L=C3=83=C2=BCbeck/Germany=0A=C2-=0AGraham and others
.=0A=C2-=0AGood comment on the leading edge curve.=C2- My Classic wing
has that slight cup sanded and filled off by my painter.=C2- It has a bit
of a sharp stall like a normal series 6 airfoil.=0A=C2-=0AOn the acciden
t comments:=0AI hate to speculate, but the accident investigator training a
nd extensive flight envelope expanding time I have acquired, leads=C2-me
to use caution speculating at this time and to causes and early on assumpti
ons on=C2-should have had equipment, etc.=0A=C2-=0AThe initial test pha
se of the Europa (or any aircraft)=C2-needs to make sure it is made in ba
by steps.=0AAfter building 18 aircraft 15 of which are Europas=C2-(yes=C2
-I am starting our 16th Europa in the shop) and test flying many other ow
ners aircraft, many things can cause a takeoff leg stall spin type accident
.=C2- =0A=C2-=0AMy last call from a US accident inspector was a very lo
ng time ago.=C2- Here is what we discussed on a takeoff leg, attempted tu
rn=C2-back and high angle impact deadly crash of an experienced pilot and
seasoned aircraft.=0A=C2-=0AOff the top of my fuzzy balding head:=0AOn t
akeoff the Europa has a very good rate of climb and deck angle.=C2- In te
sting of 12AY (a Classic) with 914, the full flap takeoff has a deck angle
of 10 degrees (and=C2-about a 12.5 degree=C2-angle of attack) at 55 Kno
ts.=C2- When pulling the power back abruptly during test, at 55 knots, I
found only 3 seconds with the nose up pushed me into the stall warning.=0A
=C2-=0ASince 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.=0A=C2-=0ALesson for e
verybody:=C2- Recovery from a takeoff engine failure requires an aggressi
ve nose down push to preserve airspeed.=0A=C2-=0AClean, it wasn't much be
tter, in fact with the 914 at 65 knots the deck angle is close to 15 degree
s and the results were a very rapid bleed off unless a push over to nose sl
ightly below the horizon=C2- (about 5 degrees) was necessary to preserve
airspeed.=0A=C2-=0ATo the comments on the web regarding AOA and flight te
sting:=0AA new pilot checking his aircraft out is not safe by adding equipm
ent to help determine his AOA.=C2- These systems require calibration and
testing.=C2- I doubt these folks had time to test and calibrate aircraft
systems in flight test yet.=C2- Un-calibrated equipment often times leads
to more cockpit distractions early on.=0A=C2-=0AI have no data on this a
ccident and doubt I or we will get much other than stall spin accident.=0A
=C2-=0AMy flight test comments are as follows:=0AWe know that in the pref
light phase, Annex E for wing angles/tail plane angles and control throws
=C2-is not enough.=C2- Retract=C2-tests are essential to verify gear
lock, flap position/operation, and outrigger lock=C2-operates full proof.
=C2-The engine and fuel system must be bullet proof at level and max ang
le nose up.=C2- The fuel system must be able to go from empty to fully pr
imed at max angle with only 5 gallons total (the main and reserve side hold
ing 2.5 each across the saddle) in=C2-5 seconds or less.=C2- Complete W
t. and Balance and a review of max forward, aft and test flight loads and C
Gs verified on the Wt and Bal form.=C2- (I normally will fly with a minim
um of 10 gallons US on test flights.)=C2- The engine must run flawlessly
idle to full and not overheat on the ground for 20-25 minutes running at su
mmer time temps.=0A=C2-=0AThe electrical system must be able to handle th
e load, and if there is a cockpit smoke situation, battery off, the engine
must run with ignition only.=C2- (914s don't forget the Aux pump operatio
n.)=0A=C2-=0AAll engine instruments and flight instruments/equipment (pit
ot and static) must be verified for accuracy and operation prior to flight.
(Read as no red light distractions on takeoff or funky airspeed and altitu
de indications).=C2- Trim must be checked and verified operational.=0A=C2
-=0AAll 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). =0A=C2-=0AThe night before, I chair fly and prepare for
the flight.=C2- I go over aircraft systems, test parameters, panel layou
t and specifics of complex electrical systems.=0A=C2-=0AFlight one is 15
minutes to check for runs drips and errors.=C2- (Immediate acceleration t
o 75 and climb at 90.) (Normally I can fly one of our planes hands off, fee
t only,=C2-half way down the 4000 foot strip above 50 feet.)=C2-Climb t
o 2500 feet or so and check the=C2-trim and rig from 70 to 100 Knots.=C2
-=C2-Return to the pattern,=C2-80 on downwind, no slower than 75 in t
he turns, and no slower than 70 on final.=C2- One of two low approaches i
f in a mono is OK.=C2- Land and pull the cowl and inspect.=C2-=C2- Fi
x any and everything you found abnormal.=0A=C2-=0AFlight two expands the
envelope to check engine climb temps and performance.=C2- Check CS prop o
peration, and climb 3 mistakes high and do A/S verification, stalls, falls
and pitch and roll stability.=C2- Typically our engines are flawless so i
t is only a 45 minute flight.=C2- If all goes well and we have good stall
characteristics, go back and review the flight.=C2-=C2- (I have needed
stall strips on the root to get a good early burble feel prior to stall.
=0A=C2-=0AOnce I am convinced the pilot (who has normally flown in my air
craft for about 5 hours and is very current in other types) is ready, I pre
brief with him and hand him the keys for a test hop.=0A=C2-=0AHowever, I
have been guilty of flying a test flight early into the flight phase dual.
=C2- Confidence in the aircraft has to be extremely high to do this.=C2
- A thorough brief of what will happen if the engine quits on takeoff is
a must.=C2- The aircraft is the last thing I will attempt to save.=C2-
Two people flying an untested aircraft is too much exposure and sometimes w
eight.=C2- ( My rule is the plane is not ready for test flight unless you
are prepared to knock on the test pilots door and explain her husband is d
ead, and there was nothing that you could=C2-have done to make the aircra
ft safer.)=0A=C2-=0ATypically in the flight phase we go out dual and do s
talls, slow flight, advance handling at minimum speeds and ascertain if the
pilot is comfortable, the stalls are predictable and easily recognized.=C2
- ( I am the technical observer who is verifying airspeeds, pitch angles,
stall buffet, system operation and calibration while the client flies.)=C2
-=C2-This is where the AOA, Autopilot etc.=C2-gets calibrated or rung
out.=C2- =0A=C2-=0AFrankly,=C2-my opinion is that=C2-an AOA system
s in straight wing aircraft is a waste of money for me and I prefer a=C2-
well=C2-installed=C2-stall strip (swept wing aircraft are different).
=C2-=C2-That said, after the 3rd 300 mile leg in 90F degree weather, so
metimes it is nice to have=C2-"Bitching Betty" remind me that I am not pa
ying attention.=C2- Fatigue and complacency do set in=C2-to us all.=C2
-=0A=C2-=0AIf one adds my vortex generators for STOL capability, watch
your speed as the aircraft handles so well down to 50 Knots clean, you coul
d be falling with style and not know it unless looking at the airspeed.=C2
- Here is where an AOA, Airspeed Warner like the Europa Stall indicator,
=C2-and proper stall strip can be handy.=0A=C2-=0ARight now all I can d
o is pray for the families heartbreak and learn from the lessons hard learn
ed from previous=C2-aircraft accidents and my own experiences.=C2-=C2
- Then when appropriate, pass on the hard learned lessons to those who ma
y benefit.=0A=C2-=0ARegards to all,=0ABud=0A=C2-=0A=C2-=0A=C2-=0A
=C2-=0A=C2-=C2-=0A=C2-=0A=C2-=0A=C2-=0A=0A=C2-=0A=0A_________
_______________________=0A=0ADate: Sun, 11 May 2014 23:03:53 +0100=0AFrom:
grahamsingleton@btinternet.com=0ASubject: Europa-List: Re: Europa-List: Re:
Europa crash in L=C3=83=C2=BCbeck/Germany=0ATo: europa-list@matronics.com
=0AGraeme=0AI was refering to the Classic Europa wing. The section has a sl
ight bump just=0Aunder the LE which is very easily sanded off. The nose rad
ius is also quite small,=0Aagain easy to sand off even with a sheet of fine
abrasive round the LE.Accurate =0Atemplates are essential and the plans ve
rsion isn't accurate enough for these subtle=0Acurves. That's what was wron
g with G-KWIP's wing. Always dropped L wing in a flaps down=0Astall.=0AGrah
am=0A=C2-=0A=C2-=0A=0A________________________________=0A=0AFrom:graeme
bird <graeme@gdbmk.co.uk>=0ATo: europa-list@matronics.com =0ASent: Sunday,
11 May 2014, 18:57=0ASubject: Europa-List: Re: Europa crash in L=C3=83=C2
me@gdbmk.co.uk>=0A=0AInteresting to hear that you can fly with a flap down;
but for me a lot is going on just after take off, watching the gauges, the
speed the VSI, changing prop pitch, unlocking to get the wheel up and push
ing 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.=0A=0AYep I also value Grahams wisdom and cont
ributions; I am just thinking of the message, unintentionally, its sending
to current builders. The fact is hundreds have been made by imperfect amate
urs and the stall characteristics are one of the first things explored duri
ng the test flights.=0A=0A--------=0AGraeme Bird=0AG-UMPY=0AMono Classic/XS
912S/Woodcomp 3000/3W=0ANewby: 105 hours 26 months on the Mono =0Ag@gdb
mk.co.uk=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matr
onics.com/viewtopic.php?p=423188#423188=0Ap; =C2- =C2- =C2- =C2-
=C2- =C2- =C2- =C2- -Matt Dralle, Libution" =======
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