Today's Message Index:
----------------------
1. 04:50 AM - Re: Avemco Insurance QuoteAvemco Insurance Quote (Wayne Edgerton)
2. 06:08 AM - Re: Avemco Insurance Quote (Rob Kermanj)
3. 06:46 AM - Visiting Bend Oregon (John Testement)
4. 10:14 AM - tire pressure (David McNeill)
5. 10:24 AM - Re: Avemco Insurance Quote (Robin Marks)
6. 11:25 AM - FW: tire pressure (David McNeill)
7. 12:09 PM - Re: tire pressure (Jesse Saint)
8. 03:08 PM - aircraft extras fuel guardian (Ben Westfall)
9. 03:13 PM - Shoulder harness bracket - A Must Read (partner14)
10. 05:28 PM - Phase I finished--yipee (lbgjb10)
11. 06:10 PM - Re: James cowl with a standard IO-540 (Thane States)
12. 06:47 PM - Re: James cowl with a standard IO-540 (John Cox)
13. 08:26 PM - Re: James cowl with a standard IO-540 (neil)
14. 10:37 PM - Re: Vegas crash (Kelly McMullen)
15. 10:45 PM - Infinity grip (dogsbark@comcast.net)
16. 10:48 PM - Re: Vegas crash (dogsbark@comcast.net)
17. 10:57 PM - Re: Vegas crash (Kelly McMullen)
Message 1
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| Subject: | Re: Avemco Insurance QuoteAvemco Insurance Quote |
I've got mine insured with Falcon Insurance, through EAA, and I'm a
little under insured on the hull at $200,000 but full coverage and my
premium is $2950.
Wayne Edgerton N602WT
You can't beat Jenny, I'm at $3600 but that's for $125K hull,
bulders risk, transport,
liability all that good stuff. Prior to the first flight it will
go up
to $250k on the hull and around the same, $4800 I'm guessing.
Rick S.
40185
do not archive
Message 2
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| Subject: | Re: Avemco Insurance Quote |
Try Falcon, I did not have a 10 fly-off time and the I pay $2300. I
have a bit more time than you do.
On Aug 29, 2008, at 2:51 PM, Robin Marks wrote:
>
> I just got off the phone with Avemco to see about insuring my -10 for
> first flight and then basic flight coverage. I have 4 other plans
> insured with them and receive a multi-plane discount. Unfortunately
> their quote is not reality based as coverage begins only after 10
> hours
> of fly off (no First Flight Coverage) and for $200K hull coverage the
> quote was close to $8,000. I informed them that the plane will be in a
> hangar, it is a Technically Advanced Aircraft (Panel), I have 800 TT,
> 500 of which are Retract, High Performance plus 125 Tail Wheel. Not
> bad
> for 6 years of flying (I thought).
> I now have filled out the EAA form as suggested by Wayne E and I
> hope to
> hear back from multiple insurance companies.
> I read the archives (Really!) and it seems like the insurance should
> be
> closer to $3,000.
> I am looking forward to the day I cancel 4 additional aircraft from
> Avemco and move them over to the new insurance carrier.
>
> Robin
> BPE Cold Induction / James Cowl Air box Complete!
> Ready to fly...
>
>
Message 3
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| Subject: | Visiting Bend Oregon |
My wife and I will be visiting Bend Oregon next Monday and Tuesday. Would
love to link up with any of you 10ers in the area. Send me a direct email.
John Testement
Richmond, VA
40321 N311RV
Still waiting for the paint to dry
Message 4
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what tire pressures are being used? any recommended pressure in the plans?
Message 5
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| Subject: | Avemco Insurance Quote |
Doug, 24,000 hours... That is 12 years of full time flying 8 hours a
day, 5 days a week, 50 weeks a year.
I am not worthy.....
And yes... your rates should be at least 1/3 less based on your
experience.
Robin
Do Not Archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doug Preston
Sent: Friday, August 29, 2008 3:56 PM
Subject: Re: RV10-List: Avemco Insurance Quote
I found insurance to be very unrealistic. I have my 10 covered through
Nation Air. The underwriter is AIG with 180K hull and with the TAA
discount I paid almost $2900. I am a corporate pilot on a Citation, go
to Simuflite every year, have over 24,000 hrs in over 50 types and I
feel ripped. I did get first flight coverage. I had done the checkout
with m\Mike Seagers. We get the shaft regardless. Good luck.
Doug Preston
RV10 N372RV
KBHM
On Fri, Aug 29, 2008 at 1:51 PM, Robin Marks <robin1@mrmoisture.com>
wrote:
I just got off the phone with Avemco to see about insuring my -10 for
first flight and then basic flight coverage. I have 4 other plans
insured with them and receive a multi-plane discount. Unfortunately
their quote is not reality based as coverage begins only after 10 hours
of fly off (no First Flight Coverage) and for $200K hull coverage the
quote was close to $8,000. I informed them that the plane will be in a
hangar, it is a Technically Advanced Aircraft (Panel), I have 800 TT,
500 of which are Retract, High Performance plus 125 Tail Wheel. Not bad
for 6 years of flying (I thought).
I now have filled out the EAA form as suggested by Wayne E and I hope to
hear back from multiple insurance companies.
I read the archives (Really!) and it seems like the insurance should be
closer to $3,000.
I am looking forward to the day I cancel 4 additional aircraft from
Avemco and move them over to the new insurance carrier.
Robin
BPE Cold Induction / James Cowl Air box Complete!
Ready to fly...
Message 6
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| Subject: | FW: tire pressure |
_____
From: David McNeill [mailto:dlm46007@cox.net]
Sent: Saturday, August 30, 2008 10:12 AM
Subject: tire pressure
what tire pressures are being used? any recommended pressure in the plans?
Message 7
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| Subject: | Re: tire pressure |
I believe the plans call for 40psi on the nose and 42psi on the mains.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Aug 30, 2008, at 1:11 PM, David McNeill wrote:
> what tire pressures are being used? any recommended pressure in the
> plans?
>
>
Message 8
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| Subject: | aircraft extras fuel guardian |
I have for sale the two sensor system Fuel Guardian from Aircraft Extras
http://www.aircraftextras.com/FuelSensor1.htm
I purchased the kit new in Feb 2007 but decided not to install it. I
thought I'd offer it up here before listing elsewhere. I paid $197 shipped
but will sell it for $150 freight included (to the lower 48).
Ben Westfall
Portland, OR
Message 9
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| Subject: | Shoulder harness bracket - A Must Read |
Rick Sked gave a call about the bracket and mentioned that he was going to try
and use it for a headset holder. I told him I had made up a different bracket
for those. So anyway, those of you that might want both brackets, or one or
the other, just let me know. Pictures attached.
I am going to modify the bracket slightly.... the ears will be cut back to 3/4",
and the step down will be increased from 3/4" to 7/8".
Cost..... $12 for either one, $20 for both. Sound fair?
Don McDonald
#40636
916-801-8402
11460 Elks Circle
Rancho Cordova, Ca 95742
--------
Don A. McDonald
40636
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1670#201670
Attachments:
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Message 10
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| Subject: | Phase I finished--yipee |
Just Finished the 40 hour phase one.!!!! N104LG flies great. Temps are great,
even in long climbs in hot Florida. Good speeds--173 Kts at 8500 75%. Handles
very well. Likes to float on landing-I probably need to be a little slower.
Lots of great people to thank for a super plane--especially my co-builder-my
bestest buddy for past 39+ years. She's now ready to learn how to push all
the buttons on the electronics. Dual AFS are great--just need to learn how to
use them well myself. Easy to read, tremendous info, and great support from
the company as I was learning and trouble shooting. Great trutrak autopilot.
Great plane. Now if Hurricane Gustav will go away I can fly home. Larry &
Gayle Blumberg N104LG
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1712#201712
Message 11
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| Subject: | Re: James cowl with a standard IO-540 |
Today N321BY flew for the first time out of 28A, Goose creek.
3.5 years of work lots of sweat and a little blood, and is was a near
perfect flight. My air box worked very well and I will try to take some pics
on my next cowl removal.
I cant say enough about how smooth and powerful the BPA engine is.
I am very pleased with how it flew today.
As said many time by others, build on and you to will soon enjoy this
wonderful airplane.
Regards,
Thane States
#40337; finally in the air!!
> I also have the BPA cold air and James cowl. I am ready to fly just
> waiting for this southern WX to get better. I will say this; the James
> cowl will work with the cold air of BPA, with no intake mods to the cowl.
> I made my own airbox using a monster cone K-&-N filter. It has taken more
> than 20 hrs. of fab work, but it just fits between the cowl, and I am able
> to put the cowl on and off by myself.
> Once I fly it and confirm its performance I would be happy to post some
> pics for those interested.
> Right now the bird is all cowled up and ready to fly, after 3.5 years of
> building. I am Jonesing bad right now.
> Anyway just my 2 cents. My whole goal was to let that big motor get lots
> of cool air and still not have to cut up that nice cowl intake.
>
> Thane States
> #40337 Ready to fly!!
>
>> The only difference in the 2 systems that Robin
>> mentions is how the intake pipes mount to the plenum
>> chamber. On Deems and a few others (Michael), the
>> intake pipes connect with a 72711 o-ring. With the
>> revision A plenum, we have swedged a 1-5/8 pipe to
>> the plenum and secure the intake pipe with a hose
>> and 2 clamps. This makes for a better connection and
>> gives a small increase in HP. However, it does not
>> change the location of the plenum or the servo.
>>
>>
>>
>> Allen Barrett
>>
>> BPE, Inc.
>>
>>
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On
>> Behalf Of Robin Marks
>> Sent: Tuesday, August 26, 2008 2:50 PM
>> To: rv10-list@matronics.com
>> Subject: RE: RV10-List: James cowl with a standard
>> IO-540
>>
>>
>>
>> Danger Will Robinson, Danger Will Robinson!
>>
>>
>>
>> Michael it would be great if life were that
>> simple... For those that don't know I have:
>>
>>
>>
>> . BPE IO-540 w/ Cold Induction
>>
>> . James Plenum Installed
>>
>> . James Cowl Installed
>>
>>
>>
>> . Airworthiness certificate in hand
>>
>> . First flight ~2 weeks
>>
>>
>>
>> Sheril & I spoke extensively with Rod (amazing
>> builder) before & during OSH this year and there is
>> NO good news. There is absolutely no way that Rod's
>> unit will work with the James cowl and the BPE Cold
>> Induction. The space between the standard "Smile"
>> air inlet and the injector body is just too short.
>> The angles are all wrong and the spun canister
>> conflicts in a major way with components on the
>> underside of the engine and the lower cowl. A major
>> modification to the James cowl much like Deems did
>> would be required. Our goal was to leave the "Smile"
>> air inlet shape unaltered.
>>
>>
>>
>> Also of note there are a couple of different Forward
>> Facing Cold Air Induction systems available from
>> BPE. I happen to have the latest design which is
>> different from Deems. Additionally there are
>> different Injector Body sizes. Mine is 3.75" known
>> as the Model 300 while Deems has the Model 200 which
>> is 3.25". (sizes by memory). James did not know
>> about the different Cold Induction systems or the
>> different size Injector Body units. His response was
>> "REALLY? Can you measure again?". One additional
>> note is that both James have a bit of 2 week-itus.
>> They have been waiting for a customer to develop a
>> system and then send them a copy to use as a basis
>> for designing their system. IMHO you have a shaky
>> business model if you require your customers to be
>> responsible for your R&D.
>>
>>
>>
>> The largest challenge with the James cowl
>> installation is the air box. We believe we have come
>> up with a solution that is simple and straight
>> forward. Our design is not 100% complete and I don't
>> have photos (yet) of the transition from the
>> Injector body to the Air Filter but I should have
>> them soon. Attached are photos of the forward
>> portion of the air box / filter mounted to the cowl
>> very close to the air inlet. The angle of the filter
>> allows us to drop the lower cowl away from the
>> portion of the air box attached to the injector
>> body. Note that the injector body is less than 3"
>> away from the filter. If anyone saw the Bower unit
>> there is no way it would come close to fitting in
>> this space.
>>
>>
>>
>> General notes on the James Cowl. Deems has a good
>> write up on general fit however we seemed to have
>> different issues when fitting our cowl. There was
>> absolutely no way to get the lower cowl to fit as
>> is. We could get the front & right to fit but not
>> the left. Or the left & front to fit but not the
>> right. We fussed with it for 2 days with no luck.
>> When all else fails pull out the saw! We split the
>> lower cowl on the centerline of the cowl starting
>> from the exhaust outlet (nose wheel leg slot) and
>> ending up 5-6 inches from the scoop. This large
>> split allowed us to easily fit all sides and give
>> the cowl enough "relief" to attach w/o any tension.
>> 2 hours total time once we chose this path. All that
>> was left to do was patch the "V" void and the cowl
>> fit perfectly. (Cowl Filter 3.jpg shows the lower
>> cowl split patch)
>>
>>
>>
>> I am unable to comment on the standard cowl with the
>> any combination mentioned.
>>
>>
>>
>> Robin
>>
>> RV-4 Sold
>>
>> RV-6A 440 Hours
>>
>> RV-10 Soon
>>
>> RV-8A Purchased partially built
>>
>>
>>
>> (Michael Sausen)" <rvbuilder@sausen.net>
>>
>>
>>
>> One thing I would throw in there for the
>> non-fiberglass savvy is that both Gary and Deems
>> have fairly extensive experience with glass given
>> they both previously have built glass aircraft.
>> Either cowl will require some modifications. The
>> good news is if you go with a James cowl, Barrett
>> cold air, and the Rod Bower FAB, Rod has a mold
>> taken from the work that Deems did to his James cowl
>> and the induction so you can get a molded part to
>> minimize your rework. Here is Rod's link:
>>
>>
>>
>> http://www.ramairforhomebuilts.com/ramair.html
>>
>>
>>
>> Michael
>>
>>
>>
>> <font size=2 color.000000" face="courier new,courier">
>>
>
>
>
Message 12
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| Subject: | James cowl with a standard IO-540 |
I have never heard a negative on the decision by any builder to use BPA.
They are a class act. I am interested pictures of both your airbox and
cowl decisions. Gary Foster was going to be the first with BPA and
James but I have never heard a word. My impression is that most
builders went with Aerosport and the stock Green or Pink Vans creations.
Congrats.
John Cox
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Thane States
Sent: Saturday, August 30, 2008 6:10 PM
Subject: Re: RV10-List: James cowl with a standard IO-540
Today N321BY flew for the first time out of 28A, Goose creek.
3.5 years of work lots of sweat and a little blood, and is was a near
perfect flight. My air box worked very well and I will try to take some
pics
on my next cowl removal.
I cant say enough about how smooth and powerful the BPA engine is.
I am very pleased with how it flew today.
As said many time by others, build on and you to will soon enjoy this
wonderful airplane.
Regards,
Thane States
#40337; finally in the air!!
> I also have the BPA cold air and James cowl. I am ready to fly just
> waiting for this southern WX to get better. I will say this; the
James
> cowl will work with the cold air of BPA, with no intake mods to the
cowl.
> I made my own airbox using a monster cone K-&-N filter. It has taken
more
> than 20 hrs. of fab work, but it just fits between the cowl, and I am
able
> to put the cowl on and off by myself.
> Once I fly it and confirm its performance I would be happy to post
some
> pics for those interested.
> Right now the bird is all cowled up and ready to fly, after 3.5 years
of
> building. I am Jonesing bad right now.
> Anyway just my 2 cents. My whole goal was to let that big motor get
lots
> of cool air and still not have to cut up that nice cowl intake.
>
> Thane States
> #40337 Ready to fly!!
>
>> The only difference in the 2 systems that Robin
>> mentions is how the intake pipes mount to the plenum
>> chamber. On Deems and a few others (Michael), the
>> intake pipes connect with a 72711 o-ring. With the
>> revision A plenum, we have swedged a 1-5/8 pipe to
>> the plenum and secure the intake pipe with a hose
>> and 2 clamps. This makes for a better connection and
>> gives a small increase in HP. However, it does not
>> change the location of the plenum or the servo.
>>
>>
>>
>> Allen Barrett
>>
>> BPE, Inc.
>>
>>
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On
>> Behalf Of Robin Marks
>> Sent: Tuesday, August 26, 2008 2:50 PM
>> To: rv10-list@matronics.com
>> Subject: RE: RV10-List: James cowl with a standard
>> IO-540
>>
>>
>>
>> Danger Will Robinson, Danger Will Robinson!
>>
>>
>>
>> Michael it would be great if life were that
>> simple... For those that don't know I have:
>>
>>
>>
>> . BPE IO-540 w/ Cold Induction
>>
>> . James Plenum Installed
>>
>> . James Cowl Installed
>>
>>
>>
>> . Airworthiness certificate in hand
>>
>> . First flight ~2 weeks
>>
>>
>>
>> Sheril & I spoke extensively with Rod (amazing
>> builder) before & during OSH this year and there is
>> NO good news. There is absolutely no way that Rod's
>> unit will work with the James cowl and the BPE Cold
>> Induction. The space between the standard "Smile"
>> air inlet and the injector body is just too short.
>> The angles are all wrong and the spun canister
>> conflicts in a major way with components on the
>> underside of the engine and the lower cowl. A major
>> modification to the James cowl much like Deems did
>> would be required. Our goal was to leave the "Smile"
>> air inlet shape unaltered.
>>
>>
>>
>> Also of note there are a couple of different Forward
>> Facing Cold Air Induction systems available from
>> BPE. I happen to have the latest design which is
>> different from Deems. Additionally there are
>> different Injector Body sizes. Mine is 3.75" known
>> as the Model 300 while Deems has the Model 200 which
>> is 3.25". (sizes by memory). James did not know
>> about the different Cold Induction systems or the
>> different size Injector Body units. His response was
>> "REALLY? Can you measure again?". One additional
>> note is that both James have a bit of 2 week-itus.
>> They have been waiting for a customer to develop a
>> system and then send them a copy to use as a basis
>> for designing their system. IMHO you have a shaky
>> business model if you require your customers to be
>> responsible for your R&D.
>>
>>
>>
>> The largest challenge with the James cowl
>> installation is the air box. We believe we have come
>> up with a solution that is simple and straight
>> forward. Our design is not 100% complete and I don't
>> have photos (yet) of the transition from the
>> Injector body to the Air Filter but I should have
>> them soon. Attached are photos of the forward
>> portion of the air box / filter mounted to the cowl
>> very close to the air inlet. The angle of the filter
>> allows us to drop the lower cowl away from the
>> portion of the air box attached to the injector
>> body. Note that the injector body is less than 3"
>> away from the filter. If anyone saw the Bower unit
>> there is no way it would come close to fitting in
>> this space.
>>
>>
>>
>> General notes on the James Cowl. Deems has a good
>> write up on general fit however we seemed to have
>> different issues when fitting our cowl. There was
>> absolutely no way to get the lower cowl to fit as
>> is. We could get the front & right to fit but not
>> the left. Or the left & front to fit but not the
>> right. We fussed with it for 2 days with no luck.
>> When all else fails pull out the saw! We split the
>> lower cowl on the centerline of the cowl starting
>> from the exhaust outlet (nose wheel leg slot) and
>> ending up 5-6 inches from the scoop. This large
>> split allowed us to easily fit all sides and give
>> the cowl enough "relief" to attach w/o any tension.
>> 2 hours total time once we chose this path. All that
>> was left to do was patch the "V" void and the cowl
>> fit perfectly. (Cowl Filter 3.jpg shows the lower
>> cowl split patch)
>>
>>
>>
>> I am unable to comment on the standard cowl with the
>> any combination mentioned.
>>
>>
>>
>> Robin
>>
>> RV-4 Sold
>>
>> RV-6A 440 Hours
>>
>> RV-10 Soon
>>
>> RV-8A Purchased partially built
>>
>>
>>
>> (Michael Sausen)" <rvbuilder@sausen.net>
>>
>>
>>
>> One thing I would throw in there for the
>> non-fiberglass savvy is that both Gary and Deems
>> have fairly extensive experience with glass given
>> they both previously have built glass aircraft.
>> Either cowl will require some modifications. The
>> good news is if you go with a James cowl, Barrett
>> cold air, and the Rod Bower FAB, Rod has a mold
>> taken from the work that Deems did to his James cowl
>> and the induction so you can get a molded part to
>> minimize your rework. Here is Rod's link:
>>
>>
>>
>> http://www.ramairforhomebuilts.com/ramair.html
>>
>>
>>
>> Michael
>>
>>
>>
>> <font size=2 color.000000" face="courier new,courier">
>>
>
>
>
Message 13
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| Subject: | Re: James cowl with a standard IO-540 |
Hi Guys
Just done a couple of quick tests this morning.
By way of background we have the IO540 from BPA dynoed at 282hp. A
wonderfully smooth combination.
MT 3 blade prop.
James cowl with plenum.
The plenum needed a fair bit of work.
The cold air induction & filter was definitely time consuming & not
straight forward. But we have a K & N filter, the same as Gary's, and a
top flap for alternate air. A pair of working mags.
1/2 fuel, 2 adults, 3 children+ clutter.
Full throttle.
8500ft,
7410 DA
155 KIAS
172 TAS
22.7MAP
2340 RPM
2 runs, both cross wind, averages.
PS - we fly off a grass 550m strip most of the time, with absolutely no
probs, except when very wet. The landing lights need to be a pair,
brighter, and centre mounted (somehow) - maybe on the cowl under the
air intake?
PPS - it was very dark when we landed late last week under heavy
overcast & rain.
Neil
ZK-RVT
On 31 Aug 2008, at 13:45, John Cox wrote:
>
> I have never heard a negative on the decision by any builder to use
> BPA.
> They are a class act. I am interested pictures of both your airbox
> and
> cowl decisions. Gary Foster was going to be the first with BPA and
> James but I have never heard a word. My impression is that most
> builders went with Aerosport and the stock Green or Pink Vans
> creations.
>
> Congrats.
>
> John Cox
>
>
Message 14
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But John,
I'm already planning for all those cute add-ons, curb feelers, bumper
flags, all those magnetic tacky ribbons for various causes. Now just
have to figure how to translate the IO-390 displacement increase on to
the 540. That should make it about a 580. Of course I would derate it to
260 hp with governor,
Lets see, maybe some vortex generators in front of the control surfaces
would alter the flutter speed, so I could add a turbo-normalizer and a
TAS computer so I could keep it just under the design flutter speed.
8-)
DO NOT ARCHIVE
John Cox wrote:
>
> Paperwork be damned, although I would love to see a Barrett Dyno
> report. That is something most purchasers never get. I want to see
> it fly though. Or read about your safe First Flight - here.
>
>
>
> Now on to Kit builds, 10% variance from the Lycoming Factory stated
> 260 BHP at Standard Atmosphere at Sea Level is considered "Within
> Limits" for Experimental. Others should be careful posting more than
> 260+26 hp when they are lucky enough to be expanding the Envelope.
> The 25 hour Fly Off is at risk, VANs ire is at risk and the insurance
> pool would want to know. Then of course there are those with Flux
> Capacitors, Chrome Reverse Muffler Bearings, Benzene and Liquid O2 and
> the like.
>
>
>
> Those investigators are searching our site for Perps that post.
>
>
>
> Nuf Said.
>
>
>
> John
>
> `
>
Message 15
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Can anyone let me know how much to leave on the stick after trimming for an Infinity
Grip? I'll be using the throttle quadrant and stock Van's panel/subpanel.
Thanks,
Sean Blair
#40225
<html><body>
<DIV>Can anyone let me know how much to leave on the stick after trimming for an
Infinity Grip? I'll be using the throttle quadrant and stock Van's panel/subpanel.</DIV>
<DIV> </DIV>
<DIV>Thanks,</DIV>
<DIV> </DIV>
<DIV>Sean Blair</DIV>
<DIV>#40225</DIV>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 16
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good luck getting those "magnetic tacky ribbons" to stick ;-)
Sean Blair
-------------- Original message --------------
From: Kelly McMullen <kellym@aviating.com>
But John,
I'm already planning for all those cute add-ons, curb feelers, bumper flags, all
those magnetic tacky ribbons for various causes. Now just have to figure how
to translate the IO-390 displacement increase on to the 540. That should make
it about a 580. Of course I would derate it to 260 hp with governor,
Lets see, maybe some vortex generators in front of the control surfaces would alter
the flutter speed, so I could add a turbo-normalizer and a TAS computer so
I could keep it just under the design flutter speed.
8-)
DO NOT ARCHIVE
John Cox wrote:
Paperwork be damned, although I would love to see a Barrett Dyno report. That is
something most purchasers never get. I want to see it fly though. Or read
about your safe First Flight - here.
Now on to Kit builds, 10% variance from the Lycoming Factory stated 260 BHP at
Standard Atmosphere at Sea Level is considered "Within Limits" for Experimental.
Others should be careful posting more than 260+26 hp when they are lucky enough
to be expanding the Envelope. The 25 hour Fly Off is at risk, VANs ire is
at risk and the insurance pool would want to know. Then of course there are those
with Flux Capacitors, Chrome Reverse Muffler Bearings, Benzene and Liquid
O2 and the like.
Those investigators are searching our site for Perps that post.
Nuf Said.
John
`
<html><body>
<DIV>good luck getting those "magnetic tacky ribbons" to stick ;-)</DIV>
<DIV> </DIV>
<DIV>Sean Blair<BR></DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: Kelly McMullen
<kellym@aviating.com> <BR>But John,<BR>I'm already planning for all those
cute add-ons, curb feelers, bumper flags, all those magnetic tacky ribbons
for various causes. Now just have to figure how to translate the IO-390 displacement
increase on to the 540. That should make it about a 580. Of course I
would derate it to 260 hp with governor, <BR>Lets see, maybe some vortex generators
in front of the control surfaces would alter the flutter speed, so I could
add a turbo-normalizer and a TAS computer so I could keep it just under the
design flutter speed.<BR><SPAN class=moz-smiley-s11><SPAN>8-) </SPAN></SPAN><BR><BR>DO
NOT ARCHIVE<BR><BR>John Cox wrote:
<BLOCKQUOTE cite=mid:683D1C47989E0E42AB0422DC615861EF098D86@EXVBE005-2.exch005intermedia.net
type="cite">
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<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'">Paperwork be damned, although I would love to see
a Barrett Dyno report. That is something most purchasers never get. I want
to see it fly though. Or read about your safe First Flight - here.<?xml:namespace
prefix = o /><o:p></o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'"><o:p> </o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'">Now on to Kit builds, 10% variance from the Lycoming
Factory stated 260 BHP at Standard Atmosphere at Sea Level is considered
"Within Limits" for Experimental. Others should be careful posting more than 260+26
hp when they are lucky enough to be expanding the Envelope. The 25 hour
Fly Off is at risk, VANs ire is at risk and the insurance pool would want to know.
Then of course there are those with Flux Capacitors, Chrome Reverse Muffler
Bearings, Benzene and Liquid O2 and the like.<o:p></o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'"><o:p> </o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'">Those investigators are searching our site for Perps
that post.<o:p></o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'"><o:p> </o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'">Nuf Said.<o:p></o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
'Calibri','sans-serif'"><o:p> </o:p></SPAN></P>
<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
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<P class=MsoNormal><SPAN style="FONT-SIZE: 11pt; COLOR: rgb(31,73,125); FONT-FAMILY:
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face="courier new,courier" color=#000000 size=2>
</B></FONT></PRE></BLOCKQUOTE>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 17
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That part is easy, just put a duplicate for a "doubler" on the inside. ;-)
Still working on plans for the curb and threshold "feelers" :-!
dogsbark@comcast.net wrote:
> good luck getting those "magnetic tacky ribbons" to stick ;-)
>
> Sean Blair
>
>
> -------------- Original message --------------
> From: Kelly McMullen <kellym@aviating.com>
> But John,
> I'm already planning for all those cute add-ons, curb feelers,
> bumper flags, all those magnetic tacky ribbons for various causes.
> Now just have to figure how to translate the IO-390 displacement
> increase on to the 540. That should make it about a 580. Of course
> I would derate it to 260 hp with governor,
> Lets see, maybe some vortex generators in front of the control
> surfaces would alter the flutter speed, so I could add a
> turbo-normalizer and a TAS computer so I could keep it just under
> the design flutter speed.
> 8-)
>
> DO NOT ARCHIVE
>
> John Cox wrote:
>>
>> Paperwork be damned, although I would love to see a Barrett Dyno
>> report. That is something most purchasers never get. I want
>> to see it fly though. Or read about your safe First Flight - here.
>>
>>
>>
>> Now on to Kit builds, 10% variance from the Lycoming Factory
>> stated 260 BHP at Standard Atmosphere at Sea Level is considered
>> "Within Limits" for Experimental. Others should be careful
>> posting more than 260+26 hp when they are lucky enough to be
>> expanding the Envelope. The 25 hour Fly Off is at risk, VANs ire
>> is at risk and the insurance pool would want to know. Then of
>> course there are those with Flux Capacitors, Chrome Reverse
>> Muffler Bearings, Benzene and Liquid O2 and the like.
>>
>>
>>
>> Those investigators are searching our site for Perps that post.
>>
>>
>>
>> Nuf Said.
>>
>>
>>
>> John
>>
>> `
>>
> *
>
>
> *
>
> *
>
>
> *
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