Decoupling the flaps from the gear would be an improvement in my view, but
it is hard to do since the flaps drive the outriggers. That complicates the
new linkages required.
On another note, I have always liked the monowheel gear arrangement because
it is unusual. But I had seen it somewhere before but could not put my
finger on where else this design has been used other than gliders. Then I
remembered. The U-2 spyplane uses the same design. We are in good company.
And if only we would start calling them Lear Jet engines rather than Rotax,
( both made by Bombardier), then the Europa would cultivate an enhanced image!
>Now here's a thought.
>
>Has anyone out there tried decoupling the flaps and gear on a monowheel and
>using
>the tri-gear flap motor to deploy the flaps? One can see why full flaps are
>desirable
>on landing, but mebbe only 1/3 flaps are really required on takeoff.
>I seem to recall that the original 912/fixed pitch classic had barely enough
>oomph to
>take off at sea level. The 912S addresses this, and the 914 at high/hot
>conditions,
>but Terry's T/O problems sound frightening...
>
>Shaun
>
>----- Original Message -----
From: "Terry Seaver" <terrys@cisco.com>
>Subject: Stall strips
>
>
> > N135TD is a mono-wheel XS with 912S and a Whirlwind
> > constand speed prop.
> > Stall testing of N135TD at gross weight showed a
> > very benign gear/flaps up stall at about 50 knots. On the
> > other hand, the gear/flaps down stall is rather abrupt at
> > about 44 knots, with one wing falling off rather quickly
> > and the nose dropping to near vertical before recovery
> > can be made. We thought that it would be best to fit
> > stall strips, as recommended in the Europa pilot's manual,
> > as a stall like this on final approach could ruin your day.
> >
> > Last Sunday we flew to Bishop, CA, which is at 4120 feet.
> > On take off, with two aboard and full fuel, I was unable to
> > get the airspeed above 52 knots with the gear/flaps down,
> > and finally had to slowly raise the gear/flaps to gain speed
> > (density altitude was about 7500 ft, weight was about
> > 50 pounds under gross). Even after the gear/flaps were
> > up, climb was a rather anemic 250 fpm.
> >
> > Given that we were already close to stall under these conditions,
> > both with the gear/flaps up and down, is it advisable to raise the
> > stall speeds even higher with stall strips ?
> > What kind of increases in stall speeds have other builders seen
> > whan they added the stall strips ?
> >
> > Please note, Bishop is not a particularly high or hot airport in this
> > region. I can't help but wonder what kind of performance to expect
> > at higher places (Lake Tahoe, for example) on a really hot day,
> > where density altitudes can exceed 10,000 feet.
> >
> > Terry Seaver
> >
> >
>
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