Today's Message Index:
----------------------
1. 12:26 AM - aluminium windscreen fairing (Allarzil@aol.com)
2. 06:42 AM - IO 390X (Darrell Reiley)
3. 07:22 AM - Re: IO 390X (Kevin Horton)
4. 09:00 AM - Re: IO 390X (Darrell Reiley)
5. 05:56 PM - Re: ti tie downs (Tim Bryan)
6. 06:19 PM - Re: ti tie downs (Bob)
7. 07:06 PM - Talking airspeed indicator - user report - long (JVanLaak@aol.com)
8. 08:58 PM - Blue Mountain EFIS (Shinden33)
Message 1
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| Subject: | aluminium windscreen fairing |
hello
the article in the Rvator about the aluminium windscreen fairing date is
6/97
and in the 24 years of the RVator book the article is page 133 ..
Alain
Message 2
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--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
Does anyone have the specs for this engine? If this
engine is built on a Lycoming 320 platform I would
like to review the specs. Mahlon, please chime in...
What makes this engine rated at 390 cubes?
Darrell
__________________________________________________
Message 3
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--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 18 Jun 2006, at 09:37, Darrell Reiley wrote:
> --> RV-List message posted by: Darrell Reiley
> <lifeofreiley2003@yahoo.com>
>
> Does anyone have the specs for this engine? If this
> engine is built on a Lycoming 320 platform I would
> like to review the specs. Mahlon, please chime in...
> What makes this engine rated at 390 cubes?
This engine is based on the IO-360, but with a bit more bore, to get
390 cubic inches.
There was an earlier post which seems to have confused this engine
with the O-340, which is based on the O-320, but with a bit more
stroke to get 340 cubic inches. A few O-340s were built many years
ago, but the model was discontinued. Now there is an attempt to
resurrect it.
See:
http://www.lycoming.textron.com/main.jsp?bodyPage=/pressReleases/
july02/mostPowerfulFourCylinder.html
http://home.adelphia.net/~aeroengine/LycFam.html
http://home.adelphia.net/~aeroengine/Lycoming1.html
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 4
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--> RV-List message posted by: Darrell Reiley <lifeofreiley2003@yahoo.com>
Hi Kevin,
Well that makes a lot more sense to me now. I could'nt
make any numbers work to get the 320 platform with
mods to rate 390 cu.
Thanks,
Darrell
do not archive
--- Kevin Horton <khorton01@rogers.com> wrote:
> --> RV-List message posted by: Kevin Horton
> <khorton01@rogers.com>
>
> On 18 Jun 2006, at 09:37, Darrell Reiley wrote:
>
> > --> RV-List message posted by: Darrell Reiley
> > <lifeofreiley2003@yahoo.com>
> >
> > Does anyone have the specs for this engine? If
> this
> > engine is built on a Lycoming 320 platform I would
> > like to review the specs. Mahlon, please chime
> in...
> > What makes this engine rated at 390 cubes?
>
> This engine is based on the IO-360, but with a bit
> more bore, to get
> 390 cubic inches.
>
> There was an earlier post which seems to have
> confused this engine
> with the O-340, which is based on the O-320, but
> with a bit more
> stroke to get 340 cubic inches. A few O-340s were
> built many years
> ago, but the model was discontinued. Now there is
> an attempt to
> resurrect it.
>
> See:
>
>
http://www.lycoming.textron.com/main.jsp?bodyPage=/pressReleases/
>
> july02/mostPowerfulFourCylinder.html
> http://home.adelphia.net/~aeroengine/LycFam.html
> http://home.adelphia.net/~aeroengine/Lycoming1.html
>
>
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://www.kilohotel.com/rv8
>
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
Message 5
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| Subject: | Re: ti tie downs |
Hi website says he works for the titanium place and uses their equipment
to
build them. Maybe they put a kabosh on that.
-------Original Message-------
--> RV-List message posted by: Wheeler North <wnorth@sdccd.edu>
Tim,
Don't know, but I've had that idea for several years.
I once sent Randy an email asking if he would make them for me, but alas,
no
reply.... he must make his living by another means.
W
Time: 01:59:53 PM PST US
--> RV-List message posted by: Tim Olson <Tim@MyRV10.com>
Wheeler, I have the Claw tiedowns too, and they work great.
Question for any of you who may be "in the know" on metal sources
though....
Do you think that titanium stakes for use in the claw would save
a bit of weight? It comes with 9 steel stakes, and it adds up
a bit. If I could spend $50 extra and get titanium, I may
consider it.
Tim Olson - RV-10 N104CD - Flying
do not archive
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Message 6
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| Subject: | Re: ti tie downs |
He is in jail, probably for not delivering tiedowns.
----- Original Message -----
From: Konrad L. Werner
To: rv-list@matronics.com
Sent: Friday, June 16, 2006 11:47 AM
Subject: Re: RV-List: ti tie downs
Who says that Randy is alive? Anyone know for sure?
----- Original Message -----
From: Wheeler North
To: 'RV-List Digest Server '
Sent: Friday, June 16, 2006 9:33 AM
Subject: RV-List: ti tie downs
--> RV-List message posted by: Wheeler North <wnorth@sdccd.edu>
Tim,
Don't know, but I've had that idea for several years.
I once sent Randy an email asking if he would make them for me, but
alas, no
reply.... he must make his living by another means.
W
Time: 01:59:53 PM PST US
From: Tim Olson <Tim@MyRV10.com>
Subject: Re: RV-List: Tie Downs
--> RV-List message posted by: Tim Olson <Tim@MyRV10.com>
Wheeler, I have the Claw tiedowns too, and they work great.
Question for any of you who may be "in the know" on metal sources
though....
Do you think that titanium stakes for use in the claw would save
a bit of weight? It comes with 9 steel stakes, and it adds up
a bit. If I could spend $50 extra and get titanium, I may
consider it.
Tim Olson - RV-10 N104CD - Flying
do not archive
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-- Date: 6/16/2006
Message 7
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| Subject: | Talking airspeed indicator - user report - long |
Talking ASI
A while back I posted a piece reviewing the Trutrac ADI that I have
installed in my RV-6. At that time I commented that I liked the unit but h
ad no
intention of adding the AOA feature that was about to be made available.
Although I have flown over 120 types of aircraft including a number of jet
fighters
with AOA systems, I am not a big fan of AOA systems for light aircraft.
A day or so later I received a note from Mark at Smart Avionics asking why
I
was against AOA. I explained to him that I am not against the systems, but
that it was not something I thought would add to my airplane. I learned
early in my flying career (36 years and counting) that the best landings ar
e to
be had when the airplane talks to the pilot through subtle clues like sink
rate, control feel, and so on. Airspeed indicators and AOA indicators are j
ust
aids to that for times when the more subtle clues may not be getting your
attention.
Mark then described to me a product he produces called the Talking Airspeed
Indicator. His company is called Smart Avionics and this is the SmartASS.
I
offered to give it a whirl with a loaner unit and give him feedback if he
were interested, and he agreed. The unit came about 3 weeks later.
Right off I was impressed that the unit seemed well designed and executed.
The packaging is small and neat, well labeled and with a very clean pre-wir
ed
harness. I headed for the airport at the first opportunity to hook it up
and see what it did. I patched in the pitot line but left the static vente
d to
the cabin. There are only two controls, an on/off volume rotary knob and a
push button for changing modes. Like most guys, I did not bother to read
the manual but headed for the runway to try it out.
The system started right up and sounded very nice. A very pleasant female
voice began by announcing =9Cairspeed in knots=9D with a deligh
tful British
accent. On takeoff it started calling out airspeeds starting somewhere aro
und 40
knots or so (acceleration is so brisk in RVs it is hard to notice when it
starts) and continued throughout the flight. There was about a 4 knot
difference between the airspeed dial and what was being reported verbally wh
ich seemed
perfectly reasonable given the different static port. It was interesting an
d
kind of fun, but not a breakthrough.
I sent a short note to Mark to tell him about my first impressions and he
said he really thought the indicator mode was the best feature of the syste
m.
The what? OK, time to read the manual. Seems you can set a reference speed
for the final approach that the system will use when you change modes. If
you
are within 5 % of that reference speed you get a call of =9Cspeed goo
d=9D every
8 seconds. If you are from 5% -10 % away from that speed you get a
=9Cfast=9D
or =9Cslow=9D call every 4 seconds. Go 10% -15% away from that
speed and it
goes to =9Cvery fast=9D or =9Cvery slow=9D every 2 s
econds or so. Go beyond that and a
bell is added to the warning. I am reciting these values from memory, but
you get the idea.
Using this mode is definitely a horse of a different color. Pushing the mod
e
button once established at approach speed you get a nice reinforcement of
the airspeed. For a low time pilot or anyone else who has trouble maintain
ing
a constant airspeed (the light stick forces of the RVs do make it a little
harder) this gives a reassuring reference. It might even keep someone out o
f
trouble who was not proficient or otherwise operating below their normal
capacity.
On the other hand, the way the system works makes it best suited to someone
who flies long and stable final approaches. This is the textbook way to fly
of course, and it is without doubt the best way for low timers. But some o
f
us who were taught by old timers in ragbag taildraggers tend to fly close,
steep power off approaches, often with large slips, and with only about 10
seconds of stable flight at the normal approach speed. We use the airspee
d as
one of the tools to get to the spot on final where we can get to that airsp
eed
on the way to landing where we want to be. For people like me who fly that
way, we would be listening to a voice constantly indicating we are off-nomi
nal
the reference speed. But we would already know that and in fact be counti
ng
on it. In other words, this system would have relatively little value for
folks who fly like this. But such folk are not the target audience.
So after about 8 weeks and maybe a dozen landings with the system what is
the verdict? I have developed a definite respect for this little system an
d
the man behind it. In my opinion it is well conceived and executed, and c
ould
offer a real safety enhancement for some pilots, particularly low timers or
those who are only marginally proficient. But the system is not something
I
would buy for myself because I do not fly the kind of stabilized approaches
that work best with it.
I recommend those whose flying habits are appropriate to seriously consider
one of these systems. You can find information including a downloadable
installation guide at _http://www.smartavionics.com/_
(http://www.smartavionics.com/) . I would encourage you to email Mark with
questions as he seems
genuinely interested in having his products increase the safety and utility
of
aircraft. Likewise, I would be happy to answer questions for anyone who is
interested. If you are nearby (Hampton VA area) and would like to see the
system
in operation that might be arranged as well.
And no, I am not on the payroll or in any way affiliated with Mark or Smart
Avionics.
Jim Van Laak
Flying RV-6 N79RL
Message 8
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| Subject: | Blue Mountain EFIS |
--> RV-List message posted by: "Shinden33" <shinden33@earthlink.net>
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All,
Please excuse my intrusion but I was referred to your community for advice.
I own Yak-52 and am considering adding a Blue Mountain EFIS/LITE gen 4 to my
panel in favor of the current RMI. I need EHSI capability, which limits my
options but have had mixed advice on the blue mountain unit. Can anyone
impart some general knowledge, experiences, stories, etc?
Best Regards,
Scott Glaser
Yak-52
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Matt Dralle
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Matt Dralle
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