Europa Aircraft XS Monowheel Motorglider User manual

OWNERS MANUAL
AFFIX PHOTOGRAPH
OF YOUR AIRCRAFT HERE
XS Monowheel
Motorglider Owners Manual Issue 2 November 2006
Aircraft Registration .........................................
Europa Construction Number ..........................

Published by Europa Aircraft (2004) Ltd.
Unit 2a, Dove Way, Kirby Mills Industrial Estate
Kirkbymoorside, North Yorkshire, YO6 6QR, England
No part of this manual may be reproduced in any form without the prior
written permission of the publisher.
Copyright © November 2006 by Europa Aircraft (2004) Ltd
All rights reserved
Printed in Great Britain
WARNING :Thismanual isobsoleteunless updatedby newsletters42and
onwards. Mandatoryflight safetyimprovements maybe included sodonot
fail to do this. Remember, the responsibility is yours.
XS Monowheel
November 2006 Issue 2 Motorglider Owners Manual
OWNER’S DETAILS
Built by
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Operator
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Table of Contents
Title page
Table of contents
List of revisions
Three view drawing
Section 1 Introduction
Section 2 Limitations and placards
Section 3 Emergency procedures
Section 4 Rigging and de-rigging
Section 5 Normal operations
Section 6 Weight and balance
Section 7 Initial systems check
Section 8 Service and maintenance
Section 9 Flight testing procedures
Section 10 Safety information
Section 11 Pilot experience requirement
Section 12 Performance
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Note: The information in this manual refers to aircraft built to Europa
manufacturing manuals. Any modifications may alter the applicability to
your aircraft.
List of Revisions
Issue Revision Pages affected Date
1 All July 2004
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Three view drawing.

Section 1 Introduction
ThepurposeofthismanualistoexplainhowtooperateyourEuropaaircraft
safely.
General description
The Europa is a modern two seat, high performance homebuilt aircraft
which uses the latest aerodynamic design in wing sections and composite
construction techniques. The Europa was designed to be an efficient
touring aircraft with safe handling characteristics for grass field operation.
By incorporating a 3 blade propeller and efficient exhaust silencer system
the Europa complies easily with all international noise requirements for
light aircraft.
Apurposebuilttransporterisusedsothattheaircraftmaybequicklyrigged
and de-rigged for storage at home. The Europa has either a retractable
mono wheel main gear and outriggers, or a conventional tricycle
undercarriage. TheMotorgliderwinghasrotatingtrailingedgeairbrakes.
Principal Features and Dimensions
*Engines Rotax 912 - 80 bhp / 60 kW
Rotax 912S - 100 bhp / 73.5 kW
Rotax 914 - 115 bhp / 86 kW
*Wing span 47 ft 3 in (14.40 m)
*Wing area 143 ft2(13.30 m2)
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*Aspect ratio 16.0
*Length 19 ft 8" (6.00m)
*Height 52" (1.59 m)
*Tailplane span 8 ft (2.44 m)
*Tailplane area 22 sq ft (2.05m2)
*Fuselage width 44" (1.12 m)
*Baggage capacity 80 lb (36 kg)
*Gross weight 1370 lb (622 kg)
*Wing loading 9.58 lb/ft2(46.77 kg/m2)
*Main wheel tyre 8.00 x 6
*Fuel capacity 15 Imp gall 68 litres
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Important Notice
This manual is not designed, nor can it serve as a substitute for sufficient
and competent flight instruction. It is not intended to be a guide of basic
flight instruction nor a training manual.
This manual should be read thoroughly by the owner/operator/pilot to
become familiarwith theoperation ofthe aircraft. Itis intended to serveas
a guide under most circumstances, but cannot take the place of good sound
judgement during operation. Multiple emergencies, adverse weather,
terrain, etc. may require deviation from the recommended procedures.
The owner and operator of an aircraft should be familiar with government
regulations applicable to the operation and maintenance of an aircraft.
All airworthiness directives (ADs) issued against an airframe, engine or
propeller must be complied with.
Flying itself is not inherently dangerous, but to an even greater extent than
any other mode of travel it is terribly unforgiving of any carelessness,
incapacity or neglect.
The builder/pilot is entirely responsible for the manufacture,maintenance,
inspection, flight test and normal operation of the aircraft. Therefore,
thorough, careful procedures must be carried out at all times.
Howwell the aircraftis built, maintained and operated will determine how
safely it performs. Maximum performance and safe operation can only be
achieved by a skilled pilot and good mechanic. Thorough, careful
construction, continued maintenance and practice during operation are
essential.
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Performance data in this manual is based on data collected on the Europa
prototype aircraft operated by Europa Aviation Ltd. Many factors affect
aircraft performance - build quality, maintenance standards, propeller
settings, builder modifications, pilot techniques etc., etc..
The aircraft operator/pilot should carefully measure and record the
performance of their aircraft to assist in the safe operation of their
particular aircraft.
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Section 2 Limitations and Placards
Limitations
*Never Exceed Speed (Vne) 127 kts (235 kph)
*Manoeuvring speed (Va) 97kts (179 kph)
*Rough Air Speed (Vra) 97kts (179 kph)
*Max. Gear extension speed (Vfe) 83kts (154 kph)
*Structural limit loads (1370lb) +3.8g/-1.9g
Placards
¤Intentional spins prohibited.
¤No smoking in or near aircraft.
¤Flight in icing conditions prohibited.
¤Canopy warning: do not open in flight.
¤Registration letters / numbers and name and address of
registered owner (To be engraved on a stainless steel plate).
¤Occupant warning: This aircraft has not been certificated to an
international requirement.
¤Daytime VFR only. (Depending on nationality.)
¤Throttle FULL IDLE
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¤Wheel brake ON
¤Main gear UP DOWN
¤Pitch trim indicator NOSE UP NOSE DOWN
¤All circuit breakers/fuses and switches to be placarded.
¤CONNECT PITOT/STATIC (To be positioned on seat back.)
Airspeed Indicator Markings
¤Green arc 39 — 97 kts
(normal operating range)
¤Yellow arc 97 — 127 kts
(operate with caution - only in smooth air)
¤Red line 127 kts
(maximum speed for all operation)
Engine limitations
Refer to engine operating and maintenance manual, supplied by engine
manufacturer.
Weight limits
¤Maximum take off weight 1370lb
¤Maximum landing weight 1370lb
¤Maximum baggage weight 80lb
(Refer to weight and balance section 6).
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Centre of gravity limits
¤Forward limit 58.0" aft of datum
¤Aft limit 62.5" aft of datum
The fore and aft reference datum is a position 29.25” forward of the rear
edge of the cowling joggle in the fuselage moulding.
Symbols, abbreviations and terminology
*CAS Calibrated airspeed is the indicated airspeed of an
aircraft, corrected for position and instrument error. Calibrated
airspeed is equal to true airspeed in standard atmosphere at sea level.
*KCAS Calibrated airspeed expressed in knots.
*GS Ground speed is the speed of an aircraft relative to the
ground.
*IAS Indicated airspeed is the speed of an aircraft as shown
on the airspeed indicator.
*KIAS Indicated airspeed expressed in knots.
*TAS True airspeed is the airspeed of an aircraft relative to
the undisturbed air which is the CAS corrected for altitude,
temperature and compressibility.
*VaManoeuvring speed is the maximum speed at which
application of full available control inputs will not over stress the
aircraft. This speed is also used as a rough air speed in turbulence.
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*Vne Never exceed speed is the speed limit that may not be
exceeded at any time.
*Vra Maximum rough air speed is the speed that should not
be exceeded except in smooth air, and then only with caution.
*Vs1 Stalling speed is the minimum steady flight speed at
which the aircraft is controllable, with gear and flaps retracted.
*Vs0 Stalling speed is the minimum steady flight speed at
which the aircraft is controllable with gear and flaps extended.
*VxBest angle of climb speed is the airspeed which delivers
the greatest gain of altitude in the shortest possible horizontal
distance.
*VyBest rate of climb speed is the airspeed which delivers
the greatest gain in altitude in the shortest possible time.
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SECTION 3 EMERGENCY PROCEDURES
Fire
Therearenormallyonlythreesourcesofaircraftfire,electrical,fuelandoil.
In the event of fire on the ground shut off all electrical power and fuel
supply and evacuate the aircraft taking with you the carbon dioxide type
fire extinguisher that should be fitted to the aircraft. For in flight fire,
determine the cause:
If electrical - switch all electrical power off.
If fuel, switch both fuel and electrics - off.
If an oil fire is suspected then initially slow the aircraft sufficiently to stop
the propeller from windmilling, and so stop the oil pump, before resuming
the best glide speed.
Engine failure
Modern aircraft engines of the type fitted to the Europa are extremely
reliable. Catastrophic failure without any warning is most unlikely. Pilot
induced failures on the other hand are quite common.
Running out of fuel, mistaking mixture and carburettor heat control,
complex fuel management tasks and carburettor icing are but a few causes
for engine stoppage. The Rotax engine as fitted to the Europa does not
require a separate carburettor heat lever nor does it have a mixture control
(other than the choke for cold starting).
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The design intentions have been to cut engine management/pilot workload
to a minimum.
Pilots shouldregularlymonitorthe conditionof the engine duringflight. A
gradual or partial loss of power, rough running, increasing oil or cylinder
head temperature, electrical discharge, lowering oil pressure or increased
mechanical noise and vibration could bea signal that all is notwell and that
a precautionary landing should be made.
If the engine stops-Don’t panic. The first and most important rule in any
emergency in the air is
FLY THE AIRCRAFT
keep control.
Everyyearlivesare lostbecausepilotslosecontroloftheaircraft(stalledor
spun in) whilst experiencing what was possible a relatively minor
emergency. The Europa has good speed stability so even if you become
inattentive the aircraft should maintain the selected attitude and speed,
providing it is in trim. If the engine stops:
*TRIM FOR 75 Kts
*FUEL PUMP ON - SELECT RESERVE
*CHECK IGNITION ON BOTH
*ASSESS HEIGHT
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If less than 1000 feet:
*CHOOSE AN AREA STRAIGHT AHEAD
*LAND WITH GEAR AND FLAPS DOWN
If over 1000 feet:
*CHOOSE A SUITABLE LANDING SITE
*PLAN A CIRCUIT
*LAND WITH GEAR DOWN
If time permits:
*Try a restart, using the starter if required
Note:If the propeller stops windmilling, diving to Vne will not restart it due to
the high compression and geared engine.
If height and time permit:
*Fuel off
*Ignition off
*Mayday call Brief passenger to tighten harness, adopt
brace position and pull feet back.
*Master switch off
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If engine will not restart.
Alwayslandintowindifpossible. Donottrytostretchyourglide-betterto
land a little fast on a touchdown point of your choosing than to stall into a
hedge or wall. In other words - it is better to hit the far hedge at 20 kts than
to stall into the near one at 45 kts.
Evacuate the aircraft as soon as possible.
Engine failure after take off (EFATO)
If the engine fails soon after the aircraft has left the ground on take off,
lower the nose immediately to maintain flying speed and prepare to land
straight ahead. Slightturns can be made to avoidobstacles. Only ifenough
altitude is available can a 180° turn be made to return to the airfield.
You are much more likely to survive an emergency landing following an
EFATO by landing straight ahead than a stall and spin resulting from a
steep, slow turn back to the field. Only if there is time and you have
maintained control of the aircraft should you try to restart the engine.
NOTE: If engine stoppage was due to fuel starvation and the engine
restarted after selecting the reserve setting land within 15 minutes.
Be prepared for a greater rate of descent with a dead engine as opposed to
one on idle power.
Glide in the cleanconfiguration (gear) up to achieve bestglide range. With
gear down and the use of airbrakes and side slipping, high rates of descent
can be achieved.
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In-flight canopy opening
If a canopy opens in flight it will most likely depart the aircraft. If it does
not, do not lose control of the aircraft whilst trying to close it.
Ditching
Gear should be down togive minimum speed and cushion impact. Landing
into wind on the back of a swell is best, or along a trough if that is not
possible.
Regularly practice all emergency procedures because you never know
when you will need them.
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