914 RAF "J" stick pics

[birdy]

A while ago someone asked me to post a pic of the RAF "J" stick mod I did.So here it is. :)

[birdy]

The 914 sitt'n pretty.

[KenSandyEggo]

Birdy, can you try another with the sun in some other position? That shadow makes it almost impossible for me to make anything out....or am I just going blind? Maybe take some on the ground? I'm assuming the stick is in the center and you have a "J" that swivels up and over to get it out of the way? Can the passenger use it to fly the ship? Oh, wait. You are on the ground. See if you can get one without the shadow and maybe the way the stick is connected at the bottom? Thanks, mate. :p

[birdy]

Sorry for the lousy pics Ken,but a SCG using a cheapy dige camera don't make for good pix ay.I'll git one of the kids to do it,they is alot smarter with this tech stuff than me.

[KenSandyEggo]

I need to do something with the sticks in mine. With the raised cabin and me trying to swing my foot around the stick, I look like Chubby Checker (remember him?) trying to squeeze into Demetra's jeans. I'd like to either curve the sticks or go to something like you have so I can look more graceful getting in and out. The old right leg isn't as limber as it used to be. What's an "SCG?" Or shouldn't I ask?

[birdy]

SCG= simple cow grower.

[Mayfield]

Ken,

Do you remember your flight in the H4? We have tested a similar stick in the SparrowHawk. As a matter of fact, the prototype for the H4 stick was tested in my RAF back in 1999.

It is essentially like a Robinson stick except it is pivoted on both sides so neither pilot has the stick grip up in front of his face.

The testing that remains to be done is the "pilots in opposition" test. I suspect we will have to beef up the lower socket when the results are in.

Jim

[quadrirotor]

Birdy, what are the performances of your RAF with the 914? weight gain? etc...Thanks.

[LARRYEBOYER]

Jim Mayfield.
I reciently acquired an engine from Colorado rebuild. It has the same components you request in your rebuilds. What are you recommending for a breakin procedure?
PS. I have an opportunity to help build one of your sparrow hawks. I have been taking people up at the field I keep my RAF.Last fall I took up Andy P.he was hooked. He ordered a kit from you and expects delivery this Sept. I look forward to flying it. I know it will be sweet!

[birdy]

Andre.
@ 130lb lighter
The 914 coupled with 28' extr. alum. blades the fuel burn has dropped from 19lph to 14lph,giving a safe range of close to 6 hours on a full tank.
Also ,being lighter,it's much more "slippery".
The 914,with an altitude compinsating wastgate,is producing more power than the EJ22t replaced.
Baseically,it's considerably better in every aspect.[axcept for the hole in me pocket]

[KenSandyEggo]

Now that you mention it Jim, I recall it. Let me know when it's finished and ready to market. Who knows? I might have some money burning a hole in my pocket by then.

[quadrirotor]

Birdy, what about the trim situation?

[birdy]

Trim??????

[quadrirotor]

has the mast to be more forward?

[birdy]

Sorry,no.
When I had the EJ22 it would fly slightly nose high one up,level with 2.Now it's perfect one up and a little nose down 2 up.Not bad enough to need to change the mast setting for a passenger,unless he's a fat bastered.

[The Rock]

Birdy,

Are you saying that the Rotax 914 with an altitude compensating wastegate is producing more usable power than an EJ22 turbocharged engine?

The AAI dealer in Colorado is fitting an EJ22 turbo on his SparrowHawk. We need it, because our field elevations are over 5,000 ft and we often see density altitudes in excess of 9,000 ft on the ground. If the Rotax 914 produces more usable power at less weight, then this may be the solution to our problem.

[KenSandyEggo]

Birdy, did you have a turbo-charged Soob as Cliff mentions? If not, and Birdy was running a carbed version, I could see where the Rotax would be impressive. I doubt that the EJ-22 with a carb has any more horsepower than the Rotax. Soob claims 130 horsepower at 4-500 rpm more than we usually turn and with FI. Take away the FI, over 100 pounds and 4-500 rpm and I'll bet Birdy's observations are correct as to the performance of the Rotax.

[birdy]

It was a holly carbed sood, rated to produce 120hp,at sea level. I'm a little higher than the sea here,[2000',with dencity alt getting upto 9000+' in summer.]
Admittedly the rotax 115hp is for only 10 mins,but if you ain't off in ten mins,power isn't your problem.Max boost is @ 6psi,I think,and it would only be on that for 30 secs to git airborn,then you level out to cruise power ,0psi manifold pressure.

It'll climb steeper than I'm comfortable with,even with a passenger.

I never had a problem with the power of the EJ22,I just didn't feel comfortable fly'n over these ranges with an auto engine that had rubber bands driving the internals.

I put the 914 onit coz I got it cheap and it's got duel everything.The better performance is a bonus.

[Udi]

The AAI dealer in Colorado is fitting an EJ22 turbo on his SparrowHawk. We need it, because our field elevations are over 5,000 ft and we often see density altitudes in excess of 9,000 ft on the ground. If the Rotax 914 produces more usable power at less weight, then this may be the solution to our problem.

I believe Carl is using the EJ20, not EJ22, Cliff.

The 914 may be the solution to all your problems only if you can afford it. A soob conversion is significantly cheaper.

Udi

[birdy]

And significantly heaver too Udi.
When you are operating from altitudes ,the weight becomes much more of a problem.
The more hp you bolt on the more weight also.More weight needs more power,it becomes a round-a-bout you notice most at alt.[also ,the heaver the machine gets ,the "slower" it gets,not to mention thirsty.]If only rotaxs grew on trees.

BTW,where's Ptkay????