Today's Message Index:
----------------------
1. 04:54 AM - Zulu headsets (Charles Heathco)
2. 05:26 AM - Re: Zulu headsets (Chuck Jensen)
3. 06:56 AM - Re: Zulu headsets (Ralph Finch)
4. 07:26 AM - Re: Zulu headsets (David Cudney)
5. 08:54 AM - Re: Trip to St. Louis (David Schaefer)
6. 08:55 AM - Re: RV10-List: FAA Issued Letter On The 51% Rule (Matt Dralle)
7. 09:12 AM - Digital MP/RPM (Ross Mickey)
8. 10:02 AM - 10:1 Compression / IO-360 200 HP (Matt Dralle)
9. 11:43 AM - Re: Trip to St. Louis (Gary Liming)
10. 12:51 PM - Re: 10:1 Compression / IO-360 200 HP (linn Walters)
11. 01:36 PM - Re: Trip to St. Louis (Ernie & Margo)
12. 02:10 PM - Trip to Wash DC (Hobby-RV)
13. 03:12 PM - Re: Trip to Wash DC (Sam Buchanan)
14. 03:46 PM - WTB RV4 Fuselage and Finishing Kits (rv4ross)
15. 04:19 PM - Re: Trip to Wash DC (tsts4)
16. 06:11 PM - Re: 10:1 Compression / IO-360 200 HP (John Huft)
17. 06:15 PM - Re: Trip to St. Louis (lenleg@aol.com)
18. 06:47 PM - Re: 10:1 Compression / IO-360 200 HP (Kelly McMullen)
Message 1
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Wondering if anyone has traded up to the zulu, especially if previously
had the 3G's. If so, would like to know if you consider them a real step
up in noise reduction and comfort. Charlie heathco
Message 2
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I bought a Zulu to add to my 30G and two 20s. The clamping pressure is
certainly less. Noise attenuation is very good, but then the earlier LS
were pretty good already, so the step up isn't a big one. The Zulu has
a little cleaner design with higher quality looking plastic than earlier
versions.
My personal recommendation is I would make it mission dependent. If you
fly long flights and don't appreciate the clamping pressure of earlier
versions, then the Zulu or Bose is probably worth the money. If you do
a lot of local flying and the 30G or 20s are comfortable, I'm not sure
I'd spend the money on either the high end Zulu or Bose. The difference
in price will buy you a couple tanks of gas...until the next price hike!
Aviation Consumer had the Bose and Zulu rated about dead even.
Depending on your use, they gave a slight edge to the Zulu because of
its Bluetooth capability.
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Charles Heathco
Sent: Thursday, July 17, 2008 7:49 AM
Subject: RV-List: Zulu headsets
Wondering if anyone has traded up to the zulu, especially if previously
had the 3G's. If so, would like to know if you consider them a real step
up in noise reduction and comfort. Charlie heathco
Message 3
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Yes. I was surprised at how much better they were than the 3G I traded in.
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Charles Heathco
Sent: Thursday, July 17, 2008 4:49 AM
Subject: RV-List: Zulu headsets
Wondering if anyone has traded up to the zulu, especially if previously had
the 3G's. If so, would like to know if you consider them a real step up in
noise reduction and comfort. Charlie heathco
Message 4
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| Subject: | Re: Zulu headsets |
I decided to upgrade to Zulu after trying them out in a demo at AC
Spruce. I have never really liked my 3G's -- they are too big and
clunky. The Zulu's are very comfortable and efficient. Over the last
12 years, between my wife and I we've had most of the Lightspeed's
except for the micro in the ear type. The upgrade is $350 but they
won't be shipping for several weeks. I was just about to give up on
Lightspeed and buy a Bose set before they came out with the Zulu. My
reason for sticking with Lightspeed for so long was their warrantee,
service, and plus upgrade policies.
good luck
dave
On Jul 17, 2008, at 4:48 AM, Charles Heathco wrote:
> Wondering if anyone has traded up to the zulu, especially if
> previously had the 3G's. If so, would like to know if you consider
> them a real step up in noise reduction and comfort. Charlie heathco
>
>
Message 5
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| Subject: | Re: Trip to St. Louis |
Creve Coeur has a large EAA following. Nice airport.
DWS
On Mon, Jul 14, 2008 at 7:46 AM, <lenleg@aol.com> wrote:
> Can anyone suggest a good general aviation airport to go into following
> Oshkosh for a day or two for business ... would need to get a rental car?
>
> Thanks !
>
> Len Leggette, RV-8A
> Greensboro, NC N910LL
> 710 hrs
> ------------------------------
> The Famous, the Infamous, the Lame - in your browser. Get the TMZ Toolbar
> Now <http://toolbar.aol.com/tmz/download.html?NCID=aolcmp00050000000014>!
>
> *
>
> *
>
>
--
David W. Schaefer
RV-6A N142DS formerly "Geek One' reborn "Nerdgasm"
TMX-IO360 Dual-LightSpeed Plasma IIIs, Hartzell Blended Airfoil, GRT EFIS
www.n142ds.com
Message 6
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| Subject: | Re: RV10-List: FAA Issued Letter On The 51% Rule |
At first, it sounds like they want to reduce the amount of prefab and assembly
currently occurring in the homebuilt industry. But, then in the third-to-last
paragraph it sounds like a significant reduction, e.g. 20% fabrication minimum,
20% construction minimum.
Imagine what Van's could do with a 20/20 ruling! Wow.
Matt
At 05:44 AM 7/17/2008 Thursday, you wrote:
>Well, I sure hope that mating, drilling, reaming, deburring, scuffing, smoothing,
dimpling, priming, cursing & crying are all part of the fabrication process.
>
>Bruce
>
>40018 Wings
>
>
>On Thu, Jul 17, 2008 at 4:48 AM, <<mailto:jason.kreidler@regalbeloit.com>jason.kreidler@regalbeloit.com> wrote:
>
>Found this on AVweb, looks like the FAA has issued something on the 51% rule.
Not sure how to interpret it, just FYI....
>
><http://edocket.access.gpo.gov/2008/E8-16093.htm>http://edocket.access.gpo.gov/2008/E8-16093.htm
>
>Thanks, Jason Kreidler
>4-Partner Build (Jason Kreidler, Tony Kolar, Kyle Hokel, Wayne Elsner)
>Sheboygan Falls, WI
>#40617 Finishing
>Do Not Archive
>
>
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 7
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I want to add a small, independent, digital manifold pressure and rpm gauge
to my panel. Any suggestions?
Ross Mickey
N9PT, RV6A
Message 8
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| Subject: | 10:1 Compression / IO-360 200 HP |
Does anyone have any experience with 10:1 compression in a IO-360 200 HP engine?
* What are the down sides of running 10:1 in that engine?
* What is the HP gain?
* What is the impact to TBO?
* What is the impact to reliability?
If you've done it, would you do it again, or just go with the standard 8.7:1 compression?
Matt Dralle
RV-8 #82880
Message 9
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| Subject: | Re: Trip to St. Louis |
At 07:46 AM 7/14/2008, you wrote:
>Can anyone suggest a good general aviation airport to go into
>following Oshkosh for a day or two for business ... would need to
>get a rental car?
I am based at 1h0. Lots of rag and tube planes (9 WACOs, 7
Stearmans, 5 Monocoupes, etc.), lots of warbirds (3 AT6's, 1 SNJ, 1
P-51, 1 Skyraider), lots of homebuilts, all on the field. Then there
are 70 other planes in the museum, almost all of which are flying,
some really rare and very cool. Just completed restoration of a
DH-4, a JN-3, and work in progress on a WACO and a Sopwith pup - not
replicas. No flooding since 93. Rental Car available - just call
them to have it waiting. On nice weekend day, many of the hangars
are open. Sundays they serve lunch. Ask around and introduce
yourself. Take a look at the chart - just stay under 1400 feet to
stay under the airspace, right on the Missouri river couple miles
south of St. Charles, and you're there. Any other questions, let me know.
Gary Liming
Message 10
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| Subject: | Re: 10:1 Compression / IO-360 200 HP |
Matt, AFAIK, there are some performance gains and loss of auto fuel. I
have an O-360 (180HP) in my Pitts. It has the high lift helo cam, 8.7:1
pistons and is balanced. The PS5 carb has been modified by opening up
the jets. Supposedly it puts out 200 to 225 HP at 3000 RPM. I rev the
crap out of it (3300) when doing akro on 92 octane. If I run regular,
it'll ping when it gets hot. I know this doesn't answer your questions,
but it's a data point.
Linn
do not archive
Matt Dralle wrote:
>
>
> Does anyone have any experience with 10:1 compression in a IO-360 200 HP engine?
>
> * What are the down sides of running 10:1 in that engine?
>
> * What is the HP gain?
>
> * What is the impact to TBO?
>
> * What is the impact to reliability?
>
> If you've done it, would you do it again, or just go with the standard 8.7:1
compression?
>
> Matt Dralle
> RV-8 #82880
>
>
>
Message 11
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| Subject: | Re: Trip to St. Louis |
David Shaefer has mentioned that Creve Coeur has a large EAA following.
I am a graduate of Parks College of Aeronautical Engineering (St. Louis
U.). I have recently built an RV-9A, and we have maintained good
friendships in the St. Louis and S. Illinois area. We often return to
the area. Would Creve Coeur make a good home base, for one or two weeks
of visiting, flying and touristing - and does the EAA fraternity at
Creve Coeur include some active Parks grads. BTW: I have been to "the
Ranch" since graduation - but with the relocation to the main campus,
perhaps the concept of the Parks experience no longer exists. Sorry
about being off-topic but these kind of memories count, in my book of
aviation experience. do not archive
----- Original Message -----
From: David Schaefer
To: rv-list@matronics.com
Sent: Thursday, July 17, 2008 11:48 AM
Subject: Re: RV-List: Trip to St. Louis
Creve Coeur has a large EAA following. Nice airport.
DWS
Message 12
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I will be flying my RV-6 from West Texas (KABI) into Washington DC on Aug
8th for a wedding the next day. I am planning to land at Montgomery County
(KGAI) due to its proximity to the DC Metro system. I have landed at
Manassas Airport south of Dulles many years ago. I also recently took the
FAA online course regarding flying in the Wash DC area, however I would
appreciate any hints or suggestions that would facilitate a smooth flight
into the area and on Montgomery County Airport. I will probably be stopping
at Charleston, WV for fuel prior to entering the Wash DC area.
After Washington, I am going to the Gatlinburg, TN area for a few days
before returning to Texas. I am planning to land at KGKT (Gatlinburg) but
would like some comments from others that have flown into this airport
versus going on to McGee Tyson.
Thanks,
Hobby Steven
hobby_rv@sbcglobal.net
RV-6
78 hours and growing
Message 13
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| Subject: | Re: Trip to Wash DC |
Hobby-RV wrote:
> After Washington, I am going to the Gatlinburg, TN area for a few days
> before returning to Texas. I am planning to land at KGKT (Gatlinburg) but
> would like some comments from others that have flown into this airport
> versus going on to McGee Tyson.
I've been to GKT a few times and Knoxville once several years ago (but
none were over-nighters). It really depends on what you want to
accomplish. If you want to visit Gatlinburg and the national park there
isn't any reason why you shouldn't go with GKT. Rental cars are
available (last time I was there rentals were via a local Ford
dealership) and the service I received was good. If you want to
primarily visit Knoxville and don't mind dealing with a larger airport
then Knoxville will work.
Have a great trip!
Sam Buchanan
North Alabama
Message 14
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| Subject: | WTB RV4 Fuselage and Finishing Kits |
Finally, I'm looking to buy fuselage and finishing kits for a RV4,
preferably long gear legs. Have the tail and wings kits finished
and out of storage after building new house. Any stale projects laying
around?
Thanks,
Ross Scroggs
Mallards Landing
Locust Grove, GA
770-305-9904
J3 Cub sold but not forgotten.
Message 15
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| Subject: | Re: Trip to Wash DC |
Just make sure you pick the ADIZ gate closest to KGAI and make that the origin
on your ADIZ flight plan with KGAI as the destination, and then plan to penetrate
the ADIZ through that gate. Be sure to activate it with FSS before you get
too close or Potomac Approach will keep you outside the ADIZ until they can
sort it out. Otherwise it's no big deal. I fly out of Manassas (KHEF) which
is also in the ADIZ and have found it to be pretty much a non-event.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=193493#193493
Message 16
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| Subject: | 10:1 Compression / IO-360 200 HP |
The down side is you have to feed it more gas down low. The up side is that
it is more efficient up high. A little more power both places.
HP gain is probably only a couple percent.
It may reduce your TBO if you run it hard a lot.
I haven't seen any reliability problems in 500 hours and 5 airventure cup
races (wide open for 2 hours at low altitude).
Really, it depends on what you are aiming for. If you are after every bit of
performance, then it is good. If you just want to bomb around in a great
airplane, I would stay with stock.
Maybe a better way to go is port and polish. Cheap, and no related problems,
just 3-4 extra HP per cylinder.
For the ultimate performance of course, you do both. For the very best MPG,
add Lightspeed ignition for high altitude cruising.
Best, John Huft race 18, "Nuisance"
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Thursday, July 17, 2008 10:56 AM
Subject: RV-List: 10:1 Compression / IO-360 200 HP
Does anyone have any experience with 10:1 compression in a IO-360 200 HP
engine?
* What are the down sides of running 10:1 in that engine?
* What is the HP gain?
* What is the impact to TBO?
* What is the impact to reliability?
If you've done it, would you do it again, or just go with the standard 8.7:1
compression?
Matt Dralle
RV-8 #82880
Message 17
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| Subject: | Re: Trip to St. Louis |
Thanks Gary !!
Len
-----Original Message-----
From: Gary Liming <gary@liming.org>
Sent: Thu, 17 Jul 2008 2:38 pm
Subject: Re: RV-List: Trip to St. Louis
?
At 07:46 AM 7/14/2008, you wrote:?
>Can anyone suggest a good general aviation airport to go into
>following Oshkosh for a day or two for business ... would need to
>get a rental car??
?
I am based at 1h0. Lots of rag and tube planes (9 WACOs, 7
Stearmans, 5 Monocoupes, etc.), lots of warbirds (3 AT6's, 1 SNJ, 1
P-51, 1 Skyraider), lots of homebuilts, all on the field. Then there
are 70 other planes in the museum, almost all of which are flying,
some really rare and very cool. Just completed restoration of a
DH-4, a JN-3, and work in progress on a WACO and a Sopwith pup - not
replicas. No flooding since 93. Rental Car available - just call
them to have it waiting. On nice weekend day, many of the hangars
are open. Sundays they serve lunch. Ask around and introduce
yourself. Take a look at the chart - just stay under 1400 feet to
stay under the airspace, right on the Missouri river couple miles
south of St. Charles, and you're there. Any other questions, let me know.?
?
Gary Liming?
?
?
?
?
Message 18
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| Subject: | Re: 10:1 Compression / IO-360 200 HP |
These pistons were designed for a helicopter version of the engine, and
Lycoming recommends NO leaning below something like 5 thousand or higher.
I know of one of these engines that self destructed in a Mooney, that
was being run with only stock instruments, so didn't see the high temps
on other cylinders.
Others report high oil consumption sometime after 500 hours. Have a
friend that is running them with no trouble, but keeps his temps down
and stays within the STC requirement on certified planes of no more than
28.5" MP.
Other downside is if 100LL ever gets reformulated to lower octane, you
will have problems or have to top the engine with lower compression pistons.
John Huft wrote:
>
> The down side is you have to feed it more gas down low. The up side is that
> it is more efficient up high. A little more power both places.
>
> HP gain is probably only a couple percent.
>
> It may reduce your TBO if you run it hard a lot.
>
> I haven't seen any reliability problems in 500 hours and 5 airventure cup
> races (wide open for 2 hours at low altitude).
>
> Really, it depends on what you are aiming for. If you are after every bit of
> performance, then it is good. If you just want to bomb around in a great
> airplane, I would stay with stock.
>
> Maybe a better way to go is port and polish. Cheap, and no related problems,
> just 3-4 extra HP per cylinder.
>
> For the ultimate performance of course, you do both. For the very best MPG,
> add Lightspeed ignition for high altitude cruising.
>
> Best, John Huft race 18, "Nuisance"
>
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
> Sent: Thursday, July 17, 2008 10:56 AM
> To: rv-list@matronics.com
> Subject: RV-List: 10:1 Compression / IO-360 200 HP
>
>
>
> Does anyone have any experience with 10:1 compression in a IO-360 200 HP
> engine?
>
> * What are the down sides of running 10:1 in that engine?
>
> * What is the HP gain?
>
> * What is the impact to TBO?
>
> * What is the impact to reliability?
>
> If you've done it, would you do it again, or just go with the standard 8.7:1
> compression?
>
> Matt Dralle
> RV-8 #82880
>
>
>
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