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  #11  
Old 04-16-2018, 03:58 PM
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Raymo Raymo is offline
 
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Quote:
Originally Posted by flyingRV View Post
I checked my Numbers for W&B again. The problem is not the fully loaded Aircraft but the flight where there is only me (180lbs) in front of the spar and 20 USG+75lbs of baggage behind it. I also checked on a spreadsheet from the Internet...same result. For landing its getting better of course but takeoff is out of cg Limit.
If flying by myself, I put the heavy stuff in the passenger seat to keep things closer to CG. This should work for you in the -12 as well.
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  #12  
Old 04-16-2018, 04:09 PM
rvbuilder2002 rvbuilder2002 is offline
 
Join Date: Jul 2005
Location: Hubbard Oregon
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Quote:
Originally Posted by flyingRV View Post
I checked my Numbers for W&B again. The problem is not the fully loaded Aircraft but the flight where there is only me (180lbs) in front of the spar and 20 USG+75lbs of baggage behind it. I also checked on a spreadsheet from the Internet...same result. For landing its getting better of course but takeoff is out of cg Limit.
If you wish to carry a full 75 lbs of baggage but are solo, you can strap a heavier portion of your baggage into the front passenger seat with the 5 point harness
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  #13  
Old 04-16-2018, 04:13 PM
rvbuilder2002 rvbuilder2002 is offline
 
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Originally Posted by Jimbot View Post
I was at Sun-n-Fun this past week and spent a lot of time checking out the new Vans RV-12is and asking lots of questions. One thing that I noticed on the new RV-12is is that the opening to the cargo area (between the top of the fuel tank and the roll bar) is a little tight - seemed like it was about one foot tall (0.3 meters) or so, if I remember correctly.
If you tilt the seat backs forward (easy to do) there is vertical clearance of 18" (it is actually closer to 20" but if you account for the cabin light and the latch block for the canopy latch, it is a totally clear space of 18")
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  #14  
Old 08-16-2018, 02:41 PM
flyingRV flyingRV is offline
 
Join Date: Apr 2018
Location: Hamburg, Germany
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After getting so many replies before. I want to keep you up to date.
Back from OSH I'm as far as before concerning my decision.
At first, I've spent a lot of time browsing through the homebuilt area and the guys of VANS have been very friendly and show a lot of patience.
I was lucky to get a demo flight in the 7 and it was - of course - great. To remember, I was pretty sure to decide between 12 and 9, but after flying the 7 and sitting in the 14 I was completely lost

I loved the space and the look of the 14, the efficiency and comfortable cockpit of the 12 with a great visibility, the performance of the 7 with 200hp. I have read so many times about "Defining the mission" and there is nothing more difficult than this. On the one hand, there are the things you do right know and on the other which you'd like to do. I was a little disappointed about the visibility and seating position in the 7+9. There is a big difference compared to the newer models.

I was pretty sure to return home and be sure which airplane to build after having seen all the kits in real life...

But it was nevertheless a great trip!
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  #15  
Old 08-16-2018, 03:39 PM
h&jeuropa h&jeuropa is offline
 
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Location: Kalamazoo, MI
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Simon,

Sorry you missed the Europa forum at Oshkosh. There were about 20 of us you could have chatted with. With the weather, only one managed to fly in.

The LAA rally starts Friday August 31. It is at Sywell UK. There will be Europa Club display and several Europas for you to see. There will also be RVs in attendance.

If you PM me, I can tell you about our Europa.

Let me know if I can be of assistance.

Jim Butcher
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  #16  
Old 08-16-2018, 06:41 PM
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Ed_Wischmeyer Ed_Wischmeyer is online now
 
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One of the problems with LSAs is that if they can fly slow enough to meet LSA requirements, their ability to handle crosswinds may be compromised and the ride in turbulence can be harsh. I see some of the latter in my RV-9A.
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  #17  
Old 12-19-2018, 07:06 AM
flyingRV flyingRV is offline
 
Join Date: Apr 2018
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Hi again,
after a lot of thinking, researching and talking I narrowed the possible choices to the 7 or 14. The visit in OSH changed my mind, I'm glad I'v made the trip.

I've taken a deep look into the 9 and 12 plans (I've ordered the USB stick some months ago when I was strongly leaning towards the 12 or 9) and of course the advanced plans of the 12 make a huge difference. Assuming the plans from the 9 equal the ones for the 7 and the 12 more or less the 14 I ask myself if it's worth to base the decision on the ease of building.
I'm pretty sure I'll manage to understand the 7 plans but it'll take time.
Let's say the 14 satisfies my "needs" to 90%, the 7 to 80%. Spending >20.000$ more for the 10% and an easier built is a lot.

But the more I look into the plans the more I get the feeling that the most difficult thing is not the airframe but FWF, the electric and the avionic without any instruction.
I understand that the 14 has everything pre-fabricated if you stick to the standard but here comes the problem. The 14 is designed for G3x or Skyview right? There is nothing wrong with that but here in Germany you have to install certified avionic if you want to use the plane for IFR, which I'd like to do one day.
So right now I had to install something else and lose therefore some of the big advantages of the 14.

How did you approach the FWF and electric/avionic installation? If you buy the FWF-Kit including engine from VANS do you get the same instructions like in the airframe plans?

Do you think it's worth building the 14 due to easier built if you have to design your avionic and electrical system yourself as in the 7?

Thanks for your help.

Simon
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