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What's up with the cost of 914?
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gcrowder2

Joined: 09 Jan 2006
Posts: 136
Location: Golden, Colorado USA

Posted: Tue Jun 05, 2007 2:59 pm Post subject: What's up with the cost of 914?

Sounds identical to my numbers!

                                                    Glenn

 	  Quote: 	
		   Date: Tue, 5 Jun 2007 23:54:46 +0100

 From: grahamsingleton(at)btinternet.com

 To: europa-list(at)matronics.com

 Subject: Re: What's up with the cost of 914?

 --> Europa-List message posted by: Graham Singleton <grahamsingleton(at)btinternet.com>

 Paul

 Your real experience is worth a lot more than 2 cents.

 Graham

 Paul McAllister wrote:

 I typically fly 2 legs of 400 nm in the 8000 ~ 12,000'

 > feet range. At this altitude I see 148 knots TAS with a fuel burn of 

 > 5.1 ~ 5.3 US gallons per hour.

 > 

 > Just my 2 cents worth.

 > 

 > Paul

 > 

 ==

Make every IM count. Download Windows Live Messenger and join the i’m Initiative now. It’s free.  Make it count!  [quote][b]

ptag.dev(at)tiscali.co.uk
Guest

Posted: Tue Jun 05, 2007 3:08 pm Post subject: What's up with the cost of 914?

Hey! Paul /Graham all   

If anyone knows about costs of 914 it’s me !  Just settled up for one and a new Woodcomp prop.!  

BTW Paul HP is irrelevant master of all things is the TORQUE output at the end of the shaft the prop fits to!  

And the rate of fuel expenditure !  

Looking forward to some real comparison flying or proving all my fellow fliers have been bullshitting me !  

Regards  

Bob H G-PTAG  

     

Robt.C.Harrison  

  

   

-----Original Message-----

 From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul McAllister

 Sent: 05 June 2007 23:37

 To: europa-list(at)matronics.com

 Subject: RE: What's up with the cost of 914?  

     

930 lb for a typical mono ? Well perhaps.  

    

   

    

3 years ago I took the weight of 19 completed XS 914T Mono Europa's with CS props and came up with an average of 865 lbs.  Mine came in at 860 lbs and with what I know now I believe I could build it 20 lb lighter.  

    

   

    

With that all said, your correct,  all the HP you can muster during the take off phase is highly desirable.  

    

   

    

At the risk of sparking a debate, I found the 914 to be a game changer for the aircrafts performance, but, I state this in the context of my mission profile.  I typically fly 2 legs of 400 nm in the 8000 ~ 12,000' feet range.  At this altitude I see 148 knots TAS with a fuel burn of 5.1 ~ 5.3 US gallons per hour.  

    

   

    

Just my 2 cents worth.  

    

   

    

Paul   

    

   

    

N378PJ  

    

   

    

617 hours and still grinning  

  [quote]  

--

paul.mcallister

Joined: 09 Jan 2006
Posts: 177
Location: Waukesha, WI USA

Posted: Tue Jun 05, 2007 6:58 pm Post subject: What's up with the cost of 914?

I can't help  myself..... yes, but mine weights 90 lbs less    )

 [quote]   --

paul.mcallister

Joined: 09 Jan 2006
Posts: 177
Location: Waukesha, WI USA

Posted: Tue Jun 05, 2007 6:58 pm Post subject: What's up with the cost of 914?

Bob,

  

 I am  indeed curious to see how the 914 compares to the Jab 3300.  I suspect that  at low altitude that they will be similar, but the Jab will be  smoother.

  

 Correct me if I am wrong, but I am led to believe that in the UK you  don't have to oportunity to operate in the 8,000 ~ 12,000 feet range as much as  we do in the US, is that correct?  This is where you start to see the 914  shine.

  

 I  await with interest to see what your real world experiences  are.

  

 Paul

    [quote][b]

nwcmc(at)tiscali.co.uk
Guest

Posted: Tue Jun 05, 2007 9:49 pm Post subject: What's up with the cost of 914?

It will be particularly interesting to see how Bob’s change from the Jabiru to the Rotax affects the performance and fuel economy of his aircraft. I think it is the first time we will have such a conversion. My guess is that the numbers will improve. The use of a gearbox and liquid cooling should both contribute to better numbers. The Jabiru can only produce full power at speeds over 3000rpm which is not good efficiency for the prop. Air cooling (as proved by the automobile industry) is definitely less efficient than liquid cooling. All this should translate into better range and/or payload.  

   

Nigel Charles  

   

-----Original Message-----

 From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of R.C.Harrison

 Sent: 06 June  2007 00:08

 To: europa-list(at)matronics.com

 Subject: RE: What's up with the cost of 914?  

   

Hey! Paul /Graham all   

If anyone knows about costs of 914 it’s me !  Just settled up for one and a new Woodcomp prop.!  

BTW Paul HP is irrelevant master of all things is the TORQUE output at the end of the shaft the prop fits to!  

And the rate of fuel expenditure !  

Looking forward to some real comparison flying or proving all my fellow fliers have been bullshitting me !  

Regards  

Bob H G-PTAG  

     

Robt.C.Harrison  

  

   

-----Original Message-----

 From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul McAllister

 Sent: 05 June  2007 23:37

 To: europa-list(at)matronics.com

 Subject: RE: What's up with the cost of 914?  

     

930 lb for a typical mono ? Well perhaps.  

    

   

    

3 years ago I took the weight of 19 completed XS 914T Mono Europa's with CS props and came up with an average of 865 lbs.  Mine came in at 860 lbs and with what I know now I believe I could build it 20 lb lighter.  

    

   

    

With that all said, your correct,  all the HP you can muster during the take off phase is highly desirable.  

    

   

    

At the risk of sparking a debate, I found the 914 to be a game changer for the aircrafts performance, but, I state this in the context of my mission profile.  I typically fly 2 legs of 400 nm in the 8000 ~ 12,000' feet range.  At this altitude I see 148 knots TAS with a fuel burn of 5.1 ~ 5.3 US gallons per hour.  

    

   

    

Just my 2 cents worth.  

    

   

    

Paul   

    

   

    

N378PJ  

    

   

    

617 hours and still grinning  

  [quote]  

--

josok-e(at)ukolo.fi
Guest

Posted: Tue Jun 05, 2007 11:27 pm Post subject: What's up with the cost of 914?

Hi Paul,



Number 20 for you: Mine came in at 904 lbs. 914, Woodcomp CS, and the  

error was leather upholstery. Need some insolation here! Although at the  

moment, with 27 C it's too hot for taxi testing 

What rpm and map are you reading at that speed and alitude?



Regards,



Jos Okhuijsen



http://www.europaowners.org/kit600

grahamsingleton(at)btinte
Guest

Posted: Wed Jun 06, 2007 3:08 am Post subject: What's up with the cost of 914?

Jos

you need to copy Pauls radiator ducting, make sure no air can get round 

the sides of the radiators and that the wide part of the prop blades 

passes over the inlet {{

Graham



Jos Okhuijsen wrote:

 	  Quote: 	
		   

 

 Hi Paul,

 

 Number 20 for you: Mine came in at 904 lbs. 914, Woodcomp CS, and the  

 error was leather upholstery. Need some insolation here! Although at 

 the  moment, with 27 C it's too hot for taxi testing 

 What rpm and map are you reading at that speed and alitude?

 

 Regards,

 

 Jos Okhuijsen

 

 http://www.europaowners.org/kit600

 

 

 

 

 


	


-- 

Graham Singleton



Tel: +441629820187

Mob: +447739582005

Gary.Leinberger(at)miller
Guest

Posted: Wed Jun 06, 2007 8:18 am Post subject: What's up with the cost of 914?

I think the European builders (and those Americans that  have worked so hard to keep their weight down) should realize that us red  white and blue American builders have heavier planes due to the need for power  steering, power brakes, air conditioning and the 6 disc CD players (plus of  course the fridge to keep diet cokes in) that are standard on all American  Europas  - obviously, as Glenn has pointed out, the correct answer to extra  weight is the American hot rod approach - there is no substitute for cubic  inches and extra horsepower - 

  

  

 Tongue in Cheek

  

 Gary Leinberger

 A237 

 Almost ready to put the cockpit module in.  



   From: owner-europa-list-server(at)matronics.com  [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of nigel  charles

Sent: Wednesday, June 06, 2007 1:48 AM

To:  europa-list(at)matronics.com

Subject: RE: What's up with the  cost of 914?

 

  

It will be particularly  interesting to see how Bob’s change from the Jabiru to  the Rotax affects the performance and fuel economy of his aircraft. I think it  is the first time we will have such a conversion. My guess is that the numbers  will improve. The use of a gearbox and liquid cooling should both contribute to  better numbers. The Jabiru can only produce full power  at speeds over 3000rpm which is not good efficiency for the prop. Air cooling  (as proved by the automobile industry) is definitely less efficient than liquid  cooling. All this should translate into better range and/or  payload. 

  

Nigel  Charles 

  

-----Original  Message-----

From:  owner-europa-list-server(at)matronics.com  [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of R.C.Harrison

Sent: 06 June  2007  00:08

To: europa-list(at)matronics.com

Subject: RE: What's up with  the cost of 914? 

  

Hey! Paul  /Graham all  

If anyone  knows about costs of 914 it’s me !   Just settled up for one and a new Woodcomp  prop.! 

BTW Paul  HP is irrelevant master of all things is the TORQUE output at the end of the  shaft the prop fits to! 

And the  rate of fuel expenditure ! 

Looking  forward to some real comparison flying or proving all my fellow fliers have been  bullshitting me ! 

Regards 

Bob H  G-PTAG 

   

Robt.C.Harrison

 

  

-----Original  Message-----

From:  owner-europa-list-server(at)matronics.com  [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul McAllister

Sent: 05 June  2007  23:37

To: europa-list(at)matronics.com

Subject: RE: What's up with  the cost of 914? 

   

930 lb for  a typical mono ? Well perhaps.

  

 

  

3 years  ago I took the weight of 19 completed XS 914T Mono Europa's with CS props  and came up with an average of 865 lbs.  Mine came in at 860 lbs and with  what I know now I believe I could build it 20 lb lighter.

  

 

  

With that  all said, your correct,  all the HP you can muster during the take off  phase is highly desirable.

  

 

  

At the  risk of sparking a debate, I found the 914 to be a game changer for the  aircrafts performance, but, I state this in the context of my mission  profile.  I typically fly 2 legs of 400 nm in the 8000 ~ 12,000' feet  range.  At this altitude I see 148 knots TAS with a fuel burn of 5.1 ~ 5.3  US gallons per  hour.

  

 

  

Just my 2  cents worth.

  

 

  

Paul  

  

 

  

N378PJ

  

 

  

617 hours  and still grinning

  	  Quote: 	
		     

-----Original    Message-----

From:    owner-europa-list-server(at)matronics.com    [mailto:owner-europa-list-server(at)matronics.com]On Behalf Of glenn crowder

Sent: Tuesday, June 05,    2007 9:40    AM

To: europa-list(at)matronics.com

Subject: RE: What's up with    the cost of 914?   

   Well, its been a    real easy lander for me, and I fly a mono only on hard runways at    high

altitudes.  No ground loops, no "issues".  Weight    is identical to most 914 powered monos with

CS props at 930 lbs.     Too much power is just enough!  Two up in the summertime the 912S    powered LSA's around my field are total dogs at this altitude, barely clearing    the power lines at the end of the    field!

 

                                                  Glenn             - The Europa-List Email Forum -   --> http://www.matronics.com/Navigator?Europa-List               - NEW MATRONICS WEB FORUMS -   --> http://forums.matronics.com   	
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gcrowder2

Joined: 09 Jan 2006
Posts: 136
Location: Golden, Colorado USA

Posted: Wed Jun 06, 2007 8:57 am Post subject: What's up with the cost of 914?

You forgot the power ashtrays and cupholders, and vibrating seats!

  

                                       Glenn

 

 

 Subject: RE: What's up with the cost of 914?

Date: Wed, 6 Jun 2007 12:16:52 -0400

From: Gary.Leinberger(at)millersville.edu

To: europa-list(at)matronics.com

      (at)page Section1 {size:595.3pt 841.9pt;} .ExternalClass EC_P.MsoNormal {font-size:12pt;font-family:'Times New Roman';} .ExternalClass EC_LI.MsoNormal {font-size:12pt;font-family:'Times New Roman';} .ExternalClass EC_DIV.MsoNormal {font-size:12pt;font-family:'Times New Roman';} .ExternalClass EC_A:link {color:blue;text-decoration:underline;text-underline:single;} .ExternalClass EC_SPAN.MsoHyperlink {color:blue;text-decoration:underline;text-underline:single;} .ExternalClass EC_A:visited {color:blue;text-decoration:underline;text-underline:single;} .ExternalClass EC_SPAN.MsoHyperlinkFollowed {color:blue;text-decoration:underline;text-underline:single;} .ExternalClass EC_P.MsoAutoSig {font-size:12pt;font-family:'Times New Roman';} .ExternalClass EC_LI.MsoAutoSig {font-size:12pt;font-family:'Times New Roman';} .ExternalClass EC_DIV.MsoAutoSig {font-size:12pt;font-family:'Times New Roman';} .ExternalClass P {font-size:12pt;font-family:'Times New Roman';} .ExternalClass PRE {font-size:10pt;font-family:'Courier New';tab-stops:45.8pt 91.6pt 137.4pt 183.2pt 229.0pt 274.8pt 320.6pt 366.4pt 412.2pt 458.0pt 503.8pt 549.6pt 595.4pt 641.2pt 687.0pt 732.8pt;} .ExternalClass EC_SPAN.EmailStyle20 {color:navy;font-family:Arial;} .ExternalClass EC_SPAN.EmailStyle21 {color:navy;font-family:Arial;} .ExternalClass EC_SPAN.SpellE {;} .ExternalClass EC_DIV.Section1 {page:Section1;}   [quote] I think the European builders (and those Americans that have worked so hard to keep their weight down) should realize that us red white and blue American builders have heavier planes due to the need for power steering, power brakes, air conditioning and the 6 disc CD players (plus of course the fridge to keep diet cokes in) that are standard on all American Europas  - obviously, as Glenn has pointed out, the correct answer to extra weight is the American hot rod approach - there is no substitute for cubic inches and extra horsepower - 

  

  

 Tongue in Cheek

  

 Gary Leinberger

 A237 

 Almost ready to put the cockpit module in. 



   From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of nigel charles

Sent: Wednesday, June 06, 2007 1:48 AM

To: europa-list(at)matronics.com

Subject: RE: What's up with the cost of 914?

 

  

It will be particularly interesting to see how Bob’s change from the Jabiru to the Rotax affects the performance and fuel economy of his aircraft. I think it is the first time we will have such a conversion. My guess is that the numbers will improve. The use of a gearbox and liquid cooling should both contribute to better numbers. The Jabiru can only produce full power at speeds over 3000rpm which is not good efficiency for the prop. Air cooling (as proved by the automobile industry) is definitely less efficient than liquid cooling. All this should translate into better range and/or payload. 

  

Nigel Charles 

  

--

kaarsber(at)terra.com.br
Guest

Posted: Wed Jun 06, 2007 9:35 am Post subject: What's up with the cost of 914?

I have recently heard of Diesel Air Limited (dair.co.uk) that is said to weigh in at 93 kg- the site looks fine but has ''UKL on application'' under the heading price. 

Can anybody enlighten those in the dark about this beast? 

Two stroke flat four opposed-pistons, sounds as if could be simple enough to work well- and noo gearbox...cruising at 2000 rpm, reminds me of my old BSA one pot 500cc, (B33) a put per lightpole in fourth gear or so  

  

Alex, kit 529 in wraps waiting for a good engine, instruments, paint and the million other minor things like closing wings and fitting the other flap and aileron.

   [quote][b]

paul.mcallister

Joined: 09 Jan 2006
Posts: 177
Location: Waukesha, WI USA

Posted: Wed Jun 06, 2007 3:14 pm Post subject: What's up with the cost of 914?

Jos,



I took my data from the Europa club files for 914 Mono's about 3 years ago.

I am sure that the sample size is bigger now.



I was disappointed that mine came in at 860, I was hoping for about 840

pounds.  Some of the things that I could have done better was to put on less

paint and filler, particularly primer.



The welding cable for the battery in the rear was weighted a lot,  I think I

should have used CCA cable.



Another thing I wish I had investigated was the weight difference between

aluminum and rubber fuel lines.



Lastly, I have just put in a glass panel.  This took out 6 pounds, but if I

had done it from the beginning the panel would have weighted less.

With that all said,  I am not about to build another Europa, or rebuild the

one I have,  I am having way too much fun flying it.



To answer your question on power settings.  I typically fly at 28" (at) 5000

rpm at around 8~12,000 feet.  I see around 146 ~ 152 knots TAS, depending on

the altitude.



I have done one set of calibrations on the glass panel for TAS and I don't

think its all that far off, however my panel will dump out the following

(and more) parameters to a USB stick:



  IAS

  GPS ground speed

  GPS Heading

  Magnetic heading

  Pitch

  VSI

  OAT

  Pressure altitude

  RPM

  MAP

  Fuel flow



One of these evenings I am going to fly a bunch of circles at different

altitudes and calculate out the TAS for myself to see if what my panel is

saying is correct or not.



Paul



BTW.  I saw a reference to taxi testing.  I would encourage you to read my

article in the Europa flyer on the topic of flight testing.  After my

experiences my recommendation is not to do taxi testing for the mono.

grahamsingleton(at)btinte
Guest

Posted: Wed Jun 06, 2007 3:46 pm Post subject: What's up with the cost of 914?

Jos

Paul is right, don't do any serious taxi testing, unless you still have 

a couple of feet of ice on your lake. I guess it's melted by now. 

Certainly not on tarmac.

Are you going to make Ivan an offer? (btw I don't think he monitors this 

list.) Unless you have a convenient into wind grass runway I don't 

recommend you do your own first flight. Otherwise wait till the lake 

freezes again and do it on snow.

Paul

have you considered a data logger. My friend Glenn Waters has one in his 

amazing Berkut and it's real luxury but we ordinary mortals can't afford 

a Pi Systems unit. Shouldn't be too hard for you to do it with a PDA or 

Tablet?

Graham



Paul McAllister wrote:

 	  Quote: 	
		   

 

 Jos,



 BTW.  I saw a reference to taxi testing.  I would encourage you to read my

 article in the Europa flyer on the topic of flight testing.  After my

 experiences my recommendation is not to do taxi testing for the mono.

grahamsingleton(at)btinte
Guest

Posted: Wed Jun 06, 2007 4:02 pm Post subject: What's up with the cost of 914?

Alexander

there is a gearbox. It has two crankshafts which need to be geared 

together. It's like the old Junkers Jumo (??) engine of WW2 but 

horizontal instead of vertical

Graham



Alexander Kaarsberg wrote:

 	  Quote: 	
		   I have recently heard of Diesel Air Limited (dair.co.uk) that is said to 

 weigh in at 93 kg- the site looks fine but has ''UKL on application'' 

 under the heading price.

 

 Can anybody enlighten those in the dark about this beast?

 

 Two stroke flat four opposed-pistons, sounds as if could be simple 

 enough to work well- and noo gearbox...cruising at 2000 rpm, reminds me 

 of my old BSA one pot 500cc, (B33) a put per lightpole in fourth gear or so

 

  

 

 Alex, kit 529 in wraps waiting for a good engine, instruments, paint and 

 the million other minor things like closing wings and fitting the other 

 flap and aileron.

 

 *

 

 

 *


	


-- 

Graham Singleton



Tel: +441629820187

Mob: +447739582005

asarangan(at)YAHOO.COM
Guest

Posted: Wed Jun 06, 2007 4:56 pm Post subject: What's up with the cost of 914?

Paul



I wish there was some general advice on how to build light. At first,

the builder is led to believe that squeegeeing every drop of epoxy is

important, but I am not so sure if that is as important as painting and

instrumentation. Does anyone have data on how much weight is gained

after finishing and painting? 

--- Paul McAllister <paul.mcallister(at)qia.net> wrote:



 	  Quote: 	
		   

 <paul.mcallister(at)qia.net>

 

 Jos,

 

 I took my data from the Europa club files for 914 Mono's about 3

 years ago.

 I am sure that the sample size is bigger now.

 

 I was disappointed that mine came in at 860, I was hoping for about

 840

 pounds.  Some of the things that I could have done better was to put

 on less

 paint and filler, particularly primer.

 

 The welding cable for the battery in the rear was weighted a lot,  I

 think I

 should have used CCA cable.

 

 Another thing I wish I had investigated was the weight difference

 between

 aluminum and rubber fuel lines.

 

 Lastly, I have just put in a glass panel.  This took out 6 pounds,

 but if I

 had done it from the beginning the panel would have weighted less.

 

 

 With that all said,  I am not about to build another Europa, or

 rebuild the

 one I have,  I am having way too much fun flying it.

 

 To answer your question on power settings.  I typically fly at 28" (at)

 5000

 rpm at around 8~12,000 feet.  I see around 146 ~ 152 knots TAS,

 depending on

 the altitude.

 

 I have done one set of calibrations on the glass panel for TAS and I

 don't

 think its all that far off, however my panel will dump out the

 following

 (and more) parameters to a USB stick:

 

   IAS

   GPS ground speed

   GPS Heading

   Magnetic heading

   Pitch

   VSI

   OAT

   Pressure altitude

   RPM

   MAP

   Fuel flow

 

 One of these evenings I am going to fly a bunch of circles at

 different

 altitudes and calculate out the TAS for myself to see if what my

 panel is

 saying is correct or not.

 

 Paul

 

 BTW.  I saw a reference to taxi testing.  I would encourage you to

 read my

 article in the Europa flyer on the topic of flight testing.  After my

 experiences my recommendation is not to do taxi testing for the mono.

paul.mcallister

Joined: 09 Jan 2006
Posts: 177
Location: Waukesha, WI USA

Posted: Wed Jun 06, 2007 7:02 pm Post subject: What's up with the cost of 914?

Andrew,



I wish I could give you a "one liner" but I can't, although it has been said

that Burt Rutan proposed a test.  He said that if you were thinking of

adding something to your aircraft then throw it in the air.  If it doesn't

stay there then it probably shouldn't be put on your aircraft.



Seriously though, its a more of a mind set thing.  You win the battle by

shaving off grams, not kilograms.  Put a 100 grams here, a 100 grams there,

and next thing you have added a kilo or two.



The lightest Europa built was around 730 pounds I believe which was an

amazing achievement.  I suspect that the builder just scrutinized absolutely

every thing.  The things that add weight are:



- Modifications

- Modifications

- Modifications

- Filler

- Primer

- Paint

- Upholstery

- Constant speed propellers

- Instrumentation

- High redundancy electrical systems.



Some trade offs you choose to have, for example a high redundancy electrical

system (I have one) but, once you talk yourself into one thing its a

slippery slope.



If you want to get specific help, see if you can get a listing of the Europa

weights and contact the builders who have built light aircraft.  The

lightest 914 mono I could find was 790 pounds.... I sure wish mine was that

light.



Paul

paul.mcallister

Joined: 09 Jan 2006
Posts: 177
Location: Waukesha, WI USA

Posted: Wed Jun 06, 2007 7:06 pm Post subject: What's up with the cost of 914?

Graham,



Essential the GRT EFIS has all of the functionality of a data logger.  I am

planning on doing some data collection to nail the Vx and Vy speeds.  If

this works the way I think it does I reckon I can collect enough data in one

flight to figure it out.



One cool thing you can do is to do collect data during a flight, run it

though a conversion program to strip out the GPS lat/lon data and feed it

into Google Earth.  When you play it Google Earth generates an image as

viewed from the cockpit.... really cool stuff.



Paul

paul.mcallister

Joined: 09 Jan 2006
Posts: 177
Location: Waukesha, WI USA

Posted: Wed Jun 06, 2007 7:10 pm Post subject: What's up with the cost of 914?

Jos,



Please read my article on test flying.  Honestly mate, its a really, really

bad idea to test fly your own aircraft, try and avoid it if at all possible.



I spent months trying to find someone to test fly mine and I only did it

myself as a last resort. To this day I still would have preferred not to.



Paul



--

josok-e(at)ukolo.fi
Guest

Posted: Wed Jun 06, 2007 10:19 pm Post subject: What's up with the cost of 914?

Paul, Graham,



No, i won't certainly do the first flight myself. Ivan has kindly agreed  

to do that and bring me on type.

As for taxi testing, i don't do fast testing, and only crawled on tarmac.  

At least i know that the Winter ASI is working, it showed 20 knots with a  

nice headwind. No reaction of the Dynon yet though.



Weight: No vacuum pump, no steam gauges saves a bit. The factory supplied  

filler with epoxy was used, about 2 pounds, of which at least half was  

sanded away. About Â½ a pound of heavier car filler was used for fine  

scratches. The painter did a good job, there is still paint left from a  

one gallon batch. Added a generator and a second battery, both small. The  

interior however is heavier then i would like it to be. I remember Paul's  

speckle paint interior, it was looking good and must be much lighter.  

Well, i know an area where i can easely save 20 pounds: my owl pot belly  





Regards,



Jos Okhuijsen

-- 

workshopcam http://www.okhuijsen.org/plane

http://www.europaowners.org/kit600

Brian Davies

Joined: 10 Jan 2006
Posts: 124
Location: uk

Posted: Wed Jun 06, 2007 11:19 pm Post subject: What's up with the cost of 914?

If you are a member of the Europa Club, you can look in the members only

area and follow the link to the membership list.  This includes the weight

of each completed aircraft, together with a basic spec for the aircraft.  



Brian Davies membership sec. Europa Club 



--

raimo.toivio(at)rwm.fi
Guest

Posted: Thu Jun 07, 2007 3:03 am Post subject: What's up with the cost of 914?

Hi Jos,



my Dynon is alive when speed is over 30 knots.

They will supply an updated program soon

and after it will be as Winter ASI eq 20 knots.



I got one good advise: IF you do fast taxiing - be prepared for flying



- radio 

- transponder

- safety belts

- trim

- baro

- fuel

- engine

- cowlings

- doors

- yourself



and all the other things must be ready to fly.



Regards, Raimo

===========

Raimo M W Toivio



OH-XRT Europa XS Mono #417, test flying 

OH-CVK C172 Skyhawk, engine overhauling

OH-BLL Beechcraft C45, w radial engines (grounded)



37500  Lempaala

Finland

tel + 358 3 3753 777

fax + 358 3 3753 100

gsm + 358 40 590 1450



raimo.toivio(at)rwm.fi

www.rwm.fi

---

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