Obviously, all you see in the pictures.
Garmin GNS 530
Garmin GTX 330 Nav/Com
PS Engineering PMA 700M-S
PS Engineering PCD 7100R disc player
Complete Aerox Oxygen System
Most all the parts needed to finish such 4 point belts, Ray Allen servo controls and control
for stick, Whelan lights, Etc, Etc. Even a 406 ELT.
There is NOTHING better for rough fields that the strength of two main wheels and the non-stress of the tail-dragger wheel where there is
almost no weight. Also, consider that if you ever have to unexpectedly land and there is not a runway available the difference in a successful landing or one that damages the airplane can
easily be from the type of landing gear you have.
The tri-gear configuration is the worst because of the weight bearing fragile front wheel which also has high parasitic drag. (Which is why
Ivan Shaw designed the original Europa without a front wheel.) The mono wheel is good for rough fields but the design disadvantages are just WAY too much and outweigh the few advantages
not to mention the disadvantages on a paved runway, as well. The outrigger wheels are indeed susceptible to damage and the mono-wheel airplane is a bear to handle on the ground. I also
very much dislike the noise and heat that comes through the opening in the cockpit floor as well as the lost space in the cockpit. My conversion to a tail-dragger, from the get-go, was
performed at the original U.S. Europa office in Florida.
Another advantage to my gear setup is one you won’t hear many people aware of. Avoiding prop damage! When flying out of gravel
or rough fields there is a definite advantage to having more blade clearance from the ground. A tail-dragger has the prop higher from the ground on the all-important initial throttle up thus less
chance of prop damage from ground debris, gravel, stones, etc.
One reason I went to a six cylinder rather than a four was for better performance at higher altitudes, whether from the ground or higher
air altitudes for calmer air; also one reason I purchased an oxygen system. It is also less expensive than the high-priced Rotax, simpler durable design, cheaper to maintain and repair,
no weight penalty, and inherently far smoother! The resonant frequency vibrations from a 4 cylinder can, over time, have an effect on every delicate part on an airplane. Of course the power
potential is a big plus, as well, for the safety of a shorter takeoff and faster cruising speeds.
And here, should be the clincher for ANYONE! It certainly was for me. NO TROUBLESOME PR UNIT!! (Power Transmission gear
reduction unit that sits between the engine and the propeller.) In my opinion, these are the most unreliable part of an airplane. And they sound terrible! They are expensive, add
weight, are delicate, rob power and are noisy! On my airplane, the propeller connects directly to the engine!! No transmission to fret over.
Weight is the enemy of any airplane. If you want to know if a part is too heavy, here is the rule of thumb; (Burt Rutan) “If you
throw it up in the air and it comes back down…. Its too heavy!” With that being said, this was the reason my partner and I searched long and hard for a more powerful engine than a
four but one without a weight penalty; believe me, hard to do! I know of people who installed the Subaru 6 cylinder and it was not a successful marriage because of its weight. I know of
no other 6 cylinder engine that is acceptable in a Europa. For those that want performance, in my opinion, is the perfect match.
My intention was to turbocharged the engine after the warranty period expired. Without a harmful weight penalty nothing can come even
close. taking off at 6000’ altitude is NOT going to be a problem! My partner, Tom, owned his own turbo charging business for twenty years, “Turbo Tom’s”. He
was a master technician and wrote many articles for Kit Planes Magazine.
Finally, consider this: We thrive on visceral reward. The beauty of shape, sounds, touch, smell, etc. On considering your
engine, a “wonderful” sound can be as sweet as there is and a “yucky” sound can ruin the experience. Example; would you like your car to have the sound of a Ferarri or
Bugatti Veron or would you be happy with the sound of a 4 cylinder economy car? Ever been in a BMW 6 cylinder performance car where the driver is pushing it? Its a sweet sound that BMW is
So what is my point here? The visceral audible reward of 6 cylinder engine verses a four cylinder can be a night and day in your
experience flying. Now, consider the really objectionable noise of adding a PRU (power reduction unit - the transmission between the engine and prop) and you can have a very unrewarding sound
that you cannot escape. Pilots frequently use the the description “sewing machine” or “clanky”. Now, consider the beautiful engine sound of a perfectly balanced
and much smoother 6 cylinder such as that of a BMW with no noisy PRU. This is “direct drive” - quiet as a mouse! It can mean a world of difference in your experience with your
85% Completion Is The Perfect Stage To Purchase An Aircraft
Why? Well, if buying one that is completed you do not get a chance to really dig deep and inspect the work and detail that was done
in building the plane. It’s all covered up with filler and paint. Yeah, pictures can show some things but you’re only going to see what the builder wants you to see. With a
plane that is finished except the interior and exterior surfaces you get to see everything! The other WONDERFUL advantage is that you get to make the final selection of the interior materials ,
colors, and design, as well as the point color scheme you want rather settle for what the seller wanted. This plane is meticulously built. The guys from Europa said these were the best
wings they had ever seen outside the factory made wings.
What Is Required To Finish The Aircraft
To the best of my knowledge, engine gauges, a prop, interior, filler for the wings, and paint. Trying to think if I have a spinner or
not. Seems I recall they come with the kit but I can’t picture it in my mind.
As you know you can have minimal quality done or exquisite quality done. I’ll quote what I feel is each end.
~ Interior Finish - $2500 to $3500
~ Fill and Sand Wings - $1500
~ Paint Wings and Fuselage – $5000 -
~ Installation of servo motors.
~ Connecting everything together.
~ Prop -$2,000 -$3,000
~ Engine Gauges – $300 - $1200 (Automotive or Aviation is
the cost difference)
~ Wheel Pants - $500
Two and 3 blade models. Normally you will use a 2 blade up to about 150 hp. Obviously, research needs to be done to make sure of the
best match for your needs (quick climb verses top speed) and fixed, ground adjustable, or constant speed prop. Keep in mind that most articles will refer to the Europa using a 4 cylinder. Yours will
have the 6. Sooooo much nicer!!!
Prop - 2 Blade – Approx. $2000 (80-150 hp) or $3500 for trick constant speed prop. A Sensenich ground adjustable
composite sells for $1525. Plan on a 3 to 4 week lead time. An Airmaster Prop, AP420 is developed particularly for Jabiru engines. The AP420 is supplied as a complete system
which includes AP420 feathering hub, Sensenich composite blades with inbuilt stainless steel leading edge protection, polished aluminum spinner in a choice of sizes from 8" to 11", AC200
"SmartPitch" constant speed controller, pre-made wiring looms, mounting hardware, installation tools, spare brushes, operators manual and prop log book. This is the most complete
and elegant CS propeller system on the market. Easy to install and operate. The AP420 complete is $6,150 plus a Jabiru 2” extension for $60.
Engine Gauges - Engine gauges can be next to nothing if using automotive or pricey if using fancy aviation all in one graphic type
presentations. JPI does have a cool all-in-one that fits the spot I have designated on the panel. $500 for
automotive gauges to $3000 for what I had planned to purchase to fit in the open and perfectly placed last spot of the panel. Very trick!!
http://www.jpinstruments.com/edm_730_830.html $2,750 MSRP
http://www.jpinstruments.com/edm_740.html $3,250 MSRP
Summary & Price
I do not believe there is another plane out there that has the features mine does in this price range. I am very picky and ok
....somewhat spoiled. I wanted as close to the best of everything including all the goodies but not at the expense of the plane flying ‘true’ and having an aircraft with the utmost
integrity. The engine, wheel configuration, avionics, amenities, and the superior quality of build, in my opinion is the best anywhere.
What influences my price verses keeping the plane and finishing it: I have about $80,000 in the plane, not counting my
partner’s labor (who was a brilliant engineer and wrote articles for Kit Planes) nor counting my labor. I realize labor isn’t always recoverable but that is ok; this has been one of
the most rewarding projects of my life. The economy is soft but demand for these economic planes is improving because pilots are downsizing for fuel saving considerations.
I am willing to accept offers in the 40’s. That is what I have in the panel alone!! No doubt there are cheaper planes out
there; ones with less amenities, but more importantly some that do not fly true, or worse, may not be airworthy. I know of a Europa builder here in Atlanta that built his Europa in FOUR months
by himself!! Impressive? Not to me!! It flew horribly! More importantly, I wondered how anyone could feel secure and at ease when flying this plane. Most of the time, we
get what we pay for. This is definitely one of those times to keep this in mind. And how do you know you are purchasing a quality build? Buy an aircraft before the work has been
covered up with filler and paint.
PS: I would love to keep this airplane so I would also consider a partner living in the Atlanta area.