Case Study - 1000 Miles in a Europa Motorglider

This article by Bud Yerly shows just what can be achieved in the Europa:

I’ve always had a love hate relationship with the Europa Motor Glider (MG). I’ve assisted owners in building five sets of glider wings myself. In comparison to the XS short wing, I felt the MG wings were too long (at 46 feet) for a standard hangar, they are quite heavy (at nearly 150 pounds per wing), the roll stick force is higher, the roll rate lower, and the cruise speed is lower. But I love the fact that it takes off like a U-2, hits 800 feet by the end of a 3000 foot runway, maneuvers well, has a benign stall, and still cruises at 127 KTAS sipping 5.0 gallons per hour of auto fuel. The glide ratio can turn an engine out situation into a nuisance, and most importantly, requires no medical to fly, only a glider rating with motor glider endorsement.

I was itching to evaluate one on a cross country, and the situation developed itself after Sun-n Fun 2009. Homer Baker agreed to fly his Europa XS Tri-Gear Motor Glider, N419PL, to the show for use as a display aircraft. N419PL, was two years old now and in good shape. Homer was obligated to return home before the show ended, so I asked if I could ferry it home for him. It was an opportunity to get away from the shop and finally evaluate the cross country performance of the MG in real world conditions. Following Sun-n-fun, I test flew the aircraft for an hour locally to evaluate the engine and avionics and all seemed well in that department. I also had the opportunity for a photo shoot for some future advertising and did some gliding tests during the photo shoot. Now it was up to the weather to get N419PL back home to Edgerton, Kansas.

The weather fronts were unkind. The proposed route was covered by thunderstorms daily for a month. When the sun was out, temperatures soared near 100 degrees F and the humidity unbearable. I monitored the weather and saw a break may begin on Monday, July 20th. I did a quick test hop on Saturday afternoon in record heat, in between rain squalls. All seemed well, but the oil and cylinder temps in full power climb were exceeding 240F when climbing at 75KIAS . Undaunted, I prepped for a Monday departure.

The weather man had predicted the front that covered the Central US would push East and leave me with a three or four day window to fly the plane from Plant City, Florida to the Kansas City area. The distance was only 1000 miles, but a direct route was not prudent due to thunderstorm activity and I would be facing at least 25 knots of headwind most of the way. I flight planed for both a North then West route and a West then North route and would pick one in the morning. Monday dawned bright, hot and humid. The preflight of the MG went well and sight gauge said I had 15 gallons on the main side (17.5 total) and my flight plan said I would need 12 gallons to get to Panama City, Florida (a good stop for coming out of Tampa). With the extra parts and books all strapped in, I grossed at 1420 lbs, and 60.9 inches CG. I would have to reduce the G load to 3.2 and add 5 KIAS to stall and lower the maneuvering speed for sure.

I was airborne out of Plant City Airport on time, climbing in full turbo at 1400 fpm to check the climb temperatures. After three minutes, I notice the temperatures climbing toward redline so I lowered the nose to 90KIAS, pulled the throttle to 34 inches and set the Airmaster prop to climb at 5500 RPM. The temps stayed steady, but I pulled the throttle back to 31 inches and the prop to 5000 RPM and held 90 KIAS and the temps came down quickly. While waiting for the temps to stabilize, I noticed I was still climbing at 3-400 FPM at 5000/31 at 90KIAS. After the temps came down to about 210F I reset the throttle to 34 inches and the Airmaster back to Climb at 5500RPM. Passing 3000MSL I hacked the clock. I held 90 KIAS, to keep the engine compartment cool, as the outside temperature was still hovering at 90F, I also opened all the vents trying to lower the cockpit temperature. Next thing I new I was leveling at 8500 feet. N419PL averaged 800-900 FPM from 3000 to 8500MSL at 90KIAS. Total time to altitude from takeoff was 10 minutes and distance to altitude was 15 miles. Not bad considering I was a wee bit (50 lbs) over gross.

I trimmed the plane for cruise, based on the handbook figures of 75% power ( 5000 RPM and 31 inches). The airspeed settled at 127 KTAS according to the Blue Mountain, engine temps were comfortable at 210F and the fuel sight gauge was indicating I had burned only a gallon or two. From altitude I could see the rain showers and cumulous buildups predicted dead ahead. The forecast was for the bases of the clouds to be at 4500 MSL and since I did not bring my oxygen bottle, I wouldn’t be able to go above the tops estimated at 11,500. It was time to settle in, check divert fields, check in with flight following, hack the clock and check fuel burn rates over the next hour. From over Zephyr Hills I figured an hour to Perry Foley and that would be a good fuel and ground speed check.

Typically the Rotax 914 and Airmaster combination is quite efficient between 8-12,000 feet cruising, and I searched for a sweet spot. I define the sweet spot as the point where the RPM and Manifold Pressure gives the smoothest engine running sound and feel. That occurred at 4900 RPM and 30 inches. The speed dropped to 124 KTAS and the plane felt and sounded terrific. The air vents installed in N419PL are the Ultimate Ventilators (UVs) purchased through Aircraft Spruce. They are located just forward of the canopy bow below the side of the windscreen and give sufficient cross flow of air through the cockpit that map reading required two hands at times. This plane was also equipped with a NACA duct in the tail and tubing from the tail to the overhead. The overhead vents worked well, but without the Ultimate Ventilators, it would have been uncomfortable even at 8500 feet.

Approaching Perry, I had been level for an hour and the fuel used was about 5 gallons according to the sight gauge. Weather was approaching and a reduction of power to 20 inches was made to establish a 500 foot per minute descent. Perry was obscured by showers, and at 4500 feet, I was just under the cloud bases and noted a sunny patch on the ground and only light rain just to my West. I proceeded to reduce my speed to 90 Kts in case it became bumpy and drove through the light rain. I was clear of the rain and it was sunny on the North side of the rain showers and I climbed back to 8500MSL. Just south of Tallahassee, Florida, I could see more buildups ahead. I checked in with Tallahassee Approach and confirmed that isolated thunderstorms were pushing toward Panama City. I checked my fuel and divert options should I not be able to get into Panama City. I was down to nearly 5 gallons on the main side and knew I had 2.5 in the reserve side so I had some ability to hold. My planning said I could make Tallahassee with a 2.5 gallon reserve if I left Panama City with 3 gallons in the main from 5000MSL. I was faced with a 20 Kt headwind and 50 miles to go to Panama City. I plotted a shallow descent of 300 FPM at 100KIAS. This is a significant power reduction in the motor glider. I have flown with 4000 RPM and 20 inches MP at 80KIAS and the fuel burn is about 2.5GPH. In the descent, I was now burning less than 2 gallons an hour and had only 30 minutes to fly. The descent would put me at the airport at pattern altitude using only a gallon or so. I was handed off to Tyndall Approach control and was advised that Panama City had heavy rain and lightning and was asked what my intentions were. At 5000 MSL I could hear that approach wasn’t busy, and Tyndall AFB was in the clear. I told Tyndall I would hold with Tyndall Tower North of the field. My descent only cost me one gallon so I could easily hold at 75KIAS over Sandy Creek where at 4500 feet I was only pulling minimal power. I held for 10 minutes and contacted Panama City tower for an update. I was told the rain was very light and it was clearing up. I checked out with Tyndall and proceeded to land at Panama City. Taxiing into parking the long wings do not allow a quick spin behind other aircraft and I was glad I had my tow bar to push the plane back into my tie down spot. I screwed in some custom tie down hooks as rain was approaching again. I filled the tank and was amazed I only put in 10.0 gallons after 2.5 hours of flying. John Bolyard, another motor glider builder, came by and offered me a bed for the night as the weather was getting worse. I asked John if he wanted a flight in the morning, weather permitting. He said sure, if the weather Gods allow.

John and I went to the airport the next morning and checked the weather radar and began planning. More storms were coming down from the North. I would have to make a dash along the coast if I were to get out at all. I would also be bucking 20 Knots on the nose again. I asked John if he wanted a quick ride, and he told me to get out of there while I still could. I departed shortly after filing to Hammond, Louisiana. This would be a 240 mile leg parallel to the weather front. Taking off, I flew north of the Eglin Bombing Ranges before proceeding West along my flight plan toward Hammond. Approaching Hammond I would make the decision based on fuel and winds whether to continue on to Baton Rouge where fellow Europa owners Jeff and Mary Behrnes (XS Trigear) and George Reed (XS Tri-gear MG) are based. I figured if I were to break down, at least I’d be among friends. The forecasted line of thunder storms were forming just in front of me and all to the North of my flight path. John had told me the beach corridor was best in these conditions, so with approach controls assistance, I proceeded South, past the ranges and followed the coast. Weather at 8500 was clear and although forced to zig zag around some buildups, generally fine until just West of Gulf Port, Mississippi where I found out just how fast the motor glider could climb in a thermal. I looked ahead and noted two buildups just about level. I figured I’d stay on course rather than deviating well south and slow to 90 and ride over the tops or in between the trough of the two buildups. Over the smallest buildup I caught an updraft that lifted me 500 feet in about 30 seconds. I was informed by approach I was off my altitude, and I calmly told him I was in a motor glider and I would descend when the updraft allowed me to. By now the deviations due to weather caused me to be nearly 20 minutes behind my flight plan. I was blocked by sizeable buildups and moderate rain all along the beach. I was approaching Lake Ponchatrain Bridge and could see a break in the rain to the Northwest directly towards Hammond. My fuel was nearing 5 gallons remaining on the main side. From Lake Ponchatrain I estimated a bearing of 320 and I began to plot my letdown point. I entered the pattern with 5 gallons still reading on the sight gauge. I fueled up with 10.5 gallons after 2.7 hours airborne. I walked into the local flight school and filed on to Shreveport Louisiana as the weather looked good to the West, but not to the North.

The local flight school was well equipped, with the latest computers, and weather displays so the briefer and I agreed that from Hammond a straight shot to Alexandria then to Shreveport was the best corridor to fly as it was looking clear to Kansas City when west of Alexandria. I made another airshow departure, and an immediate turn put me clear of approaching weather and I proceeded on course. A few zigs and zags were necessary, but by hustling out of there, I managed to stay well clear of the thunderstorms. I was able to cruise and check TAS and fuel usage in steady, non maneuvering flight for nearly 200 miles on this leg. Flying at exactly 5000 RPM and 31 inches MP I was again flying at 127 KTAS and the fuel consumption was about 5 gallons per hour. At 4800 RPM and 28 inches the cruise dropped to 120 KTAS and the fuel flow dropped to 4.6. At 4900 and 30 inches the fuel flow was 4.8 and 124 KTAS. I stayed at the reduced power setting for the next hour to get a time check. The storms passed by my right wing, and I could see it was finally clear to the North. Approaching Shreveport, even with the headwind, I could easily make another 60 to 100 miles past Shreveport. I contacted flight watch approaching Shreveport and extended my flight plan 60 more miles to Texarkana.

Texarkana is a beautiful airport with great service. 10.0 gallons was the fill up again after a 2.5 total time. It was now getting late afternoon and I looked at the weather near Kansas City. They currently had a line of showers and thunderstorms so I decided to bed down for the night.

The next day I called Homer and told him my plans to fly into Joplin Missouri. The front was lying over Kansas City, and I wanted to stop and look before pressing into the rain and turbulence of a Midwestern front. The weather was clear enroute, but strong headwinds of 35 knots and turbulence made the climb rough to get data on. The outside temperatures were finally normal (only 90 degrees) and when I leveled at 8500 feet, it was cool and comfortable. I decided to only monitor flight watch and just enjoy a quiet 2.5 hour plane ride. I descended into Joplin, Missouri and gassed up quickly. I fueled up with another 10 gallons and checked the weather. If I left soon, I could deviate Northeast and skirt the southern line of showers then fly Northwest toward Edgerton, Kansas staying dry all the way. The showers were light and ceilings at 4500 feet below the showers, I was able to miss any significant rain, but the turbulence was light to moderate giving a bumpy ride. I slowed to 90 twice to ease the ride and stress on the plane. The strong headwind persisted even as I passed the front, but I was in the clear air again. It was difficult finding K34 or Gardner Airport, Kansas. Luckily, Homer told me to look for the red hangars, because it is basically a sidewalk (35 foot wide runway about 3000 feet long) along the buildings. I did a lot of map study and GPS twiddling looking for the field, but sure enough, the red T hangars showed the way. It took nearly an hour and a half to fly only 150 nm without deviations, as the wind was averaging nearly 30 knots on the nose for the final leg.

That evening, Homer and I cross checked the log book entries and I had a great home cooked meal thanks to his lovely wife Sharon. Total distance flown was 1300miles. I logged 6 hops including the test hop totaling 12.3 hours. The logged time airborne on the first four hops was 10.3 hours (from Plant City Florida to Jopling Mo.) consuming 40.2 gallons according to the fuel truck meters. Homer and I never checked the fuel used on the last leg. Sadly, the next day I was on an airliner flying back home as it was time to get my plane in the air for some LSA tests.

Final thoughts:

The Europa Tri-Gear Motor Glider, with clean low drag wheel pants and transition fairings makes for a comfortable, efficient cruising aircraft. Excellent control response and stability make it ideal for cruising. The tricycle landing gear is rugged and takes windy, gusty, fully fatigued pilot landings and makes them a non event. Higher altitude cruising is very comfortable and with the additional climb rate possible, very efficient at getting to cruise altitude. The glide ratio, with propeller feathered makes it a descent glider plus adding additional options in an engine out emergency. Soaring is possible even with two aboard. It seems I now feel as most owners of these motor glider aircraft feel, I consider the Europa Tri-Gear Motor Glider, more of a “Motor Cruiser”, and wonder what to do with the short wings other than mild aerobatics and quick dashes.