The 8-inch console separating the Europa occupants creates a secure "bucket seat" arrangement in the  43-inch wide cockpit. Conveniently located on the  center console are the throttle, finger-actuated  brakes, gear levers, controls for the  propeller, parking brake, and choke.

The Europa benefits from the low intersection drag of a mid-wing configuration. The engine compartment overlaps the occupant footwells, placing the engine as far aft as possible to control the center of gravity and minimize wetted area. A tapering wing and an all-moving horizontal stabilizer also help reduce wetted area and drag. At 13.5 psf (pounds per square foot), the wing loading is relatively high for this class of aircraft, contributing to an impressive top speed and to a good ride in turbulence. Another well-thought-out feature is the effective displaced-hinge flap that’s mechanically deployed by the same lever that extends the undercarriage.

The Europa’s large single main wheel retracts about halfway into the fuselage. Stiff nylon outriggers with small wheels are located near the outboard ends of the flaps and rotate to a horizontal position when the flaps are retracted. The outriggers are sized to hold the wings nearly level when taxiing. Cables from the rudder pedals are linked directly to a beefy tailwheel, providing positive steering on the ground. The rudder is actuated by a rod linking it to the tailwheel assembly.

To accommodate the removable wings, the Europa carries its fuel in a crush-resistant polypropylene tank just aft of the main spar. While I’ve never liked the idea of fuel in the cabin, this solution makes sense when you consider that the aft of spar location is probably the region least likely to receive damage during an accident. One nonstandard feature of N111EU was the static port location inside the aft fuselage, rather than on the fuselage surface. The airspeed calibration table, below, may imply that this location is less than ideal.

The Rotax 912UL installed in N111EU performed flawlessly throughout our flight tests and seemed well matched to the aircraft. Our only criticism of the installation relates to the lack of aircraft-standard fittings in the fuel system. The carburetors, fuel pump, and other fuel system components were, instead, fitted with hose nipples designed for use with slip-on hoses and clamps. These fittings leaked when the auxiliary pump was activated. The standard stainless hose clamps were unable to compress the braided hose adequately to make a reliable seal, and we noticed a poor fit between some of the lines and nipples. Also, we observed a minor degradation of the hose material from exposure to auto fuel. Café recommends the installation of aircraft-grade lines and fittings throughout the fuel system as well as a gascolator or quick-drain for the removal of contaminants.

Ergonomics and Comfort
The cabin is fairly spacious, measuring 43 inches at its widest point, and the footwells are similar in width to those of a Cessna 150, though at first the footwells and shoulder space seemed snug. Ultimately, I came to appreciate the secure, "bucket seat" quality of the arrangement. Pilots larger than 5 feet 10 inches and 190 pounds, however, would find the thigh and lumbar support of the Europa Classic uncomfortable and would do well to try the Europa XS instead. A console about 8 inches wide at the pilot’s knee separates the occupants and provides the well into which the main wheel retracts.

For an unobstructed view over the cowl when taxiing and for takeoffs and landings, it’s important that the top of the pilot’s head be about one inch below the canopy. As there is no provision for adjustment of the seat or rudder pedals, this is accomplished through removable cushions.

Dimensions limiting pilot size include the immutable 44 inches separating the rudder pedals from the wing spar, and the 39-inch seat pan-to-canopy height. Both of these measurements are exclusive of seat cushions. Also, the occupant’s legs are constrained to the 17.5-inch space separating the cabin’s outboard sidewall from the console, so the thighs of larger occupants can limit the control stick’s lateral travel. This is a significant issue as full deflection of the ailerons is occasionally required during takeoffs, as I’ll describe below. For this reason, I’d recommend that builders provide for easy removal of the passenger-side control stick.

The console does serve as a comfortable armrest and provides a home for the throttle, finger-actuated brakes, and gear levers. Also mounted on the console are controls for the propeller, parking brake, and choke. All of these are arranged very conveniently for the pilot, and their operation quickly becomes second nature. A door at the rear of the console provides access to the fuel selector, which has Off, On, and Reserve positions. A portion of the main tank, isolated by a saddle shape through which the elevator and rudder controls operate, provides the 2.5-gallon reserve.

NACA inlets provide cabin ventilation through eyeball valves that are located on each side of the cabin. The vents generally performed quite well, but the smell of exhaust was occasionally noted during extended periods of slow flight tests. The cabin heat outlet had no provision for canopy defogging; an important feature that would be easy to add.

As with most light aircraft available today, neither seat was equipped with a crush zone or any special provision for energy absorption during a crash landing, except for the protection which the seat cushions and landing gear would provide. The shoulder harness attach point was located behind the seat about 10 inches below shoulder height. I was concerned that this would contribute to spinal compression during a crash landing. The cabin ceiling aft of the door would make a better attach point.

Ingress and egress was moderately easy. After stepping onto the wing-walk provided, you place one foot on the seat while ducking below the gull-wing door, sit on the seat back, and then lower into position. Some upper body strength is helpful, but most reasonably healthy adults should be able to get in and out without great effort.

Ground Operations
Taxiing the Europa is easy, thanks to positive tailwheel steering and side-to-side stability provided by the outriggers. The pilot’s field of view on the ground is generally good, except that the view over the nose requires a little neck craning. When taxiing, some thought must be given to the vulnerability of the flaps, which are always deployed when on the ground, and to keeping the outriggers clear of obstacles and deep ruts alongside the taxiway.

The brake on the single main wheel is quite effective and easy to use. Pulling a lever alongside the throttle lever activates it, so both tasks go to the pilot’s right hand. I was especially pleased with the operation of the parking brake, a simple one-way valve that traps hydraulic pressure when engaged.

Particular care must be taken to ensure that both the front and rear bullet pins securing each gull-wing door are engaged prior to departure. Minor flexing of the door panel was required to line up the rear pin with its receptacle before it could be engaged.

It’s easy for one person to push the 800-pound Europa forward or backward on the ground manually using the vertical fin as a grip while steering with the rudder.

Takeoff and Climb-out
During the takeoff roll, aggressive directional control is essential. Although the forces acting upon the aircraft are the same as for other taildraggers during this phase of flight, its response to them is not. As the tailwheel is lifted off the ground, the outriggers, being located well aft of the main wheel, also rise. The aircraft subsequently tends to pivot about the single main wheel’s contact patch in both the vertical (yaw) and longitudinal (runway) axis. As the outriggers leave the ground, the pilot must be prepared to use significant aileron inputs to counter a rolling tendency caused by the combination of engine torque, an adverse rolling moment induced by rudder inputs, and the side force of any crosswind component acting upon the entire aircraft. In aircraft with dual mains, these rolling forces are absorbed by the main gear and generally go unnoticed by the pilot.

The recommended technique is to keep the tailwheel planted a bit longer than one’s intuition might suggest to assure adequate aileron authority. Steady crosswinds from the right actually make the takeoff easier, whereas those from the left require extra care. My only aborted takeoff occurred during my first encounter with a gust from the left just after having lifted the tailwheel. As I got to know the Europa better, takeoffs became quite enjoyable, and I experienced little difficulty holding to the centerline.

The constant-speed prop installed on N111EU permits the engine to develop maximum rated power at 5800 engine rpm during the takeoff roll, so acceleration is quite brisk for just 80 horsepower. The tailwheel is lifted at about 35 to 40 KIAS (knots indicated airspeed), after which the Europa accelerates rapidly to a rotation speed of 45 to 50 KIAS. After a slight pause to accelerate in ground effect, the initial climb should be stabilized at about 65 to 70 KIAS before raising the undercarriage (and flaps) to ensure being above the clean-configuration stall speed. My general impression is that the gross weight limit of 1,300 pounds was appropriate and should not be exceeded.

The main wheel is fitted with a bungee assist, which pre-loads the gear downward such that in flight the gear seeks a neutral position about midway through its range of travel. As a result, the forces required for extension and retraction are fairly symmetrical. After pivoting a small mechanical lock with one finger, a firm sidewise pull on the gear/flap extension lever frees it from the down-position detent. An opposing (pull) force is required initially as the lever seeks the neutral point, after which a pushing force growing to about 25 pounds is needed by the time the lever reaches a detent at its forward limit. Gear extension is essentially the reverse process. Though a bit awkward at first, both are easily accommodated with a little practice.

Stability and Control
The control system is smooth and well harmonized with no detectable slop or play. Direct aerodynamic loading of the control surfaces provides all pilot feedback through the control system, contributing to an excellent sense of "linkage" with the aircraft. Light breakout forces, minimal adverse yaw, and the Europa’s quick, fluid response to control inputs make maneuvering the aircraft easy. This combination of qualities should make the Europa a good platform for Sportsman-level aerobatics.

We flew N111EU to evaluate stability and control with the load ballasted to 15 percent of range aft of the forward limit and again at 85 percent aft of the forward limit. Takeoff weight at the most forward CG (center of gravity) was about 1,150 pounds, and about 1,175 pounds at the most aft. Differences in handling qualities observed between the two loadings were minor, suggesting that the designer’s selection of the center of gravity limits is fairly conservative.

Longitudinal Stability
Dynamic longitudinal stability was explored by inducing elevator doublets and was found to be deadbeat at all speeds tested, both stick-fixed and stick-free. This contributes solid feel during maneuvers and in cruising flight, surprising for so small an aircraft.

Static longitudinal stability showed healthy stick force gradients in all configurations tested. This means the Europa provides the pilot with ample feedback in the form of increasing stick pressure as airspeed deviates more and more from the trim speed, making both unintentional speed gain and unintentional stalls far less likely to occur.

Directional Stability
The Europa responded to rudder doublets with about four overshoots before damping rudder-free and with about three overshoots with the rudder fixed at VA in the clean configuration-well within the acceptable range. Artificially induced Dutch rolls at VA damped completely within two cycles. There was no detectable dead-band or undue breakout force observed when actuating the rudder, which has ample control authority to do its job during all phases of flight.

Approach and Landing
The Europa’s excellent field of view in flight and its relative simplicity make for safe, easy descents and entry into the landing pattern. Once established on downwind, the first objective is to gradually re-trim the aircraft to about 75 to 80 KIAS prior to extending the gear/flaps just before turning base. Very little re-trimming is required after extending the gear because the Europa magically reassumes the same trim speed. Because the undercarriage and flaps operate together, the likelihood of an unintended gear-up landing is reduced.

Successful landings require that pitch attitude at the moment of touchdown be controlled within a fairly narrow range. The outriggers make it advisable to touch down in a wing-level attitude. Approaches to crosswind landings are made at a crab angle to the runway, and the pilot must use rudder to kick the aircraft into runway alignment just prior to touchdown. All of this requires a degree of precision considerably higher than for the typical trainer. Several aborted landings provided my own transition to the Europa with a few humbling moments. When landings are aborted, application of full power has you back in the air almost instantly for a second attempt at landing.

The factory discourages wheel landings for several reasons. One is minimal prop clearance (a mere 3.75 inches in the level attitude on N111EU); so prop strikes could result from a botched wheel landing. Also, the Europa sits on the ground at a shallow angle of only about 8 degrees from the horizontal-far less than the stall angle of attack. With the main wheel well forward of the CG, a main-wheel-first landing invariably results in an abrupt relaunch at a nose-high pitch as the tail’s downward momentum forces the wing into a higher angle of attack. Conversely, if the tail touches down too far ahead of the main wheel, the bounce off the main wheel can have a similar result if speed is much above stall.

My best landings were achieved by arresting the flare at a slightly tail-low pitch attitude about 1 to 2 feet off the ground, letting the Europa decelerate and settle on its own, cutting power after touchdown and holding the stick back during the roll-out. I found little difficulty with basic directional control after touchdown provided that the stick was held in the full-aft position and positive control is maintained all the way to a full stop. The forward location of the main wheel allows aggressive use of the very effective main-wheel brake without fear of nosing over.

It’s a good idea to offset to the right slightly on final approach so that the runway centerline remains in view as a directional reference throughout the landing and roll-out. I also found it helpful to set the final approach speed to about 60 KIAS and carry sufficient power to produce a sink rate of about 300 fpm over the fence, leaving the power in through the flare to touchdown. This puts the approach slightly onto the back side of the power curve, so that the wing is ready to stop flying when power is eased out following touchdown.

Regardless of the type of aircraft you are flying prior to the Europa, first flights should be thought of as transition training rather than a simple checkout, and they should include the qualified assistance of someone comfortable in the aircraft’s right seat. Developing the stick and rudder skills required in the monowheel Europa will serve to improve any pilot’s flying, but a tri-gear version of the kit is available for those who would prefer a less challenging alternative.

Conclusions
Our favorable first impressions of the Europa were generally confirmed by a growing appreciation of the design as we studied its capabilities in greater depth. It’s economical to own and operate and derives unusually high performance and utility from a small powerplant. This should earn it a growing worldwide popularity.

Editor’s Note: For more on CAFE’s Europa Classic Aircraft Performance Report, as well as other APRs, visit the CAFE Foundation web site at www.cafefoundation.org.

CAFE MEASURED PERFORMANCE, N111EU
Propeller max. static rpm 2462 rpm
Vmax, TAS, 1117’ dens.alt., 1270 lb, 29", 2548 rpm, 6.1 gph 149.2/171.9 kt/mph
Stall speed, 1300 lb, 22.4" M.P., 2022 rpm,
dirty, CAS 43.2 kt/49.8 mph
T.O. distance., 5 mph headwind, 52°F, 125 ft MSL, 1315 lb 650 ft
Liftoff speed, by Barograph, 1319 lb, CAS 53.3/61.4 kt/mph
Touchdown speed, Barograph, 1279 lb, CAS 49.9/57.5 kt/mph
Minimum sink rate, 1287 lb, 71 mph CAS, 78 mph TAS 591 fpm
Glide ratio, idle, 88 mph CAS, 92 mph TAS 10.4
Noise levels, ambient/idle/full power climb/75% cruise 55/74/95/92 dB
Peak oil temp. in climb, 93 mph CAS, full power 250° F
Cowl exit air temp, 93 mph CAS, 56°F OAT 152° F

Europa History
The Europa is a kit aircraft manufactured in England since January 1990. It underwent flight testing in line with JAR-VLA requirements in 1993 and was introduced in the United States in 1995. That summer, the Europa’s designer, Ivan Shaw, was awarded the prestigious August Raspet Memorial Award for the Advancement of Light Aircraft Design. Don Dykins designed the Europa’s wing. Don, as former chief aerodynamicist at British Aerospace, had directed the development of the advanced technology wing of the Airbus.

Initially, Europas were built with wet lay-up composite construction; the kit now uses prepreg, vacuum-bagged composite moldings with a smooth gel-coat finish.

The newer version, the Europa XS, incorporates the following changes: an 18-inch longer wingspan with more wash-out; 9-inch longer ailerons on each side; more propeller ground clearance; more baggage space; a 2-inch deeper footwell for the pilot; a ceramic firewall; an optional 12-gallon auxiliary fuel tank; a 70-pound increase in gross weight; and a longer wheelbase. The cabin modifications in the XS have been made to accommodate larger passengers and to improve comfort.

A motorglider wings set is interchangeable on the Europa, and a tri-gear version is now available. It can be converted to trailer-sized mode in just minutes.

A variety of engines can be used in this aircraft; the four-stroke, 80-hp Rotax 912UL engine being the standard. The kit supplier also offers a custom trailer, a cowl, a spinner, engine instruments, speed fairings, a lighting kit, and more.

There are about 175 Europa builders in the United States, with a total of more than 600 worldwide. Detailed information is available by visiting. -Brien A. Seeley
www.europa-aircraft.com

About the Builder
Kim Prout works as a Fire Captain in the Big Bear Lake area of Southern California. He caught the flying bug from his father, an aerospace engineer, during family trips in their Stinson Voyager. Kim built and flew a Long EZ in 1982 and enjoyed flying a J-4 Cub. He wanted a plane that would offer him the best features of these two aircraft. His father helped him in both selecting and building the Europa. Together they travelled to England to evaluate the Europa design. A meeting with Ivan Shaw, followed by a ride in the Europa with Peter Clark, chief test pilot for Europa, convinced Kim that this was the stable, maneuverable, and efficient aircraft for which he had been looking. Prior to departing England, Kim placed an order for the 2nd kit to be sold in the U.S., #111. N111EU’s first flight was July 4, 1996, at Chino airport with none other than Ivan Shaw as the test pilot. Ivan was very impressed with the workmanship and the modifications that Kim had incorporated, as well as the overall performance and handling of Kim’s particular airplane. As a result, Ivan asked Kim to serve as Europa sales agent in the Western States area. Kim continues to support Europa in many ways through performance enhancements, air show displays, and direct builder support. He assists builders by coordinating the Europa Squadron #1 meetings, and offering hands-on training. Kim is also an EAA Technical Counselor and Flight Advisor.