Today's Message Index:
----------------------
1. 02:34 AM - Re: Subaru down (steveadams)
2. 04:25 AM - Re: Risk Tolerance: Subaru down (n801bh@netzero.com)
3. 04:30 AM - Re: Re: Subaru down (n801bh@netzero.com)
4. 05:12 AM - Wanted GPS and Parachute (GreasySideUp)
5. 05:36 AM - Re: Subaru down (steveadams)
6. 05:39 AM - R&D Risks was : Re: Subaru down (Ed Anderson)
7. 05:57 AM - Re: RV-7 Best climb and rate of climb (Kevin Horton)
8. 08:48 AM - The Risks (Jim Fogarty at Lakes & Leisure Realty)
9. 09:09 AM - Re: The Risks (Ed Anderson)
10. 09:18 AM - Re: RV-7 Best climb and rate of climb (J. Mcculley)
11. 09:25 AM - Honda Piston Engine (Jerry2DT@aol.com)
12. 09:38 AM - RV-7 Best climb and rate of climb (John Lenhardt)
13. 10:01 AM - RV-4 Question (J. Mcculley)
14. 10:13 AM - Re: Honda Piston Engine (Rob Prior)
15. 10:15 AM - Re: Honda Piston Engine (Terry Watson)
16. 11:22 AM - Re: Subaru down (Tracy Crook)
17. 11:41 AM - Re: Honda Piston Engine (Garry)
18. 12:23 PM - Re: RV-4 Question (Dean Pichon)
19. 12:46 PM - Re: Honda Piston Engine (Terry Watson)
20. 01:40 PM - Re: Honda Piston Engine (Brian Huffaker)
21. 02:09 PM - NMEA Data String for NavAid Operation (John Fasching)
22. 02:23 PM - Re: Honda Piston Engine (Brian Huffaker)
23. 04:55 PM - Re: Subaru down (JFLEISC@aol.com)
24. 04:58 PM - Re: RV-4 Question (JFLEISC@aol.com)
Message 1
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Shoot me, but this whole auto conversion thing is still in the snake oil stage.
Everyone wants something better than the lycoming and Continental offerings,
and people tend to see what they want to see and ignore or minimize the rest.
It is laudable that some want to be a part of developing the dream of a more modern,
consistently reliable aircraft engine; but pretending that that engine
is available today in the 120HP and up range is wishful thinking at best and approaches
delusional at worst. So I say good luck and thank you to those doing
the R+D with these engines, because someday due to your hard work and acceptance
of the risk, we will all benefit. Just don't pretend that you are not participating
in the R+D of an as yet unproven technology.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=167974#167974
Message 2
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Very well stated Ed,
I might add there is a reason there is an "EXPERIMENTAL" placard displ
ayed on the planes we build. Some of us desire to explore the full meani
ng of that option, some are not. YMMV
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- "Ed Anderson" <eanderson@carolina.rr.com> wrote:
> Do they understand the risk or is it some infatuation with an auto
> conversion and cheaper auto fuel? Was the RV-10 that crashed
> with one fatality using an auto engine?
>
> I will admit that I am biased against some things and one is auto
> engines in aircraft. I won't fly in one or buy one.
> Ron Lee
>
Nothing wrong being biased against something that can add more risk to a
n
activity that is already a bit more risky than sitting on the couch watc
hing
TV [:>).
But, risk tolerance is certainly a personal and relative thing. Ever kno
wn
someone who thought it was too risky to even fly on an airliner or get o
n a
motorcycle or sky-dive. Sky-Dive!! You couldn't pay me enough to jump o
ut
of a perfectly good airplane for the fun of it!! But, I've no problem
flying behind my rotary powered RV-6A since 1998. I think a large part
of
it is how much "control" do we think we have over a situation.
I can recall a number of decades back when most pilots flying Spam Cans
would have made the same statement about getting in an experimental airc
raft
and there are still some who won't. I always tell folks, if you don't f
eel
comfortable about it - you are probably pushing your risk tolerance enve
lope
and that is seldom a wise thing to do.
Fortunately, in this country we are permitted to make those risk toleran
ce
decisions as they best suit each of us - hopefully, with an informed
understanding of what the risk really is.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
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Message 3
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We don't pretend Dr..... There is an 'EXPERIMENTAL"decal on our planes..
Remember. ?
Ben Haas
N801BH
www.haaspowerair.com
-- "steveadams" <dr_steve_adams@yahoo.com> wrote:
Shoot me, but this whole auto conversion thing is still in the snake oil
stage. Everyone wants something better than the lycoming and Continenta
l offerings, and people tend to see what they want to see and ignore or
minimize the rest. It is laudable that some want to be a part of develop
ing the dream of a more modern, consistently reliable aircraft engine; b
ut pretending that that engine is available today in the 120HP and up ra
nge is wishful thinking at best and approaches delusional at worst. So I
say good luck and thank you to those doing the R+D with these engines,
because someday due to your hard work and acceptance of the risk, we wil
l all benefit. Just don't pretend that you are not participating in the
R+D of an as yet unproven technology.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=167974#167974
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Message 4
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| Subject: | Wanted GPS and Parachute |
Hello, I'm a member of the Yak list down below but noticed the RV forums are busy
as well. I'm looking for a GPS and a Seat Pack Parachute. Open to Garmin
96c, 195 196 295 and maybe a 296 but the price has to be sweet. Possibly others
as well.
Let me know what you have, and please send a picture if you can.
Thanks,
Josh
greasysideup(at)hotmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=167994#167994
Message 5
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> We don't pretend Dr..... There is an 'EXPERIMENTAL"decal on our planes.. Remember.
?
>
>
> Ben Haas
> N801BH
> www.haaspowerair.com
>
So does spaceship one, but I think anyone flying spaceship one realizes that his
level of experimentation is a bit more than someone flying in a stock RV. I
don't believe some builders (and their passengers) of planes with auto conversions
have this same level of realization.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=168002#168002
Message 6
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Shoot me, but this whole auto conversion thing is still in the snake oil
stage. Everyone wants something better than the lycoming and Continental
offerings, and people tend to see what they want to see and ignore or
minimize the rest. It is laudable that some want to be a part of
developing the dream of a more modern, consistently reliable aircraft
engine; but pretending that that engine is available today in the 120HP
and up range is wishful thinking at best and approaches delusional at
worst. So I say good luck and thank you to those doing the R+D with
these engines, because someday due to your hard work and acceptance of
the risk, we will all benefit. Just don't pretend that you are not
participating in the R+D of an as yet unproven technology.
Won't shoot you Steve, You are absolutely correct, risk is always
involved when trying something new (in fact even when using the tried
and true).
Almost ever advance in aircraft design and performance of the aircraft
you are flying today was at one point "Experimental". But, until a
concept/approach is proven (and even then) it is Research and
Development and carries a greater risk element. However, like almost
everything else, if the risk is correctly recognized and approached
properly means of minimizing (but, not elminating) the risk can be
developed. You are absolutely correct, I tell folks that developing
your own alternative engine installation is a miniature R&D project and
like all such projects, it will cost you more and take longer than you
ever planned. It takes a understanding of the requirements for each
subsystem, a plan for developing and fabricating each, the installation
and then the risky part - testing.
We have all seen the engine developments which appear year after year
at the major EAA events, with all their potential promise - but, they
never quite make it to the production stage. It is unfortunately that
some (but not all or even the majority) of engines offered have
unrealistic and unsubtanuated claims to power, performance and cost,
this does not help the "snake oil" factor, you mentioned. However,
there are many/most alternative engine projects which never have any
objective of offering a product - we do it for a number of reasons, but
seldom is it done because of a potential profit motive.
In this day and age, getting any sort of new type engine (no matter how
good) into production status requires enomous resources, which given the
limited market, this just doesn't seem to happen. The only one I am
aware of is a Swiss Company which clearly has deep pocket support for
their certification (which they have applied for) of a rotary derived
engine. But, it will end up costing at least as much (probably more) as
a Lycoming - so no magic bullet. But, this too started out as an
experimental engine.
Engine model G300 C2B and Mistral proprietary DEM system
are presently undergoing FAA type certification
under FAA project number TC9823 AT-E.
http://www.mistral-engines.com/
Personally, I did it because of the technical challenge and the
potential I saw in the rotary as an reliable aircraft engine. I
certainly do not recommend taking this route for most folks. . As Tracy
Crook (1600+ hours behind a rotary powered RV-4) stated - if you have to
ask someone whether you should go the alternative engine route - you
probably should not. I certainly would never entertain producing FWF
kits of any engine - just too many things beyond the manufacture's
control, too little profit and too much liability risk.
Best Regards
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
Message 7
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| Subject: | Re: RV-7 Best climb and rate of climb |
On 5 Mar 2008, at 18:22, Kevin Horton wrote:
> On 5 Mar 2008, at 16:44, Lapsley R. and Sandra E. Caldwell wrote:
>
>> <lrsecaldwell@earthlink.net>
>>
>> We have a RV-7 with O0360 and FP prop (72-85).
>>
>> We are in the phase I process and measuring various speeds using
>> the 2000 ft to 3000 ft and stopwatch metnod.
>>
>> We get best glide at about 85 knots which seems about right.
>>
>> However we are having difficulties getting consistant climb
>> speeds due to thermals and wind shears.
>>
>> Vy seems to be 90 to 95 knots(seems high) with best rate of climb
>> around 70 knots.
>
> I can't help you with any comparative performance, but I can offer
> some comments that might help you get better data. At low
> altitudes, such as 2000 to 3000 ft, there is little hope of getting
> good data except in a short period after sunrise. As soon as the
> thermals start there is no point in trying to do any more low
> altitude performance flight testing. If you want good data you
> need to be cranking the engine when the sun peeks above the
> horizon. In the summer that will mean a very early start, but it
> is the only way to get smooth air. On some days you might only get
> 30 minutes of testing before you can start to feel the light bumps
> from thermals, while on other days you might get several hours of
> testing. Mornings with a high overcast are the best, as that
> reduces the amount of sun heating the ground, which delays the
> start of the thermals. Once you can start to feel any perceptible
> turbulence from thermals, there is no point in trying to record
> performance data, as it won't be very accurate.
>
> Even early in the morning, the wind speed and direction will
> usually change with altitude, and this affects the results. You
> can minimize the errors induced by wind change with altitude by
> doing two runs at each climb speed, with the two runs on headings
> that differ by 180 degrees. The effect of wind on the two runs
> will be in the opposite sense, so if you average the rates of climb
> you will mostly cancel out the effects of this wind shear.
>
One more thing - it may be more productive to delay detailed
performance testing until you are out of the flight test phase so you
can carry someone to record data. It can be very difficult to
accurately fly the aircraft, keep a look out for traffic, and record
climb data. If you try to do it all yourself, you probably won't
hold airspeed as accurately as desired, which will make the results
inconsistent. It is much easier if you can divide the tasks between
two people. Just make sure you agree on which of you is in charge of
looking for traffic, or you might find that neither of you is doing it.
For phase one flight testing, if I didn't have an automatic data
logger, I would probably just do very rudimentary performance tests.
Then once I could legally carry someone to record data I would do the
detailed performance testing.
Fly safe,
--
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 8
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Ed,
I really think your post is right on and I for one don=92t have the
knowledge to install any engine other than a Lycoming and I will need
some good backup in that department. As we all know someday our birds
need to take to the air with us at the controls!
I was on the internet a few months ago researching this subject, and
soon located your site. By the way you have a wonderful site and lots
of experience, practical knowledge and dedication. I looked at the site
for a short time and said to myself, this is not me. I=92m not really
mechanical and everyday I learn something new just trying to build the
RV9A.
Thanks for you post today and thanks for keeping us builder on track.
Jim Fogarty
RV9A
Message 9
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Thanks for you comments, Jim
One of the objectives of my website and postings is to try and convey
the good, the bad, and the ugly of MY conversion process - so that
others may make a better informed decision. I don't advocate anybody
taking on such a project - but, if you are going to, best to get a feel
for what is really ahead of you.
Fortunately, unlike the "old" days, most alternative engines of popular
interest now have an e mail list. Being able to share information has
significantly enhanced safety, lessened risk and promoted good practices
as we exchange the successful approaches and perhaps equally important -
those approaches which were less than successful. Just having the moral
support of like-minded individuals can help get you over the rough
spots. But, there is still the added risk element.
If your primary objective is to fly, I always recommend sticking in a
proven engine and go enjoy - life is too short to do otherwise. But, if
you have a streak of masochism in you, enjoy (I know -sounds sort of
sick) solving technical problems and tinkering then it MIGHT be your cup
of tea.
Thanks again, Jim, you used the information as I would have hoped - to
make the decision best suited to you.
Ed
----- Original Message -----
From: Jim Fogarty at Lakes & Leisure Realty
To: rv-list@matronics.com
Sent: Thursday, March 06, 2008 11:43 AM
Subject: RV-List: The Risks
Ed,
I really think your post is right on and I for one don=92t have the
knowledge to install any engine other than a Lycoming and I will need
some good backup in that department. As we all know someday our birds
need to take to the air with us at the controls!
I was on the internet a few months ago researching this subject, and
soon located your site. By the way you have a wonderful site and lots
of experience, practical knowledge and dedication. I looked at the site
for a short time and said to myself, this is not me. I=92m not really
mechanical and everyday I learn something new just trying to build the
RV9A.
Thanks for you post today and thanks for keeping us builder on track.
Jim Fogarty
RV9A
Message 10
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| Subject: | Re: RV-7 Best climb and rate of climb |
An additional suggestion to add to Kevin's comments is to see if you can
borrow an electronic barograph to carry aboard during your climb
performance testing. These are reasonably common among soaring club
pilots as part of altitude-record flight requirements.
With the barograph you will have a precise altitude-versus-time record
that you can study after the flight to determine the instantaneous as
well as average rate of climb during all your controlled speed climbs.
All you need additionally is to keep a record of the target airspeed
during each climb so you can correlate the performance shown by the
barograph recordings after the flight. Where possible, set the barograph
to record at the shortest time interval available such as every second.
Check ahead of time to be sure the fastest recording rate will still
give the barograph enough capacity to operate without running out of
storage space before your intended flight duration. Whoever you can
obtain the barograph from should be able to also provide the operating
manual which will show this capability.
If you don't know of any Soaring Clubs in your area, contact the
national headquarters for the closest club by e-mailing the National
Headquarters at: http://www.ssa.org/
Jim McCulley
----------------------------------------------------------------------------------------
Kevin Horton wrote:
>
>
> On 5 Mar 2008, at 18:22, Kevin Horton wrote:
>
>> On 5 Mar 2008, at 16:44, Lapsley R. and Sandra E. Caldwell wrote:
>>
>>> <lrsecaldwell@earthlink.net>
>>>
>>> We have a RV-7 with O0360 and FP prop (72-85).
>>>
>>> We are in the phase I process and measuring various speeds using the
>>> 2000 ft to 3000 ft and stopwatch metnod.
>>>
>>> We get best glide at about 85 knots which seems about right.
>>>
>>> However we are having difficulties getting consistant climb speeds
>>> due to thermals and wind shears.
>>>
>>> Vy seems to be 90 to 95 knots(seems high) with best rate of climb
>>> around 70 knots.
>>
>>
>> I can't help you with any comparative performance, but I can offer
>> some comments that might help you get better data. At low altitudes,
>> such as 2000 to 3000 ft, there is little hope of getting good data
>> except in a short period after sunrise. As soon as the thermals
>> start there is no point in trying to do any more low altitude
>> performance flight testing. If you want good data you need to be
>> cranking the engine when the sun peeks above the horizon. In the
>> summer that will mean a very early start, but it is the only way to
>> get smooth air. On some days you might only get 30 minutes of
>> testing before you can start to feel the light bumps from thermals,
>> while on other days you might get several hours of testing. Mornings
>> with a high overcast are the best, as that reduces the amount of sun
>> heating the ground, which delays the start of the thermals. Once you
>> can start to feel any perceptible turbulence from thermals, there is
>> no point in trying to record performance data, as it won't be very
>> accurate.
>>
>> Even early in the morning, the wind speed and direction will usually
>> change with altitude, and this affects the results. You can minimize
>> the errors induced by wind change with altitude by doing two runs at
>> each climb speed, with the two runs on headings that differ by 180
>> degrees. The effect of wind on the two runs will be in the opposite
>> sense, so if you average the rates of climb you will mostly cancel
>> out the effects of this wind shear.
>>
>
> One more thing - it may be more productive to delay detailed
> performance testing until you are out of the flight test phase so you
> can carry someone to record data. It can be very difficult to
> accurately fly the aircraft, keep a look out for traffic, and record
> climb data. If you try to do it all yourself, you probably won't hold
> airspeed as accurately as desired, which will make the results
> inconsistent. It is much easier if you can divide the tasks between
> two people. Just make sure you agree on which of you is in charge of
> looking for traffic, or you might find that neither of you is doing it.
>
> For phase one flight testing, if I didn't have an automatic data
> logger, I would probably just do very rudimentary performance tests.
> Then once I could legally carry someone to record data I would do the
> detailed performance testing.
>
> Fly safe,
>
> --
> Kevin Horton
> RV-8 (Finishing Kit)
> Ottawa, Canada
> http://www.kilohotel.com/rv8
-------------------------------------------------------------------------------------------
Message 11
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| Subject: | Honda Piston Engine |
Great question. I suspect with the best engineering team in the world, they
couldn't get the weight with all the cooling apparatus down enough. Or,
they'd have to get $50K for it. Would be good to know, for sure. After all, Honda
is now manufacturing complete jet aircraft, race engines, all kinds of auto
engines, motorcycles, scooters, lawn mowers, etc... Any Honda engineers out
there? Pls tell us!!!
Jerry
Time: 09:19:26 PM PST US
From: "mike humphrey" <mike109g6@insideconnect.net>
Subject: Re: RV-List: Subaru down
Whatever happened to the Honda piston A/C engine? I bet that if they were
to manufacture it, that they'd have lines of people at the door. Most would
be Lyco owners. I'd be one of the first.
Mike H
do not archive
**************It's Tax Time! Get tips, forms, and advice on AOL Money &
Finance. (http://money.aol.com/tax?NCID=aolprf00030000000001)
Message 12
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| Subject: | RV-7 Best climb and rate of climb |
Try using a camcorder pointed at the panel and a cable connection from
your headset mic to the camcorder. Then all you have to do is talk and
the information is recorded.
John
----- Original Message -----
From: J. Mcculley
To: rv-list@matronics.com
Sent: Thursday, March 06, 2008 12:14 PM
Subject: Re: RV-List: RV-7 Best climb and rate of climb
<mcculleyja@starpower.net>
An additional suggestion to add to Kevin's comments is to see if you
can
borrow an electronic barograph to carry aboard during your climb
performance testing. These are reasonably common among soaring club
pilots as part of altitude-record flight requirements.
With the barograph you will have a precise altitude-versus-time record
that you can study after the flight to determine the instantaneous as
well as average rate of climb during all your controlled speed climbs.
All you need additionally is to keep a record of the target airspeed
during each climb so you can correlate the performance shown by the
barograph recordings after the flight. Where possible, set the
barograph
to record at the shortest time interval available such as every
second.
Check ahead of time to be sure the fastest recording rate will still
give the barograph enough capacity to operate without running out of
storage space before your intended flight duration. Whoever you can
obtain the barograph from should be able to also provide the operating
manual which will show this capability.
If you don't know of any Soaring Clubs in your area, contact the
national headquarters for the closest club by e-mailing the National
Headquarters at: http://www.ssa.org/
Jim McCulley
-------------------------------------------------------------------------
---------------
>
> One more thing - it may be more productive to delay detailed
> performance testing until you are out of the flight test phase so
you
> can carry someone to record data. It can be very difficult to
> accurately fly the aircraft, keep a look out for traffic, and record
> climb data. If you try to do it all yourself, you probably won't
hold
> airspeed as accurately as desired, which will make the results
> inconsistent. It is much easier if you can divide the tasks between
> two people. Just make sure you agree on which of you is in charge
of
> looking for traffic, or you might find that neither of you is doing
it.
>
> For phase one flight testing, if I didn't have an automatic data
> logger, I would probably just do very rudimentary performance tests.
> Then once I could legally carry someone to record data I would do
the
> detailed performance testing.
>
> Fly safe,
>
> --
> Kevin Horton
> RV-8 (Finishing Kit)
> Ottawa, Canada
> http://www.kilohotel.com/rv8
-------------------------------------------------------------------------
------------------
Message 13
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What is the range of empty weight measurements found by builders of RV-4
projects, in particular those with Hartzell CS props? If not available,
fixed pitch Sensenich props will be OK.
Jim
--------------------------------------------------------------------------------------------
Message 14
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| Subject: | Re: Honda Piston Engine |
On 9:23 2008-03-06 Jerry2DT@aol.com wrote:
> Great question. I suspect with the best engineering team in the
> world, they couldn't get the weight with all the cooling apparatus
> down enough. Or, they'd have to get $50K for it. Would be good to
> know, for sure. After all, Honda is now manufacturing complete jet
> aircraft, race engines, all kinds of auto engines, motorcycles,
> scooters, lawn mowers, etc... Any Honda engineers out there? Pls
> tell us!!!
I suspect it's even simpler than that. I recall that the engine was built,
and flying, on a test aircraft, wasn't it? So they were clearly able to
surpass any technical hurdles.
No, I suspect the real problem was the business side of the equation. The
sales volume just isn't there to support Honda building aircraft engines.
The market is too fragmented, and us down at the 200HP and lower range are
probably not the market to target if you're looking for high volume and
profitable returns. Homebuilders are a notoriously thrifty group.
And really, a new Honda powerplant would also be "unproven", and carry with
it many, if not all, of the same risks as a current popular automotive
conversion. How do you justify choosing a Honda engine over a Rotary
conversion?
-Rob
Message 15
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| Subject: | Honda Piston Engine |
I thought I remembered the Jabaru engine as having Honda pistons, but either
my memory is wrong or they changed to General Motors pistons. Here is a link
to the 180 hp 8 cylinder version, which according to them has firewall
forward packages for side by side RV's. Now if they would just do a 12
cylinder version maybe we could sound like a Rolls Royce Merlin, and go like
a Mustang with 270 hp out front.
http://www.jabiru.net.au/
Terry
RV-8A w/ Superior XP-360
Wiring
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jerry2DT@aol.com
Sent: Thursday, March 06, 2008 9:23 AM
Subject: RV-List: Honda Piston Engine
Great question. I suspect with the best engineering team in the world, they
couldn't get the weight with all the cooling apparatus down enough. Or,
they'd have to get $50K for it. Would be good to know, for sure. After all,
Honda is now manufacturing complete jet aircraft, race engines, all kinds of
auto engines, motorcycles, scooters, lawn mowers, etc... Any Honda
engineers out there? Pls tell us!!!
Jerry
Time: 09:19:26 PM PST US
From: "mike humphrey" <mike109g6@insideconnect.net>
Subject: Re: RV-List: Subaru down
Whatever happened to the Honda piston A/C engine? I bet that if they were
to manufacture it, that they'd have lines of people at the door. Most would
be Lyco owners. I'd be one of the first.
Mike H
do not archive
_____
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Message 16
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My guess is that if you are Honda's CEO, the market for piston aircraft
engines looks smaller than what they make in motorcycle accessories. He
wants the liability that goes along with aircraft for that!?
Tracy Crook
On Thu, Mar 6, 2008 at 12:15 AM, mike humphrey <mike109g6@insideconnect.net>
wrote:
> mike109g6@insideconnect.net>
>
> Whatever happened to the Honda piston A/C engine? I bet that if they were
> to manufacture it, that they'd have lines of people at the door. Most
> would
> be Lyco owners. I'd be one of the first.
> Mike H
> do not archive
> ----- Original Message -----
> From: "linn Walters" <pitts_pilot@bellsouth.net>
> To: <rv-list@matronics.com>
> Sent: Wednesday, March 05, 2008 5:28 PM
> Subject: Re: RV-List: Subaru down
>
>
> >
> > My 2 pennies. YMMV
> >
> > The cause of this accident would have been the same if it had occurred
> on
> > a turboed Lycosaur. The engine over boosted due to a failure of
> something
> > related to the turbo. What that was, I don't know ...... wastegate
> > malfunction??? I don't know much about the specifics of the Subaru
> turbo
> > system so someone more knowledgeable than me will have to cover that
> > ground.
> >
> > Indicting alternate engines just because of a system failure is like not
> > using tires on the car because they blow out sometimes.
> > Crap happens ..... I've had two Lycosaurs that let me down. Not one
> > 'alternative engine' has done that. But having said all that, my -10
> will
> > have a IO-540 up front. Not because I'm down on alternative engines
> > ...... I just don't want to do all the work to put something else up
> > there.
> > Linn
> > do not archive
> >
> >
> >
> >
> >
> >
>
>
Message 17
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| Subject: | Re: Honda Piston Engine |
I am 99% certain that Jabiru stopped development on their 8 cylinder
engine, over one year ago. I'm told that there is a long waiting list
for their 4 and 6 cylinder engines so they have concentrated on ramping
up production on those. The 8 cylinder engine is on the back burner for
now. None have ever been shipped to my knowledge.
Garry Stout
----- Original Message -----
From: Terry Watson
To: rv-list@matronics.com
Sent: Thursday, March 06, 2008 1:11 PM
Subject: RE: RV-List: Honda Piston Engine
I thought I remembered the Jabaru engine as having Honda pistons, but
either my memory is wrong or they changed to General Motors pistons.
Here is a link to the 180 hp 8 cylinder version, which according to
them has firewall forward packages for side by side RV's. Now if they
would just do a 12 cylinder version maybe we could sound like a Rolls
Royce Merlin, and go like a Mustang with 270 hp out front.
http://www.jabiru.net.au/
Terry
RV-8A w/ Superior XP-360
Wiring
Message 18
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1050lbs empty - IO-360 w/Hartzell CS> Date: Thu, 6 Mar 2008 12:56:31 -0500>
From: mcculleyja@starpower.net> To: rv-list@matronics.com> Subject: RV-Lis
a@starpower.net>> > What is the range of empty weight measurements found by
builders of RV-4 > projects, in particular those with Hartzell CS props? I
f not available,> fixed pitch Sensenich props will be OK.> > Jim> ---------
---------------------------------------------------------------------------
==> > >
_________________________________________________________________
Shed those extra pounds with MSN and The Biggest Loser!
http://biggestloser.msn.com/
Message 19
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| Subject: | Honda Piston Engine |
Yes, I thought that they gave up on it too, but the web site which was
updated last month seems to say otherwise.
Terry
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Garry
Sent: Thursday, March 06, 2008 11:38 AM
Subject: Re: RV-List: Honda Piston Engine
I am 99% certain that Jabiru stopped development on their 8 cylinder engine,
over one year ago. I'm told that there is a long waiting list for their 4
and 6 cylinder engines so they have concentrated on ramping up production on
those. The 8 cylinder engine is on the back burner for now. None have ever
been shipped to my knowledge.
Garry Stout
----- Original Message -----
From: Terry Watson <mailto:terry@tcwatson.com>
Sent: Thursday, March 06, 2008 1:11 PM
Subject: RE: RV-List: Honda Piston Engine
I thought I remembered the Jabaru engine as having Honda pistons, but either
my memory is wrong or they changed to General Motors pistons. Here is a link
to the 180 hp 8 cylinder version, which according to them has firewall
forward packages for side by side RV's. Now if they would just do a 12
cylinder version maybe we could sound like a Rolls Royce Merlin, and go like
a Mustang with 270 hp out front.
http://www.jabiru.net.au/
Terry
RV-8A w/ Superior XP-360
Wiring
Message 20
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| Subject: | Honda Piston Engine |
$B:#F|$O$M!"$3$3$G%T%6$,$"$C$?!#(J
$B!JFCJL$N$o$1$8$c$J$+$C$?!"2??M$,$7$h$&$H$7$?!"KM$b(J$5.00$B$r=P$7$?!K(J
$B$@$+$iLk$O?)$Y$J$/$F$$$$!#(J
$B$$$$$+$H!#H~:=$O$9$09T$/$7!#(J
$B$G$b$M!#:#D+$OHh$l$?!#:#$G$bL2$$!#(J
Brian Huffaker, DSWL (bifft@xmission.com)
RV-8A 80091
1/4 Starduster II N23UT flying
Message 21
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| Subject: | NMEA Data String for NavAid Operation |
I have been using a NavAid for a long time. No problems using it with a
Lowrance GPS, or a Tracker Blue GPS, or an unidentified GPS from Control
Vision.
I am now playing with a Qstarz 51-channel GPS that is WAAS enable, and
that works by itself just fine. But it only outputs NMEA sentences GGA,
GSA, GSV, and RMC. It appears that I would need sentence RMB for
following a flight plan.
Am I missing something here?
Message 22
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| Subject: | Honda Piston Engine |
On Thu, 6 Mar 2008, Brian Huffaker wrote:
sorry, sent to the wrong address.
Brian Huffaker, DSWL (bifft@xmission.com)
RV-8A 80091
1/4 Starduster II N23UT flying
Message 23
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I have no issue with the highly subjective concept of =9Crisk
=9D when it comes
to using automotive engines in experimental aircraft. My experience with an
automotive powered aircraft, however, was not what I expected. I owned a
Sonerai, (VW powered) and admittedly it was the least expensive dollar per h
our
plane I ever flew. I was not the original builder so I could not get a repa
irman
=99s certificate. Issue 1; I had a difficult time trying to find an A
&P who
would sign it off each year only because they weren=99t =9Cfamil
iar=9D with anything
not Cont or Lyc. The ones that would sign seemed more like rapists. Issue 2
;
Some insurance people I talked to back then didn=99t want to hear abo
ut
airplanes without =9Cairplane=9D engines. Issue 3; When I eventu
ally went to sell it I
found I had a limited customer base because of Issues 1 and 2. Issue 4; A
builder can save a chunk of money by using alternative power plants however
=9C
building=9D can be addictive and eventually you have to face the fact
that some
day you may want something =9Cnewer=9D, =9Cfaster
=9D, etc and will be looking at
selling. Odds are that what you saved in the beginning will be lost at sale
due
to Issues 1, 2, and 3.
Considering the investment I now have in my Lyc RV-4 I prefer to have
something I can liquidate quickly and equitably now that I am at an age wher
e each
class III (God forbid) may be my last.
Jim
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Message 24
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| Subject: | Re: RV-4 Question |
1044 with Sensenich fixed and 0-360 on mine
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