Today's Message Index:
----------------------
1. 04:40 AM - Re: EFIS/EMS (Wayne Edgerton)
2. 04:40 AM - Re: EFIS/EMS (Perry Casson)
3. 06:38 AM - Freeflight question (Tim Olson)
4. 07:14 AM - Re: EFIS/EMS ()
5. 07:29 AM - Re: Freeflight question (Larry Rosen)
6. 07:42 AM - Change email address (Rob Kermanj)
7. 07:53 AM - Re: Freeflight question (Tim Olson)
8. 07:54 AM - Re: EFIS/EMS (Perry Casson)
9. 08:39 AM - Re: EFIS/EMS (Randy Lervold)
10. 09:47 AM - Re: Freeflight question (Larry Rosen)
11. 10:26 AM - Re: EFIS/EMS (Chris Johnston)
12. 10:45 AM - Flap Construction Problem Solved! (zackrv8)
13. 01:18 PM - Re: Flap Construction Problem Solved! (Vern W. Smith)
14. 02:11 PM - Lycoming Thunderbolt Engines (Delamarter, Jon)
15. 02:27 PM - Re: Off topic, partly!? (DOUGPFLYRV@AOL.COM)
16. 02:31 PM - Re: Lycoming Thunderbolt Engines (RV Builder (Michael Sausen))
17. 02:36 PM - Re: Lycoming Thunderbolt Engines (Chris Johnston)
18. 02:40 PM - Re: Lycoming Thunderbolt Engines (Chris , Susie Darcy)
19. 04:16 PM - Re: Lycoming Thunderbolt Engines (pascal)
20. 05:32 PM - Re: Lycoming Thunderbolt Engines (John W. Cox)
21. 05:40 PM - Re: Lycoming Thunderbolt Engines (Tim Dawson-Townsend)
22. 05:55 PM - Re: Lycoming Thunderbolt Engines (GRANSCOTT@aol.com)
23. 06:18 PM - Inventory (Ed)
24. 06:28 PM - Re: Inventory (Chris , Susie Darcy)
25. 06:56 PM - Re: Inventory (Larry Rosen)
26. 07:15 PM - Re: Inventory (RV Builder (Michael Sausen))
27. 07:27 PM - Re: Inventory (Tim Olson)
28. 07:49 PM - Re: Front Floor Pan (bruce snyder)
29. 08:03 PM - Re: Front Floor Pan (Chris , Susie Darcy)
30. 08:16 PM - Re: Lycoming Thunderbolt Engines (jdalton77)
31. 08:19 PM - Re: EFIS/EMS (Robert G. Wright)
32. 08:19 PM - Re: Front Floor Pan (Tim Olson)
33. 09:21 PM - Re: Lycoming Thunderbolt Engines (Rick)
34. 10:24 PM - Quietride Sound Insulation & Firewall Insulation (Frank)
35. 10:24 PM - Fw: FeedBack QUIET RIDE SOLUTIONS (Frank)
36. 11:43 PM - Re: Fw: FeedBack QUIET RIDE SOLUTIONS (Paul Walter)
Message 1
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Albert,
I bought the AF3400 at Sun-N-Fun and I'm still waiting for it. I've attache
d a photo of where we've placed it in my panel. I originally had their AF25
00 unit on order before Sun-N-Fun. I hope I'm following the correct protoco
l for posting a picture.
Wayne Edgerton #40336
Hopefully soon mounting the engine
Attachment: http://www.matronics.com/enclosures/c4506245b0e8aeb73192162e5fed55bd43e2ad8a.jpg
Message 2
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--> RV10-List message posted by: Perry Casson <pcasson@sasktel.net>
I went with the D100/D120 combo mostly based on already having a D10 in my
Glastar and being satisfied with it and the few complaints I did have were
addressed in the D100.
My original layout was not possible due to rib interference:
http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 051222_082
751.JPG
So I after some sitting in the cockpit checking to be sure all buttons
remain accessible and visibility was still good I went the D100 on the
centerline of the pilot and the D120 on the centerline of the co-pilot and
with the screen swapping features between the d100/d120 the plane should be
nicely flyable from either seat.
http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 060524__00
2.jpg
For a VFR aircraft like I'm building, I think along with a Garmin 396 and 2
axis autopilot should make for a nice enough panel without dropping the
extra $30K+ to go glass IFR.
Perry Casson
-----Original Message-----
--> RV10-List message posted by: "Albert Gardner" <ibspud@adelphia.net>
I see that Advanced Flight Systems now offers a EFIS/EMS combo (AF3500 & AF
3400) that is slightly larger than Dynon's D100/D120 combo. Anybody far
enough along to be considering either one of these units?
Albert Gardner
40-422
Yuma, AZ
Message 3
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| Subject: | Freeflight question |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
For those people who are currently taking advantage of Chelton's
choice of AP or Freeflight GPS, which model of GPS is the
one you're receiving...the 1201 or 1203? I'm assuming the 1201.
--
Tim Olson - RV-10 N104CD - Flying
do not archive
Message 4
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--> RV10-List message posted by: <jim@combsfive.com>
I am planning on the AFS-3500EE route.
I was planning on using the Dynon D100 EFIS and D120 engine monitor. After adding
up all the "optional" stuff that was required, the cost was equal to the
AFS system. The AFS appears to have more function too.
I would like to see what they are going to do for the CDI / HSI display.
Jim Combs
N312F
40192
Fuseleage / Finishing
===========================================================
--> RV10-List message posted by: "Albert Gardner" <ibspud@adelphia.net>
I see that Advanced Flight Systems now offers a EFIS/EMS combo (AF3500 & AF
3400) that is slightly larger than Dynon's D100/D120 combo. Anybody far
enough along to be considering either one of these units?
Albert Gardner
40-422
Yuma, AZ
===========================================================
Message 5
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| Subject: | Re: Freeflight question |
--> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
I believe it is the 1201 since the ARINC 429 output is not required.
Also it does not come with a TSO sticker.
Larry Rosen
#356
Tim Olson wrote:
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
> For those people who are currently taking advantage of Chelton's
> choice of AP or Freeflight GPS, which model of GPS is the
> one you're receiving...the 1201 or 1203? I'm assuming the 1201.
>
Message 6
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| Subject: | Change email address |
--> RV10-List message posted by: "Rob Kermanj" <flysrv10@gmail.com>
Dear friends and assocoates::
In the ultimate quest to control spam, I have once again
changed my email address..
Please update your address book accordingly
Rob Kermanj
robkermanj at gmail dot com
Thanks.
Message 7
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| Subject: | Re: Freeflight question |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
That's what I thought...1201 since it's not ARINC, and most Chelton
stuff is serial. Also, from the website
http://www.freeflightsystems.com/prod_1201.htm
both the 1201 and 1203 are TSO'd.
Tim Olson - RV-10 N104CD - Flying
do not archive
Larry Rosen wrote:
> --> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
>
> I believe it is the 1201 since the ARINC 429 output is not required.
> Also it does not come with a TSO sticker.
>
> Larry Rosen
> #356
>
> Tim Olson wrote:
>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>
>> For those people who are currently taking advantage of Chelton's
>> choice of AP or Freeflight GPS, which model of GPS is the
>> one you're receiving...the 1201 or 1203? I'm assuming the 1201.
>>
>
Message 8
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--> RV10-List message posted by: Perry Casson <pcasson@sasktel.net>
Darn auto-line break messed with the urls in my 1st post. Hopefully these work:
Plan A:
http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 051222_082751.JPG
As built:
http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 060524__002.jpg
Perry
Message 9
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--> RV10-List message posted by: "Randy Lervold" <randy@romeolima.com>
Thought you 10 guys might get a kick out of seeing the AFS-3500 in my RV-3
panel...
http://www.romeolima.com/RV3works/Panel/DSC_0938.jpg
This is a GREAT solution for this plane. I'll combine it with a TruTrak
DigiFlight IIVS slaved to a Garmin 296 and voila, everything I need.
Randy Lervold
www.rv-3.com
----- Original Message -----
Sent: Thursday, June 22, 2006 7:53 AM
> --> RV10-List message posted by: Perry Casson <pcasson@sasktel.net>
>
> Darn auto-line break messed with the urls in my 1st post. Hopefully these
> work:
>
>
> Plan A:
> http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 051222_082751.JPG
>
>
> As built:
> http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 060524__002.jpg
>
>
> Perry
>
>
>
Message 10
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| Subject: | Re: Freeflight question |
--> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
Yes they are both TSO'd, but according to Josh at D2, the unit they are
supplying does not have the TSO "sticker". Same unit, same everything
just a little less expensive because of the paperwork.
Tim Olson wrote:
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
>
> That's what I thought...1201 since it's not ARINC, and most Chelton
> stuff is serial. Also, from the website
> http://www.freeflightsystems.com/prod_1201.htm
>
> both the 1201 and 1203 are TSO'd.
>
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
> Larry Rosen wrote:
>> --> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
>>
>> I believe it is the 1201 since the ARINC 429 output is not required.
>> Also it does not come with a TSO sticker.
>>
>> Larry Rosen
>> #356
>>
>> Tim Olson wrote:
>>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>>
>>> For those people who are currently taking advantage of Chelton's
>>> choice of AP or Freeflight GPS, which model of GPS is the
>>> one you're receiving...the 1201 or 1203? I'm assuming the 1201.
>>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
Message 11
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--> RV10-List message posted by: "Chris Johnston" <CJohnston@popsound.com>
I ordered the 3500 efis/engine monitor for my aircraft as a backup to
the dual chelton setup. I saw the 3500 at sun-n-fun and was really
impressed. Funnily enough, in this era of everybody coming out with
their own efis, I was most impressed by the graphical weight and balance
page. It was intuitive, and very easy to use. Hopefully it'll make
loading a breeze. Also, I'm trying to get away from having a bunch of
little doodads in the panel that are necessary but annoying. I really
like the trim and flaps indicator built into the 3500. I've also looked
into having my own custom annunciator panel built so that all the flight
critical warnings show up in the same place. All alarms, low fuel (fuel
guardian), efis warnings, etc. I'm going for a super clean panel
look/feel. Also, I ordered the 3500 with the internal battery backup.
AFS says it should keep the unit lit for a couple hours if the
electrical system goes poo. With all the talk on other forums about
efis systems quitting due to electrical snafu, it seemed like cheap
insurance.
cj
#40410
fuse
-----Original Message-----
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Randy Lervold
Sent: Thursday, June 22, 2006 8:38 AM
--> RV10-List message posted by: "Randy Lervold" <randy@romeolima.com>
Thought you 10 guys might get a kick out of seeing the AFS-3500 in my
RV-3
panel...
http://www.romeolima.com/RV3works/Panel/DSC_0938.jpg
This is a GREAT solution for this plane. I'll combine it with a TruTrak
DigiFlight IIVS slaved to a Garmin 296 and voila, everything I need.
Randy Lervold
www.rv-3.com
----- Original Message -----
Sent: Thursday, June 22, 2006 7:53 AM
> --> RV10-List message posted by: Perry Casson <pcasson@sasktel.net>
>
> Darn auto-line break messed with the urls in my 1st post. Hopefully
these
> work:
>
>
> Plan A:
>
http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 051222
_082751.JPG
>
>
> As built:
>
http://casson.2y.net/yappa-ng/index.php?album=%2FRV-10%2F&image 060524
__002.jpg
>
>
> Perry
>
>
>
Message 12
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| Subject: | Flap Construction Problem Solved! |
--> RV10-List message posted by: "zackrv8" <zackrv8@verizon.net>
Ok Guys,
As you already know, I had rigging problems with my flaps (both of them). When
I installed them on the wings, they were warped and extended below the bottom
wing skin. Here's how I solved that problem with a brand new set of Flaps
that I just built....and they came out perfect!
I built these new flaps according to plans up to and including riveting the top
skin on. Then, I took the structure and pinned it on the wing at the 3 attach
points.
I then clecoed on the bottom flap skin and epoxied (or pro-seal if you wish)
the trailing edge on with a long straight edge (see Pic #1). By doing this, you
are assured 100% to be lined up with the aileron and everything in rig.
I then squeezed one rivet on each flap brace brace to keep the hinge alignment.
(see next picture).
After the 3M 2216 Epoxy sets up (one day), I pop-riveted the remaining bottom
rivets on the flap. I then removed the flap and cleaned up the epoxy from the
trailing edge holes (just as you would do with pro-seal).
I then riveted on the trailing edge rivets to the flap, but here's the best part.....I
squeezed them on. I don't know why I never tried this in the first
place, maybe because Vans tells you to do it one way. But, that's the neat thing
about building planes. There are many ways of doing it.
My brother made me up a wide rivet set (about the diameter of a quarter). I
then ground the angle into it that represents the trailing edge angle (see next
picture). Guys, I have to tell you... this is the best thing since sliced
bread! I only wish I had thought of it earlier when doing the other trailing
edges. And the neat part is that you don't beat up the skin with a rivet gun!
For those of you who haven't built your flaps yet, try my method. It works!!!
Rigging is perfect because you align it with the wing and aileron while the
epoxy/proseal is drying. And the best part, squeezing the rivets which eliminates
all the possible warping you may get from back riveting.
If you don't have a wide rivet set that you can grind down, let me know and I'll
see if my nephew Dave can make some sets up. It's important to have a wide
set because on your intial squeeze, the rivet meets the flat part of the set.
The final squeeze, the angled part of the set meets the rivet. I used a small
Tatco flat C-frame for this. You can probably use another type set but need
a flat on one side and the angle set on the other.
Zack
--------
RV8 #80125
RV10 # 40512
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42306#42306
Attachments:
http://forums.matronics.com//files/dsc05138_126.jpg
http://forums.matronics.com//files/dsc05137_168.jpg
http://forums.matronics.com//files/dsc05136_172.jpg
http://forums.matronics.com//files/dsc05131_112.jpg
http://forums.matronics.com//files/dsc05145_170.jpg
http://forums.matronics.com//files/dsc05155_330.jpg
Message 13
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| Subject: | Flap Construction Problem Solved! |
--> RV10-List message posted by: "Vern W. Smith" <Vern@teclabsinc.com>
Hi Zack,
It's good to hear you solved the problem!
I used a similar technique on the trailing edges and am convinced hand
squeezing is the way to go.
Great Job,
Vern
Do not archive
-----Original Message-----
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of zackrv8
Sent: Thursday, June 22, 2006 10:44 AM
--> RV10-List message posted by: "zackrv8" <zackrv8@verizon.net>
Ok Guys,
As you already know, I had rigging problems with my flaps (both of
them). When I installed them on the wings, they were warped and
extended below the bottom wing skin. Here's how I solved that problem
with a brand new set of Flaps that I just built....and they came out
perfect!
I built these new flaps according to plans up to and including
riveting the top skin on. Then, I took the structure and pinned it on
the wing at the 3 attach points.
I then clecoed on the bottom flap skin and epoxied (or pro-seal if you
wish) the trailing edge on with a long straight edge (see Pic #1). By
doing this, you are assured 100% to be lined up with the aileron and
everything in rig.
I then squeezed one rivet on each flap brace brace to keep the hinge
alignment. (see next picture).
After the 3M 2216 Epoxy sets up (one day), I pop-riveted the remaining
bottom rivets on the flap. I then removed the flap and cleaned up the
epoxy from the trailing edge holes (just as you would do with pro-seal).
I then riveted on the trailing edge rivets to the flap, but here's the
best part.....I squeezed them on. I don't know why I never tried this
in the first place, maybe because Vans tells you to do it one way. But,
that's the neat thing about building planes. There are many ways of
doing it.
My brother made me up a wide rivet set (about the diameter of a
quarter). I then ground the angle into it that represents the trailing
edge angle (see next picture). Guys, I have to tell you... this is the
best thing since sliced bread! I only wish I had thought of it earlier
when doing the other trailing edges. And the neat part is that you
don't beat up the skin with a rivet gun!
For those of you who haven't built your flaps yet, try my method. It
works!!! Rigging is perfect because you align it with the wing and
aileron while the epoxy/proseal is drying. And the best part, squeezing
the rivets which eliminates all the possible warping you may get from
back riveting.
If you don't have a wide rivet set that you can grind down, let me
know and I'll see if my nephew Dave can make some sets up. It's
important to have a wide set because on your intial squeeze, the rivet
meets the flat part of the set. The final squeeze, the angled part of
the set meets the rivet. I used a small Tatco flat C-frame for this.
You can probably use another type set but need a flat on one side and
the angle set on the other.
Zack
--------
RV8 #80125
RV10 # 40512
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42306#42306
Attachments:
http://forums.matronics.com//files/dsc05138_126.jpg
http://forums.matronics.com//files/dsc05137_168.jpg
http://forums.matronics.com//files/dsc05136_172.jpg
http://forums.matronics.com//files/dsc05131_112.jpg
http://forums.matronics.com//files/dsc05145_170.jpg
http://forums.matronics.com//files/dsc05155_330.jpg
Message 14
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| Subject: | Lycoming Thunderbolt Engines |
--> RV10-List message posted by: "Delamarter, Jon" <JDelamarter@lycoming.textron.com>
To All:
I am new to the Matronics email list and would like to introduce myself. My
name is Jon A. Delamarter. I hold an A&P license and a degree in aircraft
maintenance from Spartan School of Aeronautics (Tulsa, OK). I have been
married for more than my adult life (since 19) and have the world's most
wonderful wife and the 4 most beautiful and intelligent daughters that God
ever created. (My dog's pretty smart too.) I have about 50 hours of dual
in my logbook but have not soloed due to a disagreement between me and Uncle
Sam regarding my medical. As a certified airplane freak and airport bum, I
might just hold some sort of record for "Most Types Flown Before Solo." I
am particularly proud of the fact that I have T-6 aerobatic instruction on
the first page of my logbook! My professional aviation career began upon
graduation from Spartan on December 17, 1999. In the short 6 years since,
I have enjoyed an unbelievably rewarding life. With the blessings of loving
family support, an excellent education, and an absolute dedication to
excellence, I have experienced career satisfaction and growth that I could
not have imagined. If you love this business, it will be good to you! If
you don't love it, get out. If I have learned one thing thus far, it is
this: It's always about the people! I have no idea how many of you will
read this email, but I want you to know something. You aviation folks are
my family. I am proud and humbled to be part of you.
Having said all that, and at the risk of sounding crassly commercial, I'd
love to tell you folks about what I'm doing now. As of February 1st of this
year, it has been my privilege to serve as manager of Lycoming's brand-new
experimental hot-rod shop, Thunderbolt Engines. As you know, the absence of
Lycoming's direct participation in the past has not prevented the dominance
of our brand in the experimental market. We owe this not only to those
designers who build their aircraft around our engine, but also and perhaps
even more so, to the inherent reliability and simplicity of our engines.
The bottom line is that, although many of you are willing to experiment with
different aircraft designs and construction techniques, few have the desire
to step away from the known quantity of a Lycoming engine.
In recognition of this fact, Lycoming began a journey down a new road last
year with the introduction of the kit program. This program is responsible
for the influx of new experimental Lycoming based engines being sold by 6
shops across the country. With this move, Lycoming formally acknowledged
the credibility of the custom engine for the common man.
On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made
public the next step in its journey by unveiling Thunderbolt Engines.
Thunderbolt Engines exists to provide homebuilders, race pilots, and
competition aerobatic pilots with a factory engineered, factory built,
factory supported, factory guaranteed custom engine. In the brief span of
time since the announcement, we have been pleased to learn that the first
reaction from most of our customers upon learning about Thunderbolt Engines
is shock followed immediately by excitement. The most common comments have
been something like, "I'm so glad you guys are finally doing this. I've
been waiting a long time and really didn't expect it to happen." After
recovering from their initial surprise, many builders have eagerly shared
their ideas and concepts for customizing our engines. There are a
significant number of builders who are willing to pay a fair price for a
factory experimental engine. This core group understands the importance of
supporting the customization process with proper and adequate engineering,
quality, assembly, and testing protocol. Thunderbolt Engines is housed in
the ATC (Advanced Technology Center) here at Lycoming. The ATC is still
under development and will eventually consist of four build cells, static
display areas, an aircraft integration laboratory, a customer/employee
training facility, and offices. Once completed, the ATC will be available
to you for tours and training. We are currently operational and are
delivering engines. The intent is to construct a state-of-the-art facility
that will demonstrate our commitment to CDTA, Customer Driven Technological
Advancement. In plain English, we are creating, through the ATC, a
knowledge pool. We encourage you to challenge us with your requests and
ideas. We are discovering that many of our customers know a lot about our
product. Through our involvement in the kit program, we have developed
relationships with individuals and companies that have successfully and
responsibly modified our engines for many years. Through our customer
satisfaction surveys, we are gaining accurate, real-time Voice of the
Customer (VOC) data. We have gained experience and customer exposure
through our support of Reno racing and competition aerobatics. In addition,
Lycoming has made significant additions to its engineering staff. These
folks come from various backgrounds and bring fresh perspective and skills
to the table. By leveraging the data gathered from all these resources,
(customers, kit shops, customer surveys, racing/aerobatics, engineering,
etc.), we are building the knowledge pool. This data not only accelerates
our development technically, it also allows us to focus on developing those
products that best fulfill the needs of the customer.
The development of a Thunderbolt engine begins and ends with the Voice of
the Customer. Many builders call us requesting pricing for a specific
engine. While we certainly provide that information, we also attempt to
glean as much information as possible regarding specific aircraft
application and desired performance. From that data, we are frequently able
to provide the builder with several options, some of which they may not have
known existed. Through this process, we accomplish two things. First, we
match the builder with a custom solution that best accomplishes their stated
goal. Secondly, and equally important, we demonstrate our commitment to the
customer's best interests, rather than pushing a particular product. Our
customers have expressed a great deal of satisfaction with this process and
have been quick to differentiate us from the competition in this regard.
Thunderbolt Engines are currently segregated into three series: Signature,
Extreme, and Competition. A Thunderbolt Signature Series Engine is
differentiated from a certified, production engine in several ways. Like
all Thunderbolt Engines, Signature Series engines are constructed in
dedicated build cells by two man teams. In addition to being team built,
Signature engines are internally balanced and will be configured to the
customer's exact specifications. Items that may be customized range from
major configuration changes such as crankcase or crankshaft to fuel systems,
ignition systems, sumps, induction components, and turbocharging. Customers
will also choose from appearance options such as engine color(s), chrome,
etc. Billet aluminum components such as the prototype rocker covers
displayed at Sun-'n-Fun are in development but not yet online.
Representative of this series would be the engine built last year for Mike
Melville, the world's first civilian astronaut. This engine was an
O-360-A4M configured for updraft cooling and incorporating an experimental
Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbolt
Signature Series engines will receive a 2-year warranty. This is a real
warranty with real value.
Thunderbolt Extreme Series engines incorporate all the features of the
Signature Series and continue to the next level in terms of performance
upgrades. These items may consist of mildly increased compression ratio or
boost levels, or other yet to be defined upgrades. Thunderbolt Extreme
Series engines will receive a reduced warranty, due to the expected types of
operational dynamics.
Thunderbolt Competition Series engines incorporate all the features of the
Signature and Extreme Series and continue to the maximum level of
performance. These upgrades may consist of dramatically increased
compression ratio or boost levels, water injection, and/or other yet to be
defined upgrades. Representative of this group would be the engines built
for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also
representative of this group would be the engine we just shipped to Extra
for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with
very special cylinders, pistons, and sparkplugs. Once fully broken in, we
are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra
reports unbelievable climb from an extremely smooth-running engine.
Competition Series engines will be limited to highly experienced pilots and
will require a signed agreement from the customer limiting his right to sell
or change ownership of the engine. Any such change would require Lycoming's
approval. The purpose of this constraint is to prevent the sale of a 340hp
AEIO-580 to a 40hr. Cessna driver! These engines are all out performance
machines, have no representation of reliability, and carry no warranty.
Okay, enough for the blurb. Let's get down to brass tacks. At not quite 32
years of age, I am smart enough to know that I'm still wet behind the ears!
I do not pretend to know everything there is to know about aircraft engines.
However, I absolutely believe in Lycoming Engines and stand ready to support
you in any way possible. I am here to serve as the conduit between you, the
builder, and the full support of Lycoming's able staff of engineers,
technicians, and support personnel. I want you to know that I share your
enthusiasm for our sport and that I hope for the opportunity to speak to
each of you. I will be at Arlington, Oshkosh, and Reno. Please drop by or
contact me with your questions and ideas. I will make every attempt to
answer your inquiry personally and in a timely fashion.
Sincerely,
Jon A. Delamarter
Thunderbolt Manager
Lycoming Engines
(570)327-7115
Message 15
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| Subject: | Re: Off topic, partly!? |
--> RV10-List message posted by: DOUGPFLYRV@aol.com
CONGRATULATIONS ON BOTH !!!!
Doug Preston
RV-7 N731RV
EET
DO NOT ARCHIVE
Message 16
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| Subject: | Lycoming Thunderbolt Engines |
--> RV10-List message posted by: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
If you are going to start cross-posting this big ad to all the lists, at least
put ADV in the subject line and add "do not archive" to the email. Geez. Most
of the active vendors on the lists are considerate enough to keep the rhetoric
to a minimum. Oh ya, and welcome!
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
Sent: Thursday, June 22, 2006 4:15 PM
--> RV10-List message posted by: "Delamarter, Jon"
--> <JDelamarter@lycoming.textron.com>
To All:
I am new to the Matronics email list and would like to introduce myself. My name
is Jon A. Delamarter. I hold an A&P license and a degree in aircraft maintenance
from Spartan School of Aeronautics (Tulsa, OK). I have been married for
more than my adult life (since 19) and have the world's most wonderful wife
and the 4 most beautiful and intelligent daughters that God ever created. (My
dog's pretty smart too.) I have about 50 hours of dual in my logbook but have
not soloed due to a disagreement between me and Uncle Sam regarding my medical.
As a certified airplane freak and airport bum, I might just hold some sort
of record for "Most Types Flown Before Solo." I am particularly proud of the
fact that I have T-6 aerobatic instruction on the first page of my logbook!
My professional aviation career began upon graduation from Spartan on December
17, 1999. In the short 6 years since, I have enjoyed an unbelievably rewarding
life. With the blessings of loving family support, an excellent education,
and an absolute dedication to excellence, I have experienced career satisfaction
and growth that I could not have imagined. If you love this business, it
will be good to you! If you don't love it, get out. If I have learned one thing
thus far, it is
this: It's always about the people! I have no idea how many of you will read
this email, but I want you to know something. You aviation folks are my family.
I am proud and humbled to be part of you.
Having said all that, and at the risk of sounding crassly commercial, I'd love
to tell you folks about what I'm doing now. As of February 1st of this year,
it has been my privilege to serve as manager of Lycoming's brand-new experimental
hot-rod shop, Thunderbolt Engines. As you know, the absence of Lycoming's
direct participation in the past has not prevented the dominance of our brand
in the experimental market. We owe this not only to those designers who build
their aircraft around our engine, but also and perhaps even more so, to the
inherent reliability and simplicity of our engines.
The bottom line is that, although many of you are willing to experiment with different
aircraft designs and construction techniques, few have the desire to step
away from the known quantity of a Lycoming engine.
In recognition of this fact, Lycoming began a journey down a new road last year
with the introduction of the kit program. This program is responsible for the
influx of new experimental Lycoming based engines being sold by 6 shops across
the country. With this move, Lycoming formally acknowledged the credibility
of the custom engine for the common man.
On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made public
the next step in its journey by unveiling Thunderbolt Engines.
Thunderbolt Engines exists to provide homebuilders, race pilots, and competition
aerobatic pilots with a factory engineered, factory built, factory supported,
factory guaranteed custom engine. In the brief span of time since the announcement,
we have been pleased to learn that the first reaction from most of our
customers upon learning about Thunderbolt Engines is shock followed immediately
by excitement. The most common comments have been something like, "I'm so
glad you guys are finally doing this. I've been waiting a long time and really
didn't expect it to happen." After recovering from their initial surprise,
many builders have eagerly shared their ideas and concepts for customizing our
engines. There are a significant number of builders who are willing to pay
a fair price for a factory experimental engine. This core group understands the
importance of supporting the customization process with proper and adequate
engineering, quality, assembly, and testing protocol. Thunderbolt Engines is
housed in the ATC (Advanced Technology Center) here at Lycoming. The ATC is
still under development and will eventually consist of four build cells, static
display areas, an aircraft integration laboratory, a customer/employee training
facility, and offices. Once completed, the ATC will be available to you for
tours and training. We are currently operational and are delivering engines.
The intent is to construct a state-of-the-art facility that will demonstrate
our commitment to CDTA, Customer Driven Technological Advancement. In plain
English, we are creating, through the ATC, a knowledge pool. We encourage you
to challenge us with your requests and ideas. We are discovering that many
of our customers know a lot about our product. Through our involvement in the
kit program, we have developed relationships with individuals and companies
that have successfully and responsibly modified our engines for many years. Through
our customer satisfaction surveys, we are gaining accurate, real-time Voice
of th!
e Custom
er (VOC) data. We have gained experience and customer exposure through our support
of Reno racing and competition aerobatics. In addition, Lycoming has made
significant additions to its engineering staff. These folks come from various
backgrounds and bring fresh perspective and skills to the table. By leveraging
the data gathered from all these resources, (customers, kit shops, customer
surveys, racing/aerobatics, engineering, etc.), we are building the knowledge
pool. This data not only accelerates our development technically, it also
allows us to focus on developing those products that best fulfill the needs of
the customer.
The development of a Thunderbolt engine begins and ends with the Voice of the Customer.
Many builders call us requesting pricing for a specific engine. While
we certainly provide that information, we also attempt to glean as much information
as possible regarding specific aircraft application and desired performance.
From that data, we are frequently able to provide the builder with several
options, some of which they may not have known existed. Through this process,
we accomplish two things. First, we match the builder with a custom solution
that best accomplishes their stated goal. Secondly, and equally important,
we demonstrate our commitment to the customer's best interests, rather than
pushing a particular product. Our customers have expressed a great deal of
satisfaction with this process and have been quick to differentiate us from the
competition in this regard.
Thunderbolt Engines are currently segregated into three series: Signature, Extreme,
and Competition. A Thunderbolt Signature Series Engine is differentiated
from a certified, production engine in several ways. Like all Thunderbolt Engines,
Signature Series engines are constructed in dedicated build cells by two
man teams. In addition to being team built, Signature engines are internally
balanced and will be configured to the customer's exact specifications. Items
that may be customized range from major configuration changes such as crankcase
or crankshaft to fuel systems, ignition systems, sumps, induction components,
and turbocharging. Customers will also choose from appearance options such
as engine color(s), chrome, etc. Billet aluminum components such as the prototype
rocker covers displayed at Sun-'n-Fun are in development but not yet
online.
Representative of this series would be the engine built last year for Mike Melville,
the world's first civilian astronaut. This engine was an O-360-A4M configured
for updraft cooling and incorporating an experimental Ellison fuel system.
Mike operates this engine in a Long-EZ. Thunderbolt Signature Series engines
will receive a 2-year warranty. This is a real warranty with real value.
Thunderbolt Extreme Series engines incorporate all the features of the Signature
Series and continue to the next level in terms of performance upgrades. These
items may consist of mildly increased compression ratio or boost levels, or
other yet to be defined upgrades. Thunderbolt Extreme Series engines will receive
a reduced warranty, due to the expected types of operational dynamics.
Thunderbolt Competition Series engines incorporate all the features of the Signature
and Extreme Series and continue to the maximum level of performance. These
upgrades may consist of dramatically increased compression ratio or boost
levels, water injection, and/or other yet to be defined upgrades. Representative
of this group would be the engines built for Jon Sharp's Nemesis NXT and Mike
Jones' Glasair III. Also representative of this group would be the engine
we just shipped to Extra for the new Mike Goulian airplane. This engine is an
AEIO-580-L1B5 with very special cylinders, pistons, and sparkplugs. Once fully
broken in, we are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter
Extra reports unbelievable climb from an extremely smooth-running engine.
Competition Series engines will be limited to highly experienced pilots and will
require a signed agreement from the customer limiting his right to sell or change
ownership of the engine. Any such change would require Lycoming's approval.
The purpose of this constraint is to prevent the sale of a 340hp AEIO-580
to a 40hr. Cessna driver! These engines are all out performance machines, have
no representation of reliability, and carry no warranty.
Okay, enough for the blurb. Let's get down to brass tacks. At not quite 32 years
of age, I am smart enough to know that I'm still wet behind the ears!
I do not pretend to know everything there is to know about aircraft engines.
However, I absolutely believe in Lycoming Engines and stand ready to support you
in any way possible. I am here to serve as the conduit between you, the builder,
and the full support of Lycoming's able staff of engineers, technicians,
and support personnel. I want you to know that I share your enthusiasm for our
sport and that I hope for the opportunity to speak to each of you. I will
be at Arlington, Oshkosh, and Reno. Please drop by or contact me with your questions
and ideas. I will make every attempt to answer your inquiry personally
and in a timely fashion.
Sincerely,
Jon A. Delamarter
Thunderbolt Manager
Lycoming Engines
(570)327-7115
Message 17
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|
| Subject: | Lycoming Thunderbolt Engines |
--> RV10-List message posted by: "Chris Johnston" <CJohnston@popsound.com>
Thanks for the intro Jon!
I'm happy to have a Lyc rep's ear around... but...Are you sure you want all of
us to be able to harass you nonstop? ;) I'll toss a question in real quick -
fadec possible for the IO-540? I haven't heard much from anyone about this, but
I'd really like to see one.
Glad to meet you!!
cj
#40410
fuse
www.perfectlygoodairplane.net
-----Original Message-----
Sent: Thursday, June 22, 2006 2:15 PM
--> RV10-List message posted by: "Delamarter, Jon" <JDelamarter@lycoming.textron.com>
To All:
I am new to the Matronics email list and would like to introduce myself. My
name is Jon A. Delamarter. I hold an A&P license and a degree in aircraft
maintenance from Spartan School of Aeronautics (Tulsa, OK). I have been
married for more than my adult life (since 19) and have the world's most
wonderful wife and the 4 most beautiful and intelligent daughters that God
ever created. (My dog's pretty smart too.) I have about 50 hours of dual
in my logbook but have not soloed due to a disagreement between me and Uncle
Sam regarding my medical. As a certified airplane freak and airport bum, I
might just hold some sort of record for "Most Types Flown Before Solo." I
am particularly proud of the fact that I have T-6 aerobatic instruction on
the first page of my logbook! My professional aviation career began upon
graduation from Spartan on December 17, 1999. In the short 6 years since,
I have enjoyed an unbelievably rewarding life. With the blessings of loving
family support, an excellent education, and an absolute dedication to
excellence, I have experienced career satisfaction and growth that I could
not have imagined. If you love this business, it will be good to you! If
you don't love it, get out. If I have learned one thing thus far, it is
this: It's always about the people! I have no idea how many of you will
read this email, but I want you to know something. You aviation folks are
my family. I am proud and humbled to be part of you.
Having said all that, and at the risk of sounding crassly commercial, I'd
love to tell you folks about what I'm doing now. As of February 1st of this
year, it has been my privilege to serve as manager of Lycoming's brand-new
experimental hot-rod shop, Thunderbolt Engines. As you know, the absence of
Lycoming's direct participation in the past has not prevented the dominance
of our brand in the experimental market. We owe this not only to those
designers who build their aircraft around our engine, but also and perhaps
even more so, to the inherent reliability and simplicity of our engines.
The bottom line is that, although many of you are willing to experiment with
different aircraft designs and construction techniques, few have the desire
to step away from the known quantity of a Lycoming engine.
In recognition of this fact, Lycoming began a journey down a new road last
year with the introduction of the kit program. This program is responsible
for the influx of new experimental Lycoming based engines being sold by 6
shops across the country. With this move, Lycoming formally acknowledged
the credibility of the custom engine for the common man.
On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made
public the next step in its journey by unveiling Thunderbolt Engines.
Thunderbolt Engines exists to provide homebuilders, race pilots, and
competition aerobatic pilots with a factory engineered, factory built,
factory supported, factory guaranteed custom engine. In the brief span of
time since the announcement, we have been pleased to learn that the first
reaction from most of our customers upon learning about Thunderbolt Engines
is shock followed immediately by excitement. The most common comments have
been something like, "I'm so glad you guys are finally doing this. I've
been waiting a long time and really didn't expect it to happen." After
recovering from their initial surprise, many builders have eagerly shared
their ideas and concepts for customizing our engines. There are a
significant number of builders who are willing to pay a fair price for a
factory experimental engine. This core group understands the importance of
supporting the customization process with proper and adequate engineering,
quality, assembly, and testing protocol. Thunderbolt Engines is housed in
the ATC (Advanced Technology Center) here at Lycoming. The ATC is still
under development and will eventually consist of four build cells, static
display areas, an aircraft integration laboratory, a customer/employee
training facility, and offices. Once completed, the ATC will be available
to you for tours and training. We are currently operational and are
delivering engines. The intent is to construct a state-of-the-art facility
that will demonstrate our commitment to CDTA, Customer Driven Technological
Advancement. In plain English, we are creating, through the ATC, a
knowledge pool. We encourage you to challenge us with your requests and
ideas. We are discovering that many of our customers know a lot about our
product. Through our involvement in the kit program, we have developed
relationships with individuals and companies that have successfully and
responsibly modified our engines for many years. Through our customer
satisfaction surveys, we are gaining accurate, real-time Voice of the
Customer (VOC) data. We have gained experience and customer exposure
through our support of Reno racing and competition aerobatics. In addition,
Lycoming has made significant additions to its engineering staff. These
folks come from various backgrounds and bring fresh perspective and skills
to the table. By leveraging the data gathered from all these resources,
(customers, kit shops, customer surveys, racing/aerobatics, engineering,
etc.), we are building the knowledge pool. This data not only accelerates
our development technically, it also allows us to focus on developing those
products that best fulfill the needs of the customer.
The development of a Thunderbolt engine begins and ends with the Voice of
the Customer. Many builders call us requesting pricing for a specific
engine. While we certainly provide that information, we also attempt to
glean as much information as possible regarding specific aircraft
application and desired performance. From that data, we are frequently able
to provide the builder with several options, some of which they may not have
known existed. Through this process, we accomplish two things. First, we
match the builder with a custom solution that best accomplishes their stated
goal. Secondly, and equally important, we demonstrate our commitment to the
customer's best interests, rather than pushing a particular product. Our
customers have expressed a great deal of satisfaction with this process and
have been quick to differentiate us from the competition in this regard.
Thunderbolt Engines are currently segregated into three series: Signature,
Extreme, and Competition. A Thunderbolt Signature Series Engine is
differentiated from a certified, production engine in several ways. Like
all Thunderbolt Engines, Signature Series engines are constructed in
dedicated build cells by two man teams. In addition to being team built,
Signature engines are internally balanced and will be configured to the
customer's exact specifications. Items that may be customized range from
major configuration changes such as crankcase or crankshaft to fuel systems,
ignition systems, sumps, induction components, and turbocharging. Customers
will also choose from appearance options such as engine color(s), chrome,
etc. Billet aluminum components such as the prototype rocker covers
displayed at Sun-'n-Fun are in development but not yet online.
Representative of this series would be the engine built last year for Mike
Melville, the world's first civilian astronaut. This engine was an
O-360-A4M configured for updraft cooling and incorporating an experimental
Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbolt
Signature Series engines will receive a 2-year warranty. This is a real
warranty with real value.
Thunderbolt Extreme Series engines incorporate all the features of the
Signature Series and continue to the next level in terms of performance
upgrades. These items may consist of mildly increased compression ratio or
boost levels, or other yet to be defined upgrades. Thunderbolt Extreme
Series engines will receive a reduced warranty, due to the expected types of
operational dynamics.
Thunderbolt Competition Series engines incorporate all the features of the
Signature and Extreme Series and continue to the maximum level of
performance. These upgrades may consist of dramatically increased
compression ratio or boost levels, water injection, and/or other yet to be
defined upgrades. Representative of this group would be the engines built
for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also
representative of this group would be the engine we just shipped to Extra
for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with
very special cylinders, pistons, and sparkplugs. Once fully broken in, we
are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra
reports unbelievable climb from an extremely smooth-running engine.
Competition Series engines will be limited to highly experienced pilots and
will require a signed agreement from the customer limiting his right to sell
or change ownership of the engine. Any such change would require Lycoming's
approval. The purpose of this constraint is to prevent the sale of a 340hp
AEIO-580 to a 40hr. Cessna driver! These engines are all out performance
machines, have no representation of reliability, and carry no warranty.
Okay, enough for the blurb. Let's get down to brass tacks. At not quite 32
years of age, I am smart enough to know that I'm still wet behind the ears!
I do not pretend to know everything there is to know about aircraft engines.
However, I absolutely believe in Lycoming Engines and stand ready to support
you in any way possible. I am here to serve as the conduit between you, the
builder, and the full support of Lycoming's able staff of engineers,
technicians, and support personnel. I want you to know that I share your
enthusiasm for our sport and that I hope for the opportunity to speak to
each of you. I will be at Arlington, Oshkosh, and Reno. Please drop by or
contact me with your questions and ideas. I will make every attempt to
answer your inquiry personally and in a timely fashion.
Sincerely,
Jon A. Delamarter
Thunderbolt Manager
Lycoming Engines
(570)327-7115
Message 18
| INDEX | Back to Main INDEX |
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| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lycoming Thunderbolt Engines |
--> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
Bloody hell I could have finished the plane by the time I finished reading
this email!!!!!!!!!!!!!!!!!!!!!!!!!!!
Chris
Do not archive
----- Original Message -----
Sent: Friday, June 23, 2006 7:30 AM
> --> RV10-List message posted by: "RV Builder (Michael Sausen)"
> <rvbuilder@sausen.net>
>
> If you are going to start cross-posting this big ad to all the lists, at
> least put ADV in the subject line and add "do not archive" to the email.
> Geez. Most of the active vendors on the lists are considerate enough to
> keep the rhetoric to a minimum. Oh ya, and welcome!
>
> Michael Sausen
> RV-10 #352 Working on Fuselage
> Do Not Archive
>
>
> -----Original Message-----
> Sent: Thursday, June 22, 2006 4:15 PM
>
> --> RV10-List message posted by: "Delamarter, Jon"
> --> <JDelamarter@lycoming.textron.com>
>
> To All:
>
> I am new to the Matronics email list and would like to introduce myself.
> My name is Jon A. Delamarter. I hold an A&P license and a degree in
> aircraft maintenance from Spartan School of Aeronautics (Tulsa, OK). I
> have been married for more than my adult life (since 19) and have the
> world's most wonderful wife and the 4 most beautiful and intelligent
> daughters that God ever created. (My dog's pretty smart too.) I have
> about 50 hours of dual in my logbook but have not soloed due to a
> disagreement between me and Uncle Sam regarding my medical. As a
> certified airplane freak and airport bum, I might just hold some sort of
> record for "Most Types Flown Before Solo." I am particularly proud of the
> fact that I have T-6 aerobatic instruction on the first page of my
> logbook! My professional aviation career began upon graduation from
> Spartan on December 17, 1999. In the short 6 years since, I have enjoyed
> an unbelievably rewarding life. With the blessings of loving family supp!
> ort, an excellent education, and an absolute dedication to excellence, I
> have experienced career satisfaction and growth that I could not have
> imagined. If you love this business, it will be good to you! If you
> don't love it, get out. If I have learned one thing thus far, it is
> this: It's always about the people! I have no idea how many of you will
> read this email, but I want you to know something. You aviation folks are
> my family. I am proud and humbled to be part of you.
>
> Having said all that, and at the risk of sounding crassly commercial, I'd
> love to tell you folks about what I'm doing now. As of February 1st of
> this year, it has been my privilege to serve as manager of Lycoming's
> brand-new experimental hot-rod shop, Thunderbolt Engines. As you know,
> the absence of Lycoming's direct participation in the past has not
> prevented the dominance of our brand in the experimental market. We owe
> this not only to those designers who build their aircraft around our
> engine, but also and perhaps even more so, to the inherent reliability and
> simplicity of our engines.
> The bottom line is that, although many of you are willing to experiment
> with different aircraft designs and construction techniques, few have the
> desire to step away from the known quantity of a Lycoming engine.
>
> In recognition of this fact, Lycoming began a journey down a new road last
> year with the introduction of the kit program. This program is
> responsible for the influx of new experimental Lycoming based engines
> being sold by 6 shops across the country. With this move, Lycoming
> formally acknowledged the credibility of the custom engine for the common
> man.
>
> On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made
> public the next step in its journey by unveiling Thunderbolt Engines.
> Thunderbolt Engines exists to provide homebuilders, race pilots, and
> competition aerobatic pilots with a factory engineered, factory built,
> factory supported, factory guaranteed custom engine. In the brief span of
> time since the announcement, we have been pleased to learn that the first
> reaction from most of our customers upon learning about Thunderbolt
> Engines is shock followed immediately by excitement. The most common
> comments have been something like, "I'm so glad you guys are finally doing
> this. I've been waiting a long time and really didn't expect it to
> happen." After recovering from their initial surprise, many builders have
> eagerly shared their ideas and concepts for customizing our engines.
> There are a significant number of builders who are willing to pay a fair
> price for a factory experimental engine. This core group understands the
> importance of supporting the customization process with proper and
> adequate engineering, quality, assembly, and testing protoco!
> l. Thunderbolt Engines is housed in the ATC (Advanced Technology Center)
> here at Lycoming. The ATC is still under development and will eventually
> consist of four build cells, static display areas, an aircraft integration
> laboratory, a customer/employee training facility, and offices. Once
> completed, the ATC will be available to you for tours and training. We
> are currently operational and are delivering engines. The intent is to
> construct a state-of-the-art facility that will demonstrate our commitment
> to CDTA, Customer Driven Technological Advancement. In plain English, we
> are creating, through the ATC, a knowledge pool. We encourage you to
> challenge us with your requests and ideas. We are discovering that many
> of our customers know a lot about our product. Through our involvement in
> the kit program, we have developed relationships with individuals and
> companies that have successfully and responsibly modified our engines for
> many years. Through our customer satisf!
> action surveys, we are gaining accurate, real-time Voice of th!
> e Custom
> er (VOC) data. We have gained experience and customer exposure through
> our support of Reno racing and competition aerobatics. In addition,
> Lycoming has made significant additions to its engineering staff. These
> folks come from various backgrounds and bring fresh perspective and skills
> to the table. By leveraging the data gathered from all these resources,
> (customers, kit shops, customer surveys, racing/aerobatics, engineering,
> etc.), we are building the knowledge pool. This data not only accelerates
> our development technically, it also allows us to focus on developing
> those products that best fulfill the needs of the customer.
>
> The development of a Thunderbolt engine begins and ends with the Voice of
> the Customer. Many builders call us requesting pricing for a specific
> engine. While we certainly provide that information, we also attempt to
> glean as much information as possible regarding specific aircraft
> application and desired performance. From that data, we are frequently
> able to provide the builder with several options, some of which they may
> not have known existed. Through this process, we accomplish two things.
> First, we match the builder with a custom solution that best accomplishes
> their stated goal. Secondly, and equally important, we demonstrate our
> commitment to the customer's best interests, rather than pushing a
> particular product. Our customers have expressed a great deal of
> satisfaction with this process and have been quick to differentiate us
> from the competition in this regard.
>
>
> Thunderbolt Engines are currently segregated into three series:
> Signature, Extreme, and Competition. A Thunderbolt Signature Series
> Engine is differentiated from a certified, production engine in several
> ways. Like all Thunderbolt Engines, Signature Series engines are
> constructed in dedicated build cells by two man teams. In addition to
> being team built, Signature engines are internally balanced and will be
> configured to the customer's exact specifications. Items that may be
> customized range from major configuration changes such as crankcase or
> crankshaft to fuel systems, ignition systems, sumps, induction components,
> and turbocharging. Customers will also choose from appearance options
> such as engine color(s), chrome, etc. Billet aluminum components such as
> the prototype rocker covers displayed at Sun-'n-Fun are in development but
> not yet online.
> Representative of this series would be the engine built last year for Mike
> Melville, the world's first civilian astronaut. This engine was an
> O-360-A4M configured for updraft cooling and incorporating an experimental
> Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbolt
> Signature Series engines will receive a 2-year warranty. This is a real
> warranty with real value.
>
> Thunderbolt Extreme Series engines incorporate all the features of the
> Signature Series and continue to the next level in terms of performance
> upgrades. These items may consist of mildly increased compression ratio
> or boost levels, or other yet to be defined upgrades. Thunderbolt Extreme
> Series engines will receive a reduced warranty, due to the expected types
> of operational dynamics.
>
> Thunderbolt Competition Series engines incorporate all the features of the
> Signature and Extreme Series and continue to the maximum level of
> performance. These upgrades may consist of dramatically increased
> compression ratio or boost levels, water injection, and/or other yet to be
> defined upgrades. Representative of this group would be the engines built
> for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also
> representative of this group would be the engine we just shipped to Extra
> for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with
> very special cylinders, pistons, and sparkplugs. Once fully broken in, we
> are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra
> reports unbelievable climb from an extremely smooth-running engine.
> Competition Series engines will be limited to highly experienced pilots
> and will require a signed agreement from the customer limiting his right
> to sell or change ownership of the engine. Any such change would require
> Lycoming's approval. The purpose of this constraint is to prevent the
> sale of a 340hp AEIO-580 to a 40hr. Cessna driver! These engines are all
> out performance machines, have no representation of reliability, and carry
> no warranty.
>
> Okay, enough for the blurb. Let's get down to brass tacks. At not quite
> 32 years of age, I am smart enough to know that I'm still wet behind the
> ears!
> I do not pretend to know everything there is to know about aircraft
> engines.
> However, I absolutely believe in Lycoming Engines and stand ready to
> support you in any way possible. I am here to serve as the conduit
> between you, the builder, and the full support of Lycoming's able staff of
> engineers, technicians, and support personnel. I want you to know that I
> share your enthusiasm for our sport and that I hope for the opportunity to
> speak to each of you. I will be at Arlington, Oshkosh, and Reno. Please
> drop by or contact me with your questions and ideas. I will make every
> attempt to answer your inquiry personally and in a timely fashion.
>
> Sincerely,
>
> Jon A. Delamarter
> Thunderbolt Manager
> Lycoming Engines
> (570)327-7115
>
>
>
Message 19
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| Subject: | Re: Lycoming Thunderbolt Engines |
--> RV10-List message posted by: "pascal" <pascalreid@verizon.net>
Jon;
Certainly see your attention to detail! I quite appreciate the full
breakdown of Thunderbolt and your willingness to answer some questions. Two
that I have:
1)Website with all this info and with specifics to each engine?
2) Pricing for the engines, upgrades, modifications, etc...
Thanks!
Pascal
----- Original Message -----
Sent: Thursday, June 22, 2006 2:14 PM
> --> RV10-List message posted by: "Delamarter, Jon"
> <JDelamarter@lycoming.textron.com>
>
> To All:
>
> I am new to the Matronics email list and would like to introduce myself.
> My
> name is Jon A. Delamarter. I hold an A&P license and a degree in aircraft
> maintenance from Spartan School of Aeronautics (Tulsa, OK). I have been
> married for more than my adult life (since 19) and have the world's most
> wonderful wife and the 4 most beautiful and intelligent daughters that God
> ever created. (My dog's pretty smart too.) I have about 50 hours of dual
> in my logbook but have not soloed due to a disagreement between me and
> Uncle
> Sam regarding my medical. As a certified airplane freak and airport bum,
> I
> might just hold some sort of record for "Most Types Flown Before Solo." I
> am particularly proud of the fact that I have T-6 aerobatic instruction on
> the first page of my logbook! My professional aviation career began upon
> graduation from Spartan on December 17, 1999. In the short 6 years
> since,
> I have enjoyed an unbelievably rewarding life. With the blessings of
> loving
> family support, an excellent education, and an absolute dedication to
> excellence, I have experienced career satisfaction and growth that I could
> not have imagined. If you love this business, it will be good to you! If
> you don't love it, get out. If I have learned one thing thus far, it is
> this: It's always about the people! I have no idea how many of you will
> read this email, but I want you to know something. You aviation folks are
> my family. I am proud and humbled to be part of you.
>
> Having said all that, and at the risk of sounding crassly commercial, I'd
> love to tell you folks about what I'm doing now. As of February 1st of
> this
> year, it has been my privilege to serve as manager of Lycoming's brand-new
> experimental hot-rod shop, Thunderbolt Engines. As you know, the absence
> of
> Lycoming's direct participation in the past has not prevented the
> dominance
> of our brand in the experimental market. We owe this not only to those
> designers who build their aircraft around our engine, but also and perhaps
> even more so, to the inherent reliability and simplicity of our engines.
> The bottom line is that, although many of you are willing to experiment
> with
> different aircraft designs and construction techniques, few have the
> desire
> to step away from the known quantity of a Lycoming engine.
>
> In recognition of this fact, Lycoming began a journey down a new road last
> year with the introduction of the kit program. This program is
> responsible
> for the influx of new experimental Lycoming based engines being sold by 6
> shops across the country. With this move, Lycoming formally acknowledged
> the credibility of the custom engine for the common man.
>
> On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made
> public the next step in its journey by unveiling Thunderbolt Engines.
> Thunderbolt Engines exists to provide homebuilders, race pilots, and
> competition aerobatic pilots with a factory engineered, factory built,
> factory supported, factory guaranteed custom engine. In the brief span of
> time since the announcement, we have been pleased to learn that the first
> reaction from most of our customers upon learning about Thunderbolt
> Engines
> is shock followed immediately by excitement. The most common comments
> have
> been something like, "I'm so glad you guys are finally doing this. I've
> been waiting a long time and really didn't expect it to happen." After
> recovering from their initial surprise, many builders have eagerly shared
> their ideas and concepts for customizing our engines. There are a
> significant number of builders who are willing to pay a fair price for a
> factory experimental engine. This core group understands the importance
> of
> supporting the customization process with proper and adequate engineering,
> quality, assembly, and testing protocol. Thunderbolt Engines is housed in
> the ATC (Advanced Technology Center) here at Lycoming. The ATC is still
> under development and will eventually consist of four build cells, static
> display areas, an aircraft integration laboratory, a customer/employee
> training facility, and offices. Once completed, the ATC will be available
> to you for tours and training. We are currently operational and are
> delivering engines. The intent is to construct a state-of-the-art
> facility
> that will demonstrate our commitment to CDTA, Customer Driven
> Technological
> Advancement. In plain English, we are creating, through the ATC, a
> knowledge pool. We encourage you to challenge us with your requests and
> ideas. We are discovering that many of our customers know a lot about our
> product. Through our involvement in the kit program, we have developed
> relationships with individuals and companies that have successfully and
> responsibly modified our engines for many years. Through our customer
> satisfaction surveys, we are gaining accurate, real-time Voice of the
> Customer (VOC) data. We have gained experience and customer exposure
> through our support of Reno racing and competition aerobatics. In
> addition,
> Lycoming has made significant additions to its engineering staff. These
> folks come from various backgrounds and bring fresh perspective and skills
> to the table. By leveraging the data gathered from all these resources,
> (customers, kit shops, customer surveys, racing/aerobatics, engineering,
> etc.), we are building the knowledge pool. This data not only accelerates
> our development technically, it also allows us to focus on developing
> those
> products that best fulfill the needs of the customer.
>
> The development of a Thunderbolt engine begins and ends with the Voice of
> the Customer. Many builders call us requesting pricing for a specific
> engine. While we certainly provide that information, we also attempt to
> glean as much information as possible regarding specific aircraft
> application and desired performance. From that data, we are frequently
> able
> to provide the builder with several options, some of which they may not
> have
> known existed. Through this process, we accomplish two things. First, we
> match the builder with a custom solution that best accomplishes their
> stated
> goal. Secondly, and equally important, we demonstrate our commitment to
> the
> customer's best interests, rather than pushing a particular product. Our
> customers have expressed a great deal of satisfaction with this process
> and
> have been quick to differentiate us from the competition in this regard.
>
>
> Thunderbolt Engines are currently segregated into three series:
> Signature,
> Extreme, and Competition. A Thunderbolt Signature Series Engine is
> differentiated from a certified, production engine in several ways. Like
> all Thunderbolt Engines, Signature Series engines are constructed in
> dedicated build cells by two man teams. In addition to being team built,
> Signature engines are internally balanced and will be configured to the
> customer's exact specifications. Items that may be customized range from
> major configuration changes such as crankcase or crankshaft to fuel
> systems,
> ignition systems, sumps, induction components, and turbocharging.
> Customers
> will also choose from appearance options such as engine color(s), chrome,
> etc. Billet aluminum components such as the prototype rocker covers
> displayed at Sun-'n-Fun are in development but not yet online.
> Representative of this series would be the engine built last year for Mike
> Melville, the world's first civilian astronaut. This engine was an
> O-360-A4M configured for updraft cooling and incorporating an experimental
> Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbolt
> Signature Series engines will receive a 2-year warranty. This is a real
> warranty with real value.
>
> Thunderbolt Extreme Series engines incorporate all the features of the
> Signature Series and continue to the next level in terms of performance
> upgrades. These items may consist of mildly increased compression ratio
> or
> boost levels, or other yet to be defined upgrades. Thunderbolt Extreme
> Series engines will receive a reduced warranty, due to the expected types
> of
> operational dynamics.
>
> Thunderbolt Competition Series engines incorporate all the features of the
> Signature and Extreme Series and continue to the maximum level of
> performance. These upgrades may consist of dramatically increased
> compression ratio or boost levels, water injection, and/or other yet to be
> defined upgrades. Representative of this group would be the engines built
> for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also
> representative of this group would be the engine we just shipped to Extra
> for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with
> very special cylinders, pistons, and sparkplugs. Once fully broken in, we
> are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra
> reports unbelievable climb from an extremely smooth-running engine.
> Competition Series engines will be limited to highly experienced pilots
> and
> will require a signed agreement from the customer limiting his right to
> sell
> or change ownership of the engine. Any such change would require
> Lycoming's
> approval. The purpose of this constraint is to prevent the sale of a
> 340hp
> AEIO-580 to a 40hr. Cessna driver! These engines are all out performance
> machines, have no representation of reliability, and carry no warranty.
>
> Okay, enough for the blurb. Let's get down to brass tacks. At not quite
> 32
> years of age, I am smart enough to know that I'm still wet behind the
> ears!
> I do not pretend to know everything there is to know about aircraft
> engines.
> However, I absolutely believe in Lycoming Engines and stand ready to
> support
> you in any way possible. I am here to serve as the conduit between you,
> the
> builder, and the full support of Lycoming's able staff of engineers,
> technicians, and support personnel. I want you to know that I share your
> enthusiasm for our sport and that I hope for the opportunity to speak to
> each of you. I will be at Arlington, Oshkosh, and Reno. Please drop by
> or
> contact me with your questions and ideas. I will make every attempt to
> answer your inquiry personally and in a timely fashion.
>
> Sincerely,
>
> Jon A. Delamarter
> Thunderbolt Manager
> Lycoming Engines
> (570)327-7115
>
>
>
Message 20
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|
| Subject: | Lycoming Thunderbolt Engines |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
Touch' Michael but as he said in the opening line. It was to the entire Matronics
email list. Only Matt knows just how big that is. I am just glad I am only
subscribed to a half dozen sub-groups instead of the entire list of possibilities.
The frightening thing is that this may now be the source of a quadrupling
of spam that I have been receiving in just the last few weeks.
Now, will the first person who actually buys a Thunderbolt please speak up when
they do it?
I find it corny that we will be able to call that one a "JUG" engine.
The Signature has a real warranty making all other Lycoming certified engines without
any valid warrantee. Internal balancing tolerance is not specified on any
of the three. I like Barrett's product even more now.
The Extreme has a mildly increased compression. Warrantee will be reduced .. now
is that from the certified Lycosaurus which has a no value warrantee or from
Extreme. Now that is good and vague.
And then they have to Competition which can only be purchased by Highly experienced
pilots. Does that leave us 2,000 hour spam can pilots out in the cold?
It was all too clearly just an ADVERTORIAL. And too boot, he never identified
that he was a pilot, just a Spartan graduate.
John Cox - $00.02
-----Original Message-----
Sent: Thursday, June 22, 2006 2:31 PM
--> RV10-List message posted by: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
If you are going to start cross-posting this big ad to all the lists, at least
put ADV in the subject line and add "do not archive" to the email. Geez. Most
of the active vendors on the lists are considerate enough to keep the rhetoric
to a minimum. Oh ya, and welcome!
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
Sent: Thursday, June 22, 2006 4:15 PM
--> RV10-List message posted by: "Delamarter, Jon"
--> <JDelamarter@lycoming.textron.com>
To All:
I am new to the Matronics email list and would like to introduce myself.
Message 21
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|
| Subject: | Lycoming Thunderbolt Engines |
Well, you must have missed the good old days with James McClow!
TDT
40025
do not archive
-----Original Message-----
Sent: Thu 6/22/2006 5:40 PM
--> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
Bloody hell I could have finished the plane by the time I finished reading
this email!!!!!!!!!!!!!!!!!!!!!!!!!!!
Chris
Do not archive
----- Original Message -----
Sent: Friday, June 23, 2006 7:30 AM
> --> RV10-List message posted by: "RV Builder (Michael Sausen)"
> <rvbuilder@sausen.net>
>
> If you are going to start cross-posting this big ad to all the lists, at
> least put ADV in the subject line and add "do not archive" to the email.
> Geez. Most of the active vendors on the lists are considerate enough to
> keep the rhetoric to a minimum. Oh ya, and welcome!
>
> Michael Sausen
> RV-10 #352 Working on Fuselage
> Do Not Archive
>
>
> -----Original Message-----
> Sent: Thursday, June 22, 2006 4:15 PM
>
> --> RV10-List message posted by: "Delamarter, Jon"
> --> <JDelamarter@lycoming.textron.com>
>
> To All:
>
> I am new to the Matronics email list and would like to introduce myself.
> My name is Jon A. Delamarter. I hold an A&P license and a degree in
> aircraft maintenance from Spartan School of Aeronautics (Tulsa, OK). I
> have been married for more than my adult life (since 19) and have the
> world's most wonderful wife and the 4 most beautiful and intelligent
> daughters that God ever created. (My dog's pretty smart too.) I have
> about 50 hours of dual in my logbook but have not soloed due to a
> disagreement between me and Uncle Sam regarding my medical. As a
> certified airplane freak and airport bum, I might just hold some sort of
> record for "Most Types Flown Before Solo." I am particularly proud of th
e
> fact that I have T-6 aerobatic instruction on the first page of my
> logbook! My professional aviation career began upon graduation from
> Spartan on December 17, 1999. In the short 6=BD years since, I have enjo
yed
> an unbelievably rewarding life. With the blessings of loving family supp!
> ort, an excellent education, and an absolute dedication to excellence, I
> have experienced career satisfaction and growth that I could not have
> imagined. If you love this business, it will be good to you! If you
> don't love it, get out. If I have learned one thing thus far, it is
> this: It's always about the people! I have no idea how many of you will
> read this email, but I want you to know something. You aviation folks ar
e
> my family. I am proud and humbled to be part of you.
>
> Having said all that, and at the risk of sounding crassly commercial, I'd
> love to tell you folks about what I'm doing now. As of February 1st of
> this year, it has been my privilege to serve as manager of Lycoming's
> brand-new experimental hot-rod shop, Thunderbolt Engines. As you know,
> the absence of Lycoming's direct participation in the past has not
> prevented the dominance of our brand in the experimental market. We owe
> this not only to those designers who build their aircraft around our
> engine, but also and perhaps even more so, to the inherent reliability an
d
> simplicity of our engines.
> The bottom line is that, although many of you are willing to experiment
> with different aircraft designs and construction techniques, few have the
> desire to step away from the known quantity of a Lycoming engine.
>
> In recognition of this fact, Lycoming began a journey down a new road las
t
> year with the introduction of the kit program. This program is
> responsible for the influx of new experimental Lycoming based engines
> being sold by 6 shops across the country. With this move, Lycoming
> formally acknowledged the credibility of the custom engine for the common
> man.
>
> On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made
> public the next step in its journey by unveiling Thunderbolt Engines.
> Thunderbolt Engines exists to provide homebuilders, race pilots, and
> competition aerobatic pilots with a factory engineered, factory built,
> factory supported, factory guaranteed custom engine. In the brief span o
f
> time since the announcement, we have been pleased to learn that the first
> reaction from most of our customers upon learning about Thunderbolt
> Engines is shock followed immediately by excitement. The most common
> comments have been something like, "I'm so glad you guys are finally doin
g
> this. I've been waiting a long time and really didn't expect it to
> happen." After recovering from their initial surprise, many builders hav
e
> eagerly shared their ideas and concepts for customizing our engines.
> There are a significant number of builders who are willing to pay a fair
> price for a factory experimental engine. This core group understands the
> importance of supporting the customization process with proper and
> adequate engineering, quality, assembly, and testing protoco!
> l. Thunderbolt Engines is housed in the ATC (Advanced Technology Center)
> here at Lycoming. The ATC is still under development and will eventually
> consist of four build cells, static display areas, an aircraft integratio
n
> laboratory, a customer/employee training facility, and offices. Once
> completed, the ATC will be available to you for tours and training. We
> are currently operational and are delivering engines. The intent is to
> construct a state-of-the-art facility that will demonstrate our commitmen
t
> to CDTA, Customer Driven Technological Advancement. In plain English, we
> are creating, through the ATC, a knowledge pool. We encourage you to
> challenge us with your requests and ideas. We are discovering that many
> of our customers know a lot about our product. Through our involvement i
n
> the kit program, we have developed relationships with individuals and
> companies that have successfully and responsibly modified our engines for
> many years. Through our customer satisf!
> action surveys, we are gaining accurate, real-time Voice of th!
> e Custom
> er (VOC) data. We have gained experience and customer exposure through
> our support of Reno racing and competition aerobatics. In addition,
> Lycoming has made significant additions to its engineering staff. These
> folks come from various backgrounds and bring fresh perspective and skill
s
> to the table. By leveraging the data gathered from all these resources,
> (customers, kit shops, customer surveys, racing/aerobatics, engineering,
> etc.), we are building the knowledge pool. This data not only accelerate
s
> our development technically, it also allows us to focus on developing
> those products that best fulfill the needs of the customer.
>
> The development of a Thunderbolt engine begins and ends with the Voice of
> the Customer. Many builders call us requesting pricing for a specific
> engine. While we certainly provide that information, we also attempt to
> glean as much information as possible regarding specific aircraft
> application and desired performance. From that data, we are frequently
> able to provide the builder with several options, some of which they may
> not have known existed. Through this process, we accomplish two things.
> First, we match the builder with a custom solution that best accomplishes
> their stated goal. Secondly, and equally important, we demonstrate our
> commitment to the customer's best interests, rather than pushing a
> particular product. Our customers have expressed a great deal of
> satisfaction with this process and have been quick to differentiate us
> from the competition in this regard.
>
>
> Thunderbolt Engines are currently segregated into three series:
> Signature, Extreme, and Competition. A Thunderbolt Signature Series
> Engine is differentiated from a certified, production engine in several
> ways. Like all Thunderbolt Engines, Signature Series engines are
> constructed in dedicated build cells by two man teams. In addition to
> being team built, Signature engines are internally balanced and will be
> configured to the customer's exact specifications. Items that may be
> customized range from major configuration changes such as crankcase or
> crankshaft to fuel systems, ignition systems, sumps, induction components
,
> and turbocharging. Customers will also choose from appearance options
> such as engine color(s), chrome, etc. Billet aluminum components such as
> the prototype rocker covers displayed at Sun-'n-Fun are in development bu
t
> not yet online.
> Representative of this series would be the engine built last year for Mik
e
> Melville, the world's first civilian astronaut. This engine was an
> O-360-A4M configured for updraft cooling and incorporating an experimenta
l
> Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbol
t
> Signature Series engines will receive a 2-year warranty. This is a real
> warranty with real value.
>
> Thunderbolt Extreme Series engines incorporate all the features of the
> Signature Series and continue to the next level in terms of performance
> upgrades. These items may consist of mildly increased compression ratio
> or boost levels, or other yet to be defined upgrades. Thunderbolt Extrem
e
> Series engines will receive a reduced warranty, due to the expected types
> of operational dynamics.
>
> Thunderbolt Competition Series engines incorporate all the features of th
e
> Signature and Extreme Series and continue to the maximum level of
> performance. These upgrades may consist of dramatically increased
> compression ratio or boost levels, water injection, and/or other yet to b
e
> defined upgrades. Representative of this group would be the engines buil
t
> for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also
> representative of this group would be the engine we just shipped to Extra
> for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with
> very special cylinders, pistons, and sparkplugs. Once fully broken in, w
e
> are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra
> reports unbelievable climb from an extremely smooth-running engine.
> Competition Series engines will be limited to highly experienced pilots
> and will require a signed agreement from the customer limiting his right
> to sell or change ownership of the engine. Any such change would require
> Lycoming's approval. The purpose of this constraint is to prevent the
> sale of a 340hp AEIO-580 to a 40hr. Cessna driver! These engines are all
> out performance machines, have no representation of reliability, and carr
y
> no warranty.
>
> Okay, enough for the blurb. Let's get down to brass tacks. At not quite
> 32 years of age, I am smart enough to know that I'm still wet behind the
> ears!
> I do not pretend to know everything there is to know about aircraft
> engines.
> However, I absolutely believe in Lycoming Engines and stand ready to
> support you in any way possible. I am here to serve as the conduit
> between you, the builder, and the full support of Lycoming's able staff o
f
> engineers, technicians, and support personnel. I want you to know that I
> share your enthusiasm for our sport and that I hope for the opportunity t
o
> speak to each of you. I will be at Arlington, Oshkosh, and Reno. Please
> drop by or contact me with your questions and ideas. I will make every
> attempt to answer your inquiry personally and in a timely fashion.
>
> Sincerely,
>
> Jon A. Delamarter
> Thunderbolt Manager
> Lycoming Engines
> (570)327-7115
>
>
>
=========================
==========
=========================
==========
=========================
==========
=========================
==========
Message 22
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|
| Subject: | Re: Lycoming Thunderbolt Engines |
--> RV10-List message posted by: GRANSCOTT@aol.com
Jon, welcome and thanks for the Infomercial I'm sure you'll get a few
razzy's on the intro.
I hope your being here does not make you the Lycoming whipping boy when one
of them things comes unglued.
Our EAA chapter (240) has been in contact with Daria Fish and Dennis Racine
to do a tour at Williamport some time in the next couple of months. When do
you think you'll be operational?
Patrick Scott
EAA Chapter 240, President
eaa240.org
do not archive
Message 23
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--> RV10-List message posted by: Ed <ed@muellerartcover.com>
Got my QB fuse and QB wings delivered. Trying to do the inventory and
wondering how others stored the parts for the future. Like when I need
the F-10105 how do I remember what it looks like and where did I put it.
I have some dedicated shelving and was thinking of organizing by
function, but there are a lot of functions. Any ideas?
Ed Mueller
#40525
ed at muellerartcover.com
Message 24
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--> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
Ed sort the bags out by numbers as you will use them all the time so have
them in the same room. The fuse box (small ) you will be into as well. The
rest is just common sense that suits your location.
Kind regards Chris
----- Original Message -----
Sent: Friday, June 23, 2006 9:13 AM
> --> RV10-List message posted by: Ed <ed@muellerartcover.com>
>
>
> Got my QB fuse and QB wings delivered. Trying to do the inventory and
> wondering how others stored the parts for the future. Like when I need the
> F-10105 how do I remember what it looks like and where did I put it. I
> have some dedicated shelving and was thinking of organizing by function,
> but there are a lot of functions. Any ideas?
>
> Ed Mueller
> #40525
> ed at muellerartcover.com
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
>
Message 25
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--> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
I also mark the bags to describe the contents. All the small parts get
stored in boxes and the bigger ones on shelves.
Chris , Susie Darcy wrote:
> --> RV10-List message posted by: "Chris , Susie Darcy"
> <VHMUM@bigpond.com>
>
> Ed sort the bags out by numbers as you will use them all the time so
> have them in the same room. The fuse box (small ) you will be into as
> well. The rest is just common sense that suits your location.
>
> Kind regards Chris
> ----- Original Message ----- Sent: Friday, June 23, 2006 9:13 AM
>
>
>> --> RV10-List message posted by: Ed <ed@muellerartcover.com>
>>
>>
>> Got my QB fuse and QB wings delivered. Trying to do the inventory
>> and wondering how others stored the parts for the future. Like when I
>> need the F-10105 how do I remember what it looks like and where did I
>> put it. I have some dedicated shelving and was thinking of organizing
>> by function, but there are a lot of functions. Any ideas?
>>
>> Ed Mueller
>> #40525
>> ed at muellerartcover.com
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>> http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
Message 26
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|
--> RV10-List message posted by: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
I used a combination of 3 small loose parts cabinets and peg board to
organize the parts. Anything that didn't fit into those two categories
went onto a shelf. Here is the inventory sections of my log:
http://www.mykitlog.com/users/category.php?user=msausen&project=22&categ
ory=619
Michael Sausen
-10 #352 Fuselage
Do not archive
-----Original Message-----
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Ed
Sent: Thursday, June 22, 2006 6:14 PM
--> RV10-List message posted by: Ed <ed@muellerartcover.com>
Got my QB fuse and QB wings delivered. Trying to do the inventory and
wondering how others stored the parts for the future. Like when I need
the F-10105 how do I remember what it looks like and where did I put it.
I have some dedicated shelving and was thinking of organizing by
function, but there are a lot of functions. Any ideas?
Ed Mueller
#40525
ed at muellerartcover.com
Message 27
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|
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Ed,
What worked for me is this:
All the big parts went on shelves or stayed in the shipping boxes piled
in a storeroom.
The baggies with plain old standard hardware all eventually got dumped
into 3 sets of those multi-tray organizers. I originally was keeping
all the hardware in the bags, but after a while I decided that I
should just order some of every size nut and screw that was commonly
used, and keep a good supply of parts. That helped a lot in the
end.
The rest of the baggies all got sorted by number, in order, and I bought
a bunch of plastic storage boxes and set them all in there in order, so
I could quickly find the number range of baggie that I needed.
I left labels on the parts as long as I could, or marked them with
a sharpie if I pulled the plastic or label.
Tim Olson - RV-10 N104CD - Flying
do not archive
Ed wrote:
> --> RV10-List message posted by: Ed <ed@muellerartcover.com>
>
>
> Got my QB fuse and QB wings delivered. Trying to do the inventory and
> wondering how others stored the parts for the future. Like when I need
> the F-10105 how do I remember what it looks like and where did I put it.
> I have some dedicated shelving and was thinking of organizing by
> function, but there are a lot of functions. Any ideas?
>
> Ed Mueller
> #40525
> ed at muellerartcover.com
>
>
Message 28
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|
--> RV10-List message posted by: "bruce snyder" <SNYDER888@peoplepc.com>
Tom,
I don't know about your QB fuselage but mine had the landing gear bracket
fully bolted in with no reason to pull it out (yes the two front outboard
nutplates were already installed). I did drill out enough of the rivets in
the front floor covers to pull it up by the corner and slide insulation
underneath. The two outboard most row of rivets (the few that were
installed) didn't need to be removed and I got insulation in under all the
front floor.
Bruce Snyder
QB fuselage #353
-----Original Message-----
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tom Deutsch
Sent: Tuesday, June 20, 2006 8:54 AM
--> RV10-List message posted by: "Tom Deutsch" <deutscht@rhwhotels.com>
Is it possible to remove the front floor covers without removing the
weld mounts for the landing gear on a QB fuse? Tim Olson I noticed your
photos show you removed for insulation. Can you share how? Anyone else
have ideas?
Tom Deutsch
Office 913 451-1222
Fax 913 451-6493
Cell 913 908-7752
Message 29
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|
| Subject: | Re: Front Floor Pan |
--> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
Bruce I would take the floor pans out as I found a lot of shavings and a
cleko in there....also you need to seal the firewall and you get a better
seal from the back.
Just a thought
Chris
----- Original Message -----
Sent: Friday, June 23, 2006 12:46 PM
> --> RV10-List message posted by: "bruce snyder" <SNYDER888@peoplepc.com>
>
> Tom,
>
> I don't know about your QB fuselage but mine had the landing gear bracket
> fully bolted in with no reason to pull it out (yes the two front outboard
> nutplates were already installed). I did drill out enough of the rivets
> in
> the front floor covers to pull it up by the corner and slide insulation
> underneath. The two outboard most row of rivets (the few that were
> installed) didn't need to be removed and I got insulation in under all the
> front floor.
>
> Bruce Snyder
> QB fuselage #353
>
> -----Original Message-----
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tom Deutsch
> Sent: Tuesday, June 20, 2006 8:54 AM
>
> --> RV10-List message posted by: "Tom Deutsch" <deutscht@rhwhotels.com>
>
> Is it possible to remove the front floor covers without removing the
> weld mounts for the landing gear on a QB fuse? Tim Olson I noticed your
> photos show you removed for insulation. Can you share how? Anyone else
> have ideas?
>
>
> Tom Deutsch
>
>
> Office 913 451-1222
>
> Fax 913 451-6493
>
> Cell 913 908-7752
>
>
>
Message 30
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|
| Subject: | Re: Lycoming Thunderbolt Engines |
--> RV10-List message posted by: "jdalton77" <jdalton77@comcast.net>
Jon,
Awesome to have you here. Don't mind these crotchety old guys.
It's great to have an inside track to Lycoming on the board.
----- Original Message -----
Sent: Thursday, June 22, 2006 8:54 PM
> --> RV10-List message posted by: GRANSCOTT@aol.com
>
> Jon, welcome and thanks for the Infomercial I'm sure you'll get a few
> razzy's on the intro.
>
> I hope your being here does not make you the Lycoming whipping boy when
> one
> of them things comes unglued.
>
> Our EAA chapter (240) has been in contact with Daria Fish and Dennis
> Racine
> to do a tour at Williamport some time in the next couple of months. When
> do
> you think you'll be operational?
>
> Patrick Scott
> EAA Chapter 240, President
> eaa240.org
>
> do not archive
>
>
>
Message 31
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|
--> RV10-List message posted by: "Robert G. Wright" <armywrights@adelphia.net>
Albert,
I'm planning the 3500; awaiting some more documentation on the website (next
three weeks I'm told). If you go with the full system you also need to plan
to stray from Van's recommended fuel routing in the tunnel. Call 'em up and
ask for Rob's insight on this until they get the info on the website.
Rob Wright
#392 Wings
-----Original Message-----
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Albert Gardner
Sent: Thursday, June 22, 2006 12:36 AM
--> RV10-List message posted by: "Albert Gardner" <ibspud@adelphia.net>
I see that Advanced Flight Systems now offers a EFIS/EMS combo (AF3500 & AF
3400) that is slightly larger than Dynon's D100/D120 combo. Anybody far
enough along to be considering either one of these units?
Albert Gardner
40-422
Yuma, AZ
Message 32
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|
| Subject: | Re: Front Floor Pan |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
I made out with a 12" drill bit or two, and about 3 clecos, and I
think some sort of tool. Funny what you can find in a QB.
Tim Olson - RV-10 N104CD - Flying
do not archive
Chris , Susie Darcy wrote:
> --> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
>
> Bruce I would take the floor pans out as I found a lot of shavings and a
> cleko in there....also you need to seal the firewall and you get a
> better seal from the back.
>
> Just a thought
>
> Chris
> ----- Original Message ----- Sent: Friday, June 23, 2006 12:46 PM
>
>
>> --> RV10-List message posted by: "bruce snyder" <SNYDER888@peoplepc.com>
>>
>> Tom,
>>
>> I don't know about your QB fuselage but mine had the landing gear bracket
>> fully bolted in with no reason to pull it out (yes the two front outboard
>> nutplates were already installed). I did drill out enough of the
>> rivets in
>> the front floor covers to pull it up by the corner and slide insulation
>> underneath. The two outboard most row of rivets (the few that were
>> installed) didn't need to be removed and I got insulation in under all
>> the
>> front floor.
>>
>> Bruce Snyder
>> QB fuselage #353
>>
>> -----Original Message-----
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tom Deutsch
>> Sent: Tuesday, June 20, 2006 8:54 AM
>>
>> --> RV10-List message posted by: "Tom Deutsch" <deutscht@rhwhotels.com>
>>
>> Is it possible to remove the front floor covers without removing the
>> weld mounts for the landing gear on a QB fuse? Tim Olson I noticed your
>> photos show you removed for insulation. Can you share how? Anyone else
>> have ideas?
>>
>>
>>
>> Tom Deutsch
>>
>>
>>
>> Office 913 451-1222
>>
>> Fax 913 451-6493
>>
>> Cell 913 908-7752
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
>
>
>
>
>
>
>
Message 33
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| Subject: | Lycoming Thunderbolt Engines |
--> RV10-List message posted by: Rick <ricksked@earthlink.net>
OK...since when is wet behind the ears a disqualifying medical condition??
lol....somebody mentioned James McClow....
Welcome and can we expect P-47 Thunderbolt technology or the A-1O Thunderbolt II
technology?
Lycoming, it ain't your grandfathers tractor engine anymore, we got a rep!!
FWIW, I am using a IO-540....nice to see your company recognized the experimental
market as a target of opportunity. Numbers from the much better building clone
guys must have found their way the the Textron number crunchers, shoot we
be losing money!!
Soap box returned to the closet..
Rick S.
40185
Finishing/fuse/wiring
Message 34
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|
| Subject: | Quietride Sound Insulation & Firewall Insulation |
Hi Frank-
Funny you should ask. Just a few months ago we did a kit for Tom
(Stockton
Flight Center). He is building a RV-7 and I have a customer in
Bakersfield
who is bringing us the body of his RV-10 in July.
The materials we use are aircraft certified and will make a hugh
difference
in the cabin noise and temperatures. We are in the process of building
an
ABS molded firewall for the RV-7 to stop the noise and heat. The
firewall
will fit over the setback "hump" in the firewall. We are also looking
to
build a rear Bulkhead cover with the word "Experimental RV-7" in raised
letters.
The material we use is approximately 3/4 inches thick and will have a
thermal value of R-36.3. These material will take up to 1500 degrees of
heat. The kits are pre-cut to fit between the ribs of the body and each
space between the ribs will have a small piece of Dynamat to stop body
skin
vibration. Typically in our auto applications we get a 50 percent
reduction
in noise and we would expect to see the same result in an aviation
setting.
The cabin temperatures should also be greatly stabilized.
We would to do a number of these kits before we launch the AERO side of
the
business.
I have attached photos of the RV-7 project.
Tim
On 6/21/06 10:12 PM, "FRANK PACHECO" <fscorpio@sbcglobal.net> wrote:
> Name: FRANK PACHECO
> Phone: 209-403-2674
> Fax:
> Email: fscorpio@sbcglobal.net
>
> I read about your product today in the Record. I and numerous other
members
> of the Experimental Aviation Association build aircraft from kits
(some metal
> some fiberglass or composite).
>
> I was curious as to whether your product is adaptable to aircraft
cabin
> insulation, it must be light in weight and provide sound proofing.
> Additionally there is also need for a firewall (between the engine &
cabin)
> for sound proofing material that is also fire resistant.
>
> Examples of kit aircraft that would use the product are seen at:
>
> http://www.vansaircraft.com
>
> I am building an RV-10 aircraft from Vans Aircraft.
>
> I would like to explore the feasibility of using your product within
the cabin
> area of the aircraft.
>
> Do you have specification for our various products such as: weight per
square
> foot; sound proofing ability in Decibels of reduction; and amount of
fire
> protection (resistance to heat in degrees F or Celsius) that
information would
> be useful.
>
> Let me know if you are interested in exploring this potential new
product line
> of providing cabin sound proofing and firewall protection for
experimental
> aircraft builders.
>
>
>
>
Thank you,
Timothy Cox
President
6507 Pacific Avenue, Ste. 334 Stockton, CA 95207
209-942-4777?209-942-4476 Fax?www.quietride.com
Message 35
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|
| Subject: | Fw: FeedBack QUIET RIDE SOLUTIONS |
----- Original Message -----
Sent: Thursday, June 22, 2006 10:48 AM
Hi Frank-
Funny you should ask. Just a few months ago we did a kit for Tom (Stockton
Flight Center). He is building a RV-7 and I have a customer in Bakersfield
who is bringing us the body of his RV-10 in July.
The materials we use are aircraft certified and will make a hugh difference
in the cabin noise and temperatures. We are in the process of building an
ABS molded firewall for the RV-7 to stop the noise and heat. The firewall
will fit over the setback "hump" in the firewall. We are also looking to
build a rear Bulkhead cover with the word "Experimental RV-7" in raised
letters.
The material we use is approximately 3/4 inches thick and will have a
thermal value of R-36.3. These material will take up to 1500 degrees of
heat. The kits are pre-cut to fit between the ribs of the body and each
space between the ribs will have a small piece of Dynamat to stop body skin
vibration. Typically in our auto applications we get a 50 percent reduction
in noise and we would expect to see the same result in an aviation setting.
The cabin temperatures should also be greatly stabilized.
We would to do a number of these kits before we launch the AERO side of the
business.
I have attached photos of the RV-7 project.
Tim
On 6/21/06 10:12 PM, "FRANK PACHECO" <fscorpio@sbcglobal.net> wrote:
> Name: FRANK PACHECO
> Phone: 209-403-2674
> Fax:
> Email: fscorpio@sbcglobal.net
>
> I read about your product today in the Record. I and numerous other
> members
> of the Experimental Aviation Association build aircraft from kits (some
> metal
> some fiberglass or composite).
>
> I was curious as to whether your product is adaptable to aircraft cabin
> insulation, it must be light in weight and provide sound proofing.
> Additionally there is also need for a firewall (between the engine &
> cabin)
> for sound proofing material that is also fire resistant.
>
> Examples of kit aircraft that would use the product are seen at:
>
> http://www.vansaircraft.com
>
> I am building an RV-10 aircraft from Vans Aircraft.
>
> I would like to explore the feasibility of using your product within the
> cabin
> area of the aircraft.
>
> Do you have specification for our various products such as: weight per
> square
> foot; sound proofing ability in Decibels of reduction; and amount of fire
> protection (resistance to heat in degrees F or Celsius) that information
> would
> be useful.
>
> Let me know if you are interested in exploring this potential new product
> line
> of providing cabin sound proofing and firewall protection for experimental
> aircraft builders.
>
>
Thank you,
Timothy Cox
President
6507 Pacific Avenue, Ste. 334 Stockton, CA 95207
209-942-4777?209-942-4476 Fax?www.quietride.com
Message 36
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|
| Subject: | Re: Fw: FeedBack QUIET RIDE SOLUTIONS |
--> RV10-List message posted by: "Paul Walter" <pdwalter@bigpond.net.au>
Hi Tim,
Have you conducted tests or had any experience of corrosion of the aluminium
due to sweating or captured capillary moisture between your product and the
skin ?
Paul Walter
----- Original Message -----
Sent: Friday, June 23, 2006 3:18 PM
>
> ----- Original Message -----
> Sent: Thursday, June 22, 2006 10:48 AM
>
>
> Hi Frank-
>
> Funny you should ask. Just a few months ago we did a kit for Tom
> (Stockton
> Flight Center). He is building a RV-7 and I have a customer in
> Bakersfield
> who is bringing us the body of his RV-10 in July.
>
> The materials we use are aircraft certified and will make a hugh
> difference
> in the cabin noise and temperatures. We are in the process of building an
> ABS molded firewall for the RV-7 to stop the noise and heat. The firewall
> will fit over the setback "hump" in the firewall. We are also looking to
> build a rear Bulkhead cover with the word "Experimental RV-7" in raised
> letters.
>
> The material we use is approximately 3/4 inches thick and will have a
> thermal value of R-36.3. These material will take up to 1500 degrees of
> heat. The kits are pre-cut to fit between the ribs of the body and each
> space between the ribs will have a small piece of Dynamat to stop body
> skin
> vibration. Typically in our auto applications we get a 50 percent
> reduction
> in noise and we would expect to see the same result in an aviation
> setting.
> The cabin temperatures should also be greatly stabilized.
>
> We would to do a number of these kits before we launch the AERO side of
> the
> business.
>
> I have attached photos of the RV-7 project.
>
> Tim
>
>
> On 6/21/06 10:12 PM, "FRANK PACHECO" <fscorpio@sbcglobal.net> wrote:
>
>> Name: FRANK PACHECO
>> Phone: 209-403-2674
>> Fax:
>> Email: fscorpio@sbcglobal.net
>>
>> I read about your product today in the Record. I and numerous other
>> members
>> of the Experimental Aviation Association build aircraft from kits (some
>> metal
>> some fiberglass or composite).
>>
>> I was curious as to whether your product is adaptable to aircraft cabin
>> insulation, it must be light in weight and provide sound proofing.
>> Additionally there is also need for a firewall (between the engine &
>> cabin)
>> for sound proofing material that is also fire resistant.
>>
>> Examples of kit aircraft that would use the product are seen at:
>>
>> http://www.vansaircraft.com
>>
>> I am building an RV-10 aircraft from Vans Aircraft.
>>
>> I would like to explore the feasibility of using your product within the
>> cabin
>> area of the aircraft.
>>
>> Do you have specification for our various products such as: weight per
>> square
>> foot; sound proofing ability in Decibels of reduction; and amount of fire
>> protection (resistance to heat in degrees F or Celsius) that information
>> would
>> be useful.
>>
>> Let me know if you are interested in exploring this potential new product
>> line
>> of providing cabin sound proofing and firewall protection for
>> experimental
>> aircraft builders.
>>
>>
>>
>>
>
> Thank you,
>
> Timothy Cox
> President
>
>
> 6507 Pacific Avenue, Ste. 334 Stockton, CA 95207
> 209-942-4777?209-942-4476 Fax?www.quietride.com
>
>
>
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