I too have the 914 with approx 300 hrs of trouble free service. I chose it
for added safety For those high density alt. days that one may run into and
that added climb power when needed. We also have mountains near. I often do
not use the turbo on take off when at sea level and light loads but nice to
have when one needs it. I had a Kitfox with a 912 and it was a great engine
as well. I would call Lockwood in Florida if you need to talk to people with
914 exp.They convinced me of the 914 reliabilty .
Regards
Jerry
----- Original Message -----
From: "Richard Sementilli" <rsementi@gmail.com>
Subject: Re: Europa-List: What engine for my Europa?
>
> Alan - your comments are very tempting! I too would like to enjoy all
> of the performance of the 914 but again here are my drawbacks:
>
> 1. I have called three Rotax repair facilities and none of them have
> dealt with the 914 becase none of their customers own one so they do
> not have experience in dealing with it. They cant give me any record
> of reliability. However, they have lots of experience with the 912 and
> the 912S and they praise the reliabilty.
>
> 2. Being a turbo engine, it is inherently complex and therefore, I
> would assume have more chances to fail. Now I also would assume that a
> failed turbo engine could still fly but with 912 power until I could
> land it. That's a guess on my part but if it did fail, I'm sure it
> would cost a ton to fix it! Plus who could fix it locally (NY state
> area).
> 3. Everyone I spoke to that has a turbo said that its finicky and
> needs alot more maintenance checking..especially if the plane sits for
> long intervals.
> 4. One owner of the turbo said that he loved the performance but hated
> the tinkering and maintenance. He said he would of installed a 912S if
> he could do it all over again because he said he's pilot, not a
> mechanic.
> 5. Finally, its alot of money for 15 hp and high altitude flying
> capability. Again, I would spend the money if I felt comfortable about
> the reliability and maintenance of this engine. I haven't heard any
> feedback from people with this engine as it relates to reliablity.
>
> Regardes,
> Richard
>
>
> <alan@kestrel-insurance.com> wrote:
>> <alan@kestrel-insurance.com>
>>
>> Fred
>> I don't want to start a war or anything here. So I will qualify this by
>> saying THIS IS PURELY MY PERSONAL OPINION...having flown several
>> versions of Europa with all three rotax engines I chose the 914 turbo.
>> In the last 2yrs it has behaved perfectly and always had an excess of
>> power for almost any situation. I cannot rate it high enough. I do not
>> know of anyone who has fitted it having anything but praise for it. Now
>> that says it all to me. The guys who recommend other engines don't
>> usually have a 914 themselves so cannot really appreciate the brilliance
>> of this little engine. Fit the 914 you will be glad you did..!
>>
>> Alan
>>
>>
>>
>> -----Original Message-----
>> From: owner-europa-list-server@matronics.com
>> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred R.
>> Klein
>> To: europa-list@matronics.com
>> Subject: Re: Europa-List: What engine for my Europa?
>>
>> --> <fklein@orcasonline.com>
>>
>> on 11/6/04 12:50 PM, Richard Sementilli at rsementi@gmail.com wrote:
>>
>> > --> <rsementi@gmail.com>
>> >
>> > I am down to 3 choices for an engine for my Europa.
>> > 1. Rotax 912S
>> > 2. Rotax 914
>> > 3. Jabiru 3300
>> >
>> > I would like to get objective opinions and actual experiences from
>> > anyone about the pro's and cons of each engine. My first choice is the
>>
>> > 914 because of the all around performance but more than the huge
>> > price, I am worried about the complexity of the engine as it relates
>> > to maintenance and overall reliability. I have spoken to a few
>> > mechanics for Rotax but none of them have any experience with the 914
>> > turbo. They all say to keep it simple and go with the 912 or the 3300.
>>
>> > I agree but I'm willing to stretch that goal if feel that I could
>> > handle the burden of its complexity. My most probable choice would be
>> > the 912S because it seems I can get great performance (the same or
>> > better than the Jabiru 3300) with relative ease of operation and
>> > mainenance, lighter weight, and comparable price to the Jabiru. I've
>> > even found a mechanic that is near (2 hours away) to my location.
>> > However, to the best of my research, it is still a more complicated
>> > engine and drive unit than the simple low reving Jabiru. It needs pump
>>
>> > gas almost always, which may not be easy to come by during cross
>> > country flights. The Jabiru is the least expensive, most simple
>> > design, seems easier to maintain, and is direct drive. However, it's
>> > less proven, heavier and I can't find any repair facilities in the NY
>> > tristate area. Am I missing any other engine possibilities that could
>> > be even a better choice?
>> >
>>
>> I forward the following at the request of Alex Bowman, amhd@shaw.ca
>>
>> Fred
>> A194
>>
>> Your pros & cons re the available engines for the Europa were
>> beautifully discribed. Three years ago, I too, was facing this
>> canundrum. I discussed the problem with Keith Wilson while at Europa's
>> home base in Yorkshire 1999, but he was not helpful. May I add to your
>> cons re the Jabiru 3300? It achieves its 120 HP at an R.P.M. much too
>> high for a propellor to be efficient.
>>
>> My final choice was a CAM 125 (Honda) developed by Firewall Forward,
>> Sidney, B.C. On the con side, it is heavy. As delivered it weighed 247
>> lbs. With care 17 ibs. were removed from the engine; this included
>> parts of the casting pertinent only to automobiles. A smaller 35 amp
>> alternator was used. I believe that the reduction unit could be reduced
>> by 20 lbs. at least. A friend who has been most helpful in this
>> conversion has designed a lighter version of this unit.
>>
>> On the pro side: We have an engine that produces 130 HP; it has
>> VTech; has the legendary reliability of the Honda engine; great fuel
>> economy and it uses automobile fuel.
>>
>> The deciding factor in the choice of this engine was that it was a
>> four in line cylinder arrangement. We were able to move the engine
>> towards the firewall, between the foot wells. In other words, the C of
>> G of the CAM 125 is 5.5" closer to the firewall than the C of G of the
>> Rotax 914. My Europa carries no lead except the lead in the battery and
>> in the flight control mass balances. The battery was moved rearward by
>> approx. 30".
>>
>> We designed a cooling system for this engine untilizing two motorcycle
>> radiators and carefully crafted ducts and exits to reduce drag and still
>> provide adequate cooling. To me, this is the most satisfying portion of
>> our input; this has been very successful, and light.
>>
>> My first flight was in May 04. My only snags were - an intermittant
>> transponder and friction between the inner aspect of the ailerons and
>> the flaps, in the clean configuration. My preliminary performance
>> figures were derived without the use of a GPS. Now I have a Garmin 295
>> and will crunch real numbers. An incident on my way to Arlington,
>> Washington in July 04 caught me like a startled fawn. The throttle
>> linkage fractured while over the Gulf Islands. Fortunately we had done
>> "what ifs" in the design phase of our conversion, and had spring loaded
>> the throttle butterfly to the full throttle position. The nearest
>> airport was 20 miles to the stern. The incident happened at 2,500'
>> south east bound. Before the 180 degree turn was completed, the
>> indicated airspeed exceeded 200 mph. The landing was without incident,
>> but I noted that the propeller (Airmaster) stopped with the ignition off
>> when the gear and flaps were extended at 90 mph. My son was with me, on
>> his first flight, and was quiet, watching things unfold - but not
>> crumple.
>>
>> Our flaw was the design of our throttle linkage - Honda knew better.
>> We acquiesed, and replaced the design with Honda's. The throttle
>> corrections have been completed, and I'll fly solo until I'm certain all
>> is well.
>>
>> In a previous career, I was the senior engineering flight test pilot
>> for the Royal Canadian Airforce at Canadair Ltd, Cartierville, Quebec.
>> No military aircraft that I flew had less snags than my wonderful
>> Europa.
>>
>> Alex Bowman amhd@shaw.ca
>>
>> P.S. in 2002 this engine cost $12,000. US
>>
>> P.S. An in-flight photo can be seen on the Matronics Photoshare site,
>> posted Oct. 23, '04,1852656-R1-018-7A.jpg
>>
>>
>>
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