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josok-e(at)ukolo.fi
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 Posted: Sun Aug 19, 2007 2:18 pm Post subject: flying the mono |
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First the disclaimer: This is a report of my personal experience, and might not at all be of any help to anybody. There are several good instructions on the net written by excellent long time pilots.
My flying history is not very long. Less then 4 years ago i saw an interesting program on the Discovery channel, Mark Evans building and learning to fly hi9s Europa in 20 sequels of half an hour. That started a chain of events, leading to the experience of really flying my own built plane by myself today. Only after the start of the build, i went to Napels, FL to get my PPL. It took 65 hours, most of those hours doing touch and goes. I had great difficulties in landing. I complained about either my lack of learning capability or my instructors lack instructional skills to an outsider instructor. He told me, it's like riding a bike. You can't tell somebody when to push the handle-bar to prevent the bike from falling over. I thought ¤%&#/, does not help me, flying is definitely not riding a bike. But the next morning, all landings were fine, and i was doing solo in the afternoon. It was probably the push i needed.
| Quote: | From the very start of the build people have been trying to convince me to change to a tri-gear. My good friend and low time pilot Cliff Shaw changed to a tri-gear. A couple of days ago i found an introduction by him on another forum, where he explains that he was not a good enough pilot for a mono. It did not help, it's possible to kill yourself in any plane. Or bathtub. But it all added up to the fear-factor. Dave and William came flying to Ivalo in their planes and i had a ride in them. Both frightened me with vicious stalls, although easily corrected. Both landed concentrated, but without a glitch. Last year i had to pick up a trailer and happened to be able to join Andy on his last working day in the factory. He kindly let me try to land the mono, and it was a disaster. Not one time even close. I had been sitting and driving in my car for close to 3000 km, and was not in the best condition after one night sleep. Not a good idea.
Then, almost all of a sudden my kit was ready and approved for test flight. Ivan took it in the air and was happy with it. On the 3rd or so flight Ivan took it through a shake out, that convinced me that his creation and my build would take anything that i will do with it. His landings were concentrated, effortless and smooth. We had agreed that he would train our club's instructor, and Pentti, the instructor and Ivan were happy in half an hour. Pentti then could take all the time needed to get me through the learning process.
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There are two ways to take off in this plane, easy and dirty and neat and a bit more difficult. Pentti of course wants it the good way, and raised the tail wheel at 30 knots. At that moment you are really flying on one wheel, the outriggers are off the runway, directional control is by rudder only, far less effective then the tail wheel and the plane has to be kept level with the ailerons. Then all of a sudden it's off and seems to rise vertically, because of the low nose attitude with flaps. At 65 gear and flaps up, and it's like another boost kicks in. Some training is needed here too, because it is fairly difficult to keep one hand steady on the stick and push hard on the gear lever. It was one of the stages the onlookers liked most, pushing both offers spectacular scenes  . The easy method is to just keep back pressure on, and it will fly itself off the runway. Then an immediate pitch down change has to happen because otherwise speed and flying will end. Already in th
is stage it becomes clear that the flying controls are quite effective and sensitive at low speeds. It is very easy to over control. It has to be flown with 2 fingers, not a hand.
Landing is easy if the speeds and alignment are nailed. Coming in too fast, and it will float forever. If there is only a little bit too much throttle, it will never land. Throttle changes, especially in the level or nose up part of the flare produce pitch changes, unless corrected, which are difficult. Dead stick landing is easier, because it will land. A little bit of power helps though, because if the tail wheel is first, and the main gear high, it will bounce acceptable, and keeping the stick back, will stay on the runway the second time. Ballooning up with no power is worse. The easy thing in the whole process is the controllability. Even in the stall-horn the plane is fully controllable. And, on the downside, still easy to over control. For me, that was the difficult part, to get the jerking out of the system. Close to MTOV the speeds were 65 on final, 60 on the numbers, and 55-50 flare.
Single it works out nice with 5 to 8 knots below that. Proper alignment is probably the most important one. If it touches down aligned it's all very simple. If not, swiveling starts, and at occasions i was happy we were trying this on a 40 meter wide runway. My instructor was convinced that my left leg was longer, because i would always veer off to the left. I was simply looking over the nose of the very round cowl, instead of straight ahead. Today there was a bug on the windscreen to help with the alignment, before i wash it off, i will pencil a pointer there. The right method to get an out-of line-landing right is -again- not to over control. Take a point half way of the real center, get it there, and kick it once more. This particular concrete runway has the extra difficulty of a high camber. Even at MTOV the outriggers do not touch both. That causes rocking from one side to the other, which in turn mixes up my giros. No correction is needed for that rocking, it does not c
hange the direction. Oh, and of course, always stick back! It's as simple as riding a bike. It took me close to 100 landings to feel comfortable. I had a lot of fear, and now while i know i have to be alert to do it right, i enjoy it all the way.
Kind Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
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grahamsingleton(at)btinte
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| Posted: Sun Aug 19, 2007 3:52 pm Post subject: flying the mono |
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Nice description , Jos. There is always no substitute for experience and
yours is starting to build. Being able to write it all down like that is
a skill that depends on a very good memory. You should learn fast.
Just remember to learn something every day. I forget a lot these days so
its now essential for me! Where do you get those smilies btw, I used to
have them but one of the Thunderbird updates seems to have removed them?
Graham
josok wrote:
| Quote: |
First the disclaimer: This is a report of my personal experience, and might not at all be of any help to anybody. There are several good instructions on the net written by excellent long time pilots.
My flying history is not very long. Less then 4 years ago i saw an interesting program on the Discovery channel, Mark Evans building and learning to fly hi9s Europa in 20 sequels of half an hour. That started a chain of events, leading to the experience of really flying my own built plane by myself today. Only after the start of the build, i went to Napels, FL to get my PPL. It took 65 hours, most of those hours doing touch and goes. I had great difficulties in landing. I complained about either my lack of learning capability or my instructors lack instructional skills to an outsider instructor. He told me, it's like riding a bike. You can't tell somebody when to push the handle-bar to prevent the bike from falling over. I thought ¤%&#/, does not help me, flying is definitely not riding a bike. But the next morning, all landings were fine, and i was doing solo in the afternoon. It was probably the push i needed.
>From the very start of the build people have been trying to convince me to change to a tri-gear. My good friend and low time pilot Cliff Shaw changed to a tri-gear. A couple of days ago i found an introduction by him on another forum, where he explains that he was not a good enough pilot for a mono. It did not help, it's possible to kill yourself in any plane. Or bathtub. But it all added up to the fear-factor. Dave and William came flying to Ivalo in their planes and i had a ride in them. Both frightened me with vicious stalls, although easily corrected. Both landed concentrated, but without a glitch. Last year i had to pick up a trailer and happened to be able to join Andy on his last working day in the factory. He kindly let me try to land the mono, and it was a disaster. Not one time even close. I had been sitting and driving in my car for close to 3000 km, and was not in the best condition after one night sleep. Not a good idea.
Then, almost all of a sudden my kit was ready and approved for test flight. Ivan took it in the air and was happy with it. On the 3rd or so flight Ivan took it through a shake out, that convinced me that his creation and my build would take anything that i will do with it. His landings were concentrated, effortless and smooth. We had agreed that he would train our club's instructor, and Pentti, the instructor and Ivan were happy in half an hour. Pentti then could take all the time needed to get me through the learning process.
There are two ways to take off in this plane, easy and dirty and neat and a bit more difficult. Pentti of course wants it the good way, and raised the tail wheel at 30 knots. At that moment you are really flying on one wheel, the outriggers are off the runway, directional control is by rudder only, far less effective then the tail wheel and the plane has to be kept level with the ailerons. Then all of a sudden it's off and seems to rise vertically, because of the low nose attitude with flaps. At 65 gear and flaps up, and it's like another boost kicks in. Some training is needed here too, because it is fairly difficult to keep one hand steady on the stick and push hard on the gear lever. It was one of the stages the onlookers liked most, pushing both offers spectacular scenes . The easy method is to just keep back pressure on, and it will fly itself off the runway. Then an immediate pitch down change has to happen because otherwise speed and flying will end. Already in
|
th
| Quote: | is stage it becomes clear that the flying controls are quite effective and sensitive at low speeds. It is very easy to over control. It has to be flown with 2 fingers, not a hand.
Landing is easy if the speeds and alignment are nailed. Coming in too fast, and it will float forever. If there is only a little bit too much throttle, it will never land. Throttle changes, especially in the level or nose up part of the flare produce pitch changes, unless corrected, which are difficult. Dead stick landing is easier, because it will land. A little bit of power helps though, because if the tail wheel is first, and the main gear high, it will bounce acceptable, and keeping the stick back, will stay on the runway the second time. Ballooning up with no power is worse. The easy thing in the whole process is the controllability. Even in the stall-horn the plane is fully controllable. And, on the downside, still easy to over control. For me, that was the difficult part, to get the jerking out of the system. Close to MTOV the speeds were 65 on final, 60 on the numbers, and 55-50 flare.
Single it works out nice with 5 to 8 knots below that. Proper alignment is probably the most important one. If it touches down aligned it's all very simple. If not, swiveling starts, and at occasions i was happy we were trying this on a 40 meter wide runway. My instructor was convinced that my left leg was longer, because i would always veer off to the left. I was simply looking over the nose of the very round cowl, instead of straight ahead. Today there was a bug on the windscreen to help with the alignment, before i wash it off, i will pencil a pointer there. The right method to get an out-of line-landing right is -again- not to over control. Take a point half way of the real center, get it there, and kick it once more. This particular concrete runway has the extra difficulty of a high camber. Even at MTOV the outriggers do not touch both. That causes rocking from one side to the other, which in turn mixes up my giros. No correction is needed for that rocking, it does no
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t c
| Quote: | hange the direction. Oh, and of course, always stick back! It's as simple as riding a bike. It took me close to 100 landings to feel comfortable. I had a lot of fear, and now while i know i have to be alert to do it right, i enjoy it all the way.
Kind Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
|
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Graham Singleton
Tel: +441629820187
Mob: +447739582005
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rlborger(at)mac.com
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| Posted: Sun Aug 19, 2007 4:03 pm Post subject: flying the mono |
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Jos,
Thanks muchly for your observations on learning and handling the handling of the Monowheel. Your words are both a caution and encouragement for me.
Keep us appraised of your continued flying exploits.
Great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(90%) tail kit done, wings closed, cockpit module installed, pitch system in, landing gear frame in, rudder system in, outrigger mod in, Fuselage Top on, lift/drag/flap pins in, wing incidence set, tie bar in, flap drive in, Mod 70 done. Baggage bay in. Flaps & Main Gear complete. Mod 72 complete. Instrument panel complete, except for testing. Rotax 914 installed (for the 3rd time). Airmaster Prop installed. Electrical complete, except for testing. Fuel system complete except for testing. Working in - 32 Tail, 34 Door Latches & 35 Doors, 37 Interior & Finishing. Airmaster arrived 29 Sep 05. Seat arrived from Oregon Aero. E04 interior kit has arrived and is being installed.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
[quote][b]
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raimo.toivio(at)rwm.fi
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| Posted: Tue Aug 21, 2007 1:24 pm Post subject: flying the mono |
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Jos
it was a real joy to read your flying experiences.
Mostly like mines.
***From the very start of the build people have been trying to convince me to change to a tri-gear***
Me too! And I have to confess: little before maiden flight I thought I have made a
terrible wrong decision when building a mono (or any plane!). But when seeing
Dirk van Oyen landing easily when it was 13G19 sidewind it helped me much.
Dirk gave a 5 minute phone training to my instructor Jyrki Laukkanen and that was
enough for him. After couple of landings together it was my time to my solo.
No problems. It was a dazzling experience.
Those horrible mono stories are just a stories.
There are people who never learn to use zipper
or phone. But we still have zippers and phones.
***It's as simple as riding a bike. ***
I can only confirm.
And I am always concentrated when riding a cykle
(yes, yes, yes - I now even bikes can bite,
my leg has broken once in a bike accident).
*** There are two ways to take off in this plane, easy and dirty and neat and a bit more difficult***
What makes it "dirty" to keep the tailwheel grounded
until airborn? I do understand it looks nice when tailwheeler
is leveled during take-off procedur. So far I do it anyway with that dirty way
- I do want to have a full controlability against possible sudden side wind gusts
and keep the tail down until whole plane is airborne. It tooks typically only 180 m.
***MTOV the speeds were 65 on final, 60 on the numbers, and 55-50 flare.
| Quote: | Single it works out nice with 5 to 8 knots below that. ***
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As I told earlier, I use all the time 75 knots, even alone far from MTOW.
That is only to avoid unexpected stalling and in the other hand:
if I am capable enough to land with that speed, I can surely
do it succesfully with lower speeds! That was something what
my instructor learned to me. Maybe those very sad and unnecessary
fatal low-height-near-runway type-accidents have also affected me to do so.
I think we both are very happy. I have had flights almost every day,
sometimes by Europa and sometimes by Cessna. You can be sure
Cessna is very boring after Europa - have you tried?
It is like compareing Volvo 242 year model 1980 and a new Alfa Romeo
2-seater. But there are still situations man prefer Volvo more than Alfa...
Anyway - should we meet Jos somewhere each others and shake our hands?
And study our planes - maybe there is still something usefull to give for us.
The middle point between Tampere and Ivalo is about Kuusamo EFKS is not it?
How about there, before a real autumn?
Wishes, Raimo
==========
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ptag.dev(at)tiscali.co.uk
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| Posted: Tue Aug 21, 2007 1:53 pm Post subject: flying the mono |
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Hi! Raimo/Jos
This looks for all the world like the first Finnish "Doth" !
Regards
Bob H G-PTAG
Do not archive.
Robt.C.Harrison
--
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josok-e(at)ukolo.fi
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| Posted: Tue Aug 21, 2007 9:21 pm Post subject: flying the mono |
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Looks like fun, a Finnish DOTH
But w'll handle it off list, as there is little chance that more will join. On second thouight... There are certainly Swedes and Norwegians in a days flying range.
Don't like Kuusamo, because it's like flying over the sea, no place to go between Ivalo and Kuusamo for almost the whole duration of the flight. Even with 25 hours without a glitch, don't want to tempt fate yet.
How about EFKK, it's not too far from Sweden either?
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
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