Based on my experience of takeoff in the Europa (we only have the 80hp
Fixed pitch) airspeed will only be in the region of 65 knots at this
stage flaps down (we dont retract the flaps till 500 feet) .The steep
bank that would be required for a 180 degree turn at such a height would
almost certainly result the inboard wing stalling with inevitable
results.
Glider pilots who have practiced winch failures at such a low height
will know that 180 degree turns are killers. Anything under 500 feet and
the only safe option is to land sraight ahead - sometimes a 90 degree
turn may be possible if the field is large enough.
While its impossible to predict the outcome of landing ahead even in
shrub or bush the likelyhood is that the occupants of a Europa crash
would walk away from it. Such a crash occurred about three years ago in
Alderney - (Channel Islands) and the occupants survived with few
injuries.
Carl Pattinson
G-LABS
----- Original Message -----
From: William Harrison
To: europa-list@matronics.com
Sent: Tuesday, June 19, 2007 10:56 AM
Subject: Re: Europa-List: Europa Incident - 180 turns
Who knows what all the factors were in this tragic incident. However,
it highlights the issue of turning back to the runway. John Brownlow,
who did my conversion training for the Europa, told/showed me that you
can do a safe 180 turn back from 300 feet (much lower than for many
types). I practised a few times. I think I'll practise a few more times.
The early news reports suggested that the crash aircraft was between
200 and 300 feet when it turned back.
Willie
On 19 Jun 2007, at 01:45, Tom Friedland wrote:
A bit of information. Ken was very experienced and an airforce
c-130 pilot/instructor. He flew his Europa frequently like once a week.
He took off West into the prevailing wind and to the West there is a
large golf course under the approach to the runway. The crash site is
between the runway and the golf course.
It seems strange. A pilot with his experience and one would think
if he had an engine failure that he would elect the natural emegency
site ahead. Can that mean that there was a control failure or perhaps a
sudden medical cause? We may never know.
Tom
On 6/18/07, Fred Klein <fklein@orcasonline.com> wrote:
Dave and Dale,
I offer my most sincere condolences to you and all the friends and
family of Ken Hill and his passenger. Since you two appear to have
had
personal relationships with Ken, I hope you will continue to share
any
information on the accident with the Europa community.
Fred
>
> After reading about the crash, I called my friend Ken Hill who
flies
> out of Livermore. His wife Sandy, who was sobbing, told me it
was,
> in fact, her husband Ken who had died in the crash. Ken was a
> terrific guy, former military pilot with a lot of hours.
Another
> terrible loss.
> Dale Hetrick
On Sunday, June 17, 2007, at 09:44 AM, David DeFord wrote:
> Mike,
>
> Ken had long range tanks, which could have been installed at the
time
> of the crash. Here is a description of the tanks, which he
posted
> about a year ago:
>
> The tanks are 6 gal. Evinrude Johnson "Duratank" from the local
boat
> dealer. I use quick disconnect fittings from Europa and the pump
is
> Facet 40105 from Aircraft Spruce. The tanks are strapped to the
wing
> tie bar for restraint.
>
> I last saw Ken's airplane in his garage about a year ago, not
long
> after his return from a long trip, and the tanks were in the
airplane
> at that time. Whether he left them thereat all times, I don't
know,
> nor can I comment on the crash worthiness of the tie-downs he
used to
> hold them in place. I am only suggesting that the fire in this
> accident might not be representative of what is likely to happen
to
> other Europas in a similar crash. (Third-hand accounts I have
heard
> of the accident say that the impact was nearly vertical.)
>
> Dave DeFord
> N135TD
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