KING

Thanks, quite interested in the Sapphire right now.

😉

Thanks FH, yup aware of their 'interesting handling characteristics' in crosswinds and at the point the tail comes up on T/O. Good friend owns one and if I manage to pick one up I'll be a coward and get time with someone used to them. In the meantime I'm expanding my search for something interesting. Ideally something I can get the wings off in under an hour and service at home every now and then. Actually thinking about picking up a Sapphire (another aircraft that has piqued my interest over the years). In the meantime I'm flying other people's aircraft pretty much every day so I'm not in a desperate rush. Anyone know anyone with a good Sapphire?

Thanks Skippy, know a few people with Europa's but will try to find this guy 🙂

Any particular handling issues Nev? Had an older flight test from the UK which reported a well behaved (although light) aircraft. Structure/gear/control authority issues? Thanks for your input 🙂

Yes agree different ends of the envelope. Lucky that I fly most days for work so want something private that I can trailer back home three or four times a year from a a permanent strip to work on, clean, fart around with in the shed. The FS Storch and the Europa are interesting to me, as is the Sonex actually. The Storch jumped into the list because, as a factory built machine, I could use it to teach in the future. The Europa has been something on my mind for decades and is probably first choice. Got a design for a bespoke trailer with wing support somewhere in my files... Thanks for your input by the way 🙂

Got a bit of time in Eurofoxes, and they're nice aeroplanes. Love the strength of the Europa though (always loved the design - way ahead of its time).

Yup think I might be in for a wait. Looking for something with wing fold, always loved the Europa, but maybe a FlySynthesis Storch

Like you Stalling and Spinning were part of the PPL syllabus in the UK [thirty+ years ago], however the problem came when the US statistics showed that more people were dying in spin training than actual accidental spins. Power on stalls in the climb can lead to violent wing drops and therefore [bearing in mind many RAA training types aren't spin rated] it seems it is impossible to do anything but thoroughly brief around scenarios that might lead to stalls in the climb, and what to do if God forbid a low hour/non-aerobatic pilot get themselves into that position. For what it's worth my advice to new pilots is to go and do an unusual attitudes/upset recovery course after initial training with an instructor who specialises in that. An FI with limited experience in these matters is more likely to cause problems than solve them IMHO.

Too funny - looking forward to bird strikes on the leading edges for a change 🙂

Totally agree. The question was about approach speed only, and my old rule of thumb works well. However nothing wrong with adding another 10-20% on [as long as you aren't getting near structural limits like Vfe and runway length isn't a problem]. For the avoidance of doubt ANY turns on the glideslope should be gentle, coordinated ones and you are 100% right to bring this up.

Rule of thumb for a decent approach speed: Stall 35mph * 1.3 = 45.5mph vref + 50% steady state wind value + 50% gust value, So on an example 10G15kn day approach would be 45.5mph + [5kn]5.75mph + [2.5kn]2.9mph = 54.15mph or 47.05kn - so 50kn seems ok on an average day.... Anyhow to the only people who really know what happened rest in peace, and my thoughts for those poor loved ones left behind in this tragedy [as always].

Actually got up close and personal to a reproduction model in the UK two years ago. Very interesting aircraft and beautifully built.