Today's Message Index:
----------------------
1. 04:45 AM - Optimal cowl intake and outlet areas for engine cooling air (Rodger Todd)
2. 04:50 AM - QB Kit Primer (Rodger Todd)
3. 05:54 AM - Re: RV7-List: Re: RV-8 Insurance... (Dave Henderson)
4. 07:44 AM - Re: engine cables (rleffler)
5. 08:04 AM - Re: Re: engine cables (Seano)
6. 09:48 AM - Re: Optimal cowl intake and outlet areas for engine cooling air (Ralph E. Capen)
7. 10:40 AM - Re: Optimal cowl intake and outlet areas for engine cooling air (Robin Marks)
8. 10:46 AM - Re: Re: engine cables (Bob Leffler)
9. 11:09 AM - Re: Optimal cowl intake and outlet areas for engine cooling air (Konrad/Conny)
10. 11:28 AM - Re: Optimal cowl intake and outlet areas for engine cooling air (Ralph E. Capen)
11. 11:42 AM - Re: Optimal cowl intake and outlet areas for engine cooling air (carl.froehlich@verizon.net)
12. 11:56 AM - Re: Optimal cowl intake and outlet areas for engine cooling air (Tim Olson)
13. 02:04 PM - Re: Optimal cowl intake and outlet areas for engine cooling air (Deems Davis)
14. 05:12 PM - PS Engineering unveils audio panel + remote com radio (Kelly McMullen)
15. 05:43 PM - Re: PS Engineering unveils audio panel + remote com radio (Robin Marks)
16. 08:03 PM - Re: RV-8 Insurance... (Matt Dralle)
17. 08:04 PM - Re: Re: engine cables (Seano)
18. 08:36 PM - For those that haven't bought their avionics yet.................. (Kelly McMullen)
19. 09:08 PM - Re: For those that haven't bought their avionics yet.................. (John Gonzalez)
20. 09:37 PM - Re: For those that haven't bought their avionics yet.................. (Scott Schmidt)
21. 09:37 PM - Re: For those that haven't bought their avionics yet.................. (Kelly McMullen)
22. 10:25 PM - Re: Optimal cowl intake and outlet areas for engine cooling air (Rodger Todd)
Message 1
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| Subject: | Optimal cowl intake and outlet areas for engine cooling air |
Hi,
Can any of the engineers out there please advise whether there is an optimal ratio
of the cowl inlet to outlet areas for engine air cooling?
Thanking you all in anticipation,
Rodger
In Oz where cooling matters
Message 2
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Hi,
Can anyone please advise what chemicals will remove, by accident or design, the
Sherwin Williams wash primer that Vans use on the QB kits?
Clearly the acids will but what about MEK etc?
Thanking you in anticipation,
Rodger
In Oz the land of sun and salt.
Message 3
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| Subject: | Re: RE: RV7-List: Re: RV-8 Insurance... |
Good Grief, I paid half that on $100,000 RV-7. I have the same amount of
hours in type and total. I suggest you contact my agent and ask her for a
quote: klehman@andreini.com Direct 650-378-4310 No harm in at least asking.
Dave Henderson RV-7
N925LW (Lord Willing)
-----Original Message-----
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Tuesday, March 22, 2011 5:56 PM
rv10-list@matronics.com
Subject: RV7-List: Re: RV-8 Insurance...
--> RV7-List message posted by: Matt Dralle <dralle@matronics.com>
Here's this year's Insurance Quotes along with the coverage details on my
RV-8. Can you guess which one I went with?
$1m/$100k Liability
$5000-$10000 Medical
$0 Deductible
$150k Hull Ground/Air
153 Hours, Aircraft
153 Hours in Type, Pilot
450 Hours Total, Pilot
242 Hours TW, Pilot
Avemco: $5811
EAA/Falcon: $2975 ($3075 last year included Test & 1st
10 hours)
NationAir/Chartis $2888
AOPA/AIG $2475
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint Job Is All That's Left To Do...
Message 4
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| Subject: | Re: engine cables |
For those with quadrants:
Per Dave Saylor:
I replaced the stock cables with 47" for the prop, 51" for mixture and 72"
for the prop. I got the cables from a local cablecraft distributor. Also,
ask for the highest temp rating you can get. The green cables from Vans
aren't the best. A set of replacement cables should be $200 or less.
The vendor is California Push-Pull in Chico, CA. Talk to Frank.
http://www.push-pull.com/
176-VTT-2-51
176-VTT-2-47
176-VTT-2-72
These are for the mixture, throttle and prop respectively.
Ask for Frank if you need a live person. He knows what they're going on.
The cable tags will say "not for use on aircraft", which usually means they know
you're using it on an aircraft
-----
Hope this helps!
bob
--------
Bob Leffler
N410BL - FWF
RV-10 #40684
http://mykitlog.com/rleffler
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=334767#334767
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| Subject: | Re: engine cables |
I was wondering if vans changed cable lengths before my serial number. I had no
issues using the supplied cables with my Aerosport lower console and throttle
quadrant. Kit number 40936.
Sent from my iPhone
On Mar 23, 2011, at 8:42, "rleffler" <rv@thelefflers.com> wrote:
>
> For those with quadrants:
>
> Per Dave Saylor:
>
> I replaced the stock cables with 47" for the prop, 51" for mixture and 72"
> for the prop. I got the cables from a local cablecraft distributor. Also,
> ask for the highest temp rating you can get. The green cables from Vans
> aren't the best. A set of replacement cables should be $200 or less.
>
>
> The vendor is California Push-Pull in Chico, CA. Talk to Frank.
>
> http://www.push-pull.com/
>
> 176-VTT-2-51
> 176-VTT-2-47
> 176-VTT-2-72
>
> These are for the mixture, throttle and prop respectively.
>
> Ask for Frank if you need a live person. He knows what they're going on.
>
> The cable tags will say "not for use on aircraft", which usually means they know
you're using it on an aircraft
>
> -----
>
> Hope this helps!
>
> bob
>
> --------
> Bob Leffler
> N410BL - FWF
> RV-10 #40684
> http://mykitlog.com/rleffler
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=334767#334767
>
>
>
>
>
>
>
>
>
>
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| Subject: | Re: Optimal cowl intake and outlet areas for engine cooling |
air
Considering the work that was done to develop the SamJames cowl and plenum...and
how well they work - I think they're a great starting place.
-----Original Message-----
>From: Rodger Todd <rj_todd@yahoo.co.uk>
>Sent: Mar 23, 2011 7:42 AM
>To: RV10-List@matronics.com
>Subject: RV10-List: Optimal cowl intake and outlet areas for engine cooling air
>
>
>Hi,
>
>Can any of the engineers out there please advise whether there is an optimal ratio
of the cowl inlet to outlet areas for engine air cooling?
>
>Thanking you all in anticipation,
>
>Rodger
>In Oz where cooling matters
>
>
>
>
>
Message 7
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| Subject: | Optimal cowl intake and outlet areas for engine cooling |
air
Re: RV10-List: Optimal cowl intake and outlet areas for engine cooling air
Ahhhh.. as one of the first -10 James cowl flying owners with lots of
negative experiences associated with that cowl & plenum I strongly suggest
that is about the worst starting place possible. As usual the factory desig
n
while not as sexy is functional and proven. I think it=92s been established
that the openings on the James cowl are just too small to properly cool the
Lycoming 540 engine. There has been some success (I am not totally up to
date) by increasing the inlet ring size from 4.5=94 to 6=94 but that is a l
ot of
work. Imagine taking a new cowl and cutting the inlets back to then manuall
y
make transitions to new 6=94 inlets. Then modify the Plenum to match. Plan
on
significant R&D right when you want to be flying your plane. I don=92t even
want to go into the James Plenum that is misaligned from the factory as if
they had NOOOO idea how wide their cowl inlets would be to mate to the
plenum. The plenum doesn=92t even comply with known design principals of
smooth but ever increasing volume as the cooling air moves aft. Having owne
d
4 RV=92s, 2 with stock cowls & baffles & 2 with plenums & James cowls I fin
d
the plenums to be a large pain in the ass. Extra weight & complexity.
Reduced access with limited definable benefit.
Additionally forget about flying LOP out of the box with the James set up.
While the stock cowl seems to not be an issue the James owners have a
difficult time seeming to straddle a razors edge of LOP vs. poor engine
performance even after exhaustive injector balancing and adding an expensiv
e
(and heavy) turbo rails & fuel injector shrouds.
Showplanes is making a valiant effort with a new cowl for the -10 that is
great looking. Unfortunately it=92s still a little early to that party as t
hey
do not have a production unit available for sale.
I personally will be removing my James cowl or making additional major
modifications to the unit within the next 12 months. If you are building to
fly head my warning.
Robin Marks
RV-4 Sold
RV-6A Sold
RV-10 220 Hours
RV-8A 4 Hours
*From:* owner-rv10-list-server@matronics.com [mailto:
owner-rv10-list-server@matronics.com] *On Behalf Of *Ralph E. Capen
*Sent:* Wednesday, March 23, 2011 9:27 AM
*To:* rv10-list@matronics.com
*Subject:* Re: RV10-List: Optimal cowl intake and outlet areas for engine
cooling air
Considering the work that was done to develop the SamJames cowl and
plenum...and how well they work - I think they're a great starting place.
-----Original Message-----
>From: Rodger Todd <rj_todd@yahoo.co.uk>
>Sent: Mar 23, 2011 7:42 AM
>To: RV10-List@matronics.com
>Subject: RV10-List: Optimal cowl intake and outlet areas for engine coolin
g
air
>
>
>Hi,
>
>Can any of the engineers out there please advise whether there is an
optimal ratio of the cowl inlet to outlet areas for engine air cooling?
>
>Thanking you all in anticipation,
>
>Rodger
>In Oz where cooling matters
>
>
------------------------------
No virus found in this message.
Checked by AVG - www.avg.com
Message 8
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| Subject: | Re: engine cables |
Were your lengths the same as the ones I listed from Dave Saylor?
I've got to order mine, but I'm planning on taking some measurements this weekend.
I've got the aerosport panel / throttle quadrant too, but my fm-200 is in a non-standard
location to accommodate the rod bower ram air mod. Its horizontal,
not vertical. It may need a couple extra inches.
Bob
Sent from my iPhone
On Mar 23, 2011, at 11:01 AM, Seano <sean@braunandco.com> wrote:
>
> I was wondering if vans changed cable lengths before my serial number. I had
no issues using the supplied cables with my Aerosport lower console and throttle
quadrant. Kit number 40936.
>
> Sent from my iPhone
>
> On Mar 23, 2011, at 8:42, "rleffler" <rv@thelefflers.com> wrote:
>
>>
>> For those with quadrants:
>>
>> Per Dave Saylor:
>>
>> I replaced the stock cables with 47" for the prop, 51" for mixture and 72"
>> for the prop. I got the cables from a local cablecraft distributor. Also,
>> ask for the highest temp rating you can get. The green cables from Vans
>> aren't the best. A set of replacement cables should be $200 or less.
>>
>>
>> The vendor is California Push-Pull in Chico, CA. Talk to Frank.
>>
>> http://www.push-pull.com/
>>
>> 176-VTT-2-51
>> 176-VTT-2-47
>> 176-VTT-2-72
>>
>> These are for the mixture, throttle and prop respectively.
>>
>> Ask for Frank if you need a live person. He knows what they're going on.
>>
>> The cable tags will say "not for use on aircraft", which usually means they
know you're using it on an aircraft
>>
>> -----
>>
>> Hope this helps!
>>
>> bob
>>
>> --------
>> Bob Leffler
>> N410BL - FWF
>> RV-10 #40684
>> http://mykitlog.com/rleffler
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=334767#334767
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
Message 9
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| Subject: | Re: Optimal cowl intake and outlet areas for engine cooling |
air
Dear Rodger,
I has been a few years, but if I recall correctly, then the factor is
right around 1.5 (I think?) for the hot expanding air to exhaust
properly, when compared to the denser cold air coming in.
I agree with Ralph, as Sam James's cowling and plenum systems are very
efficient in that respect, by tightly controlling the cooling airflow
and not wasting any air molecules for unnecessary drag.
Konrad
On Mar 23, 2011, at 10:27 AM, Ralph E. Capen wrote:
> >
>
> Considering the work that was done to develop the SamJames cowl and
> plenum...and how well they work - I think they're a great starting
> place.
>
>
> -----Original Message-----
>> From: Rodger Todd <rj_todd@yahoo.co.uk>
>> Sent: Mar 23, 2011 7:42 AM
>> To: RV10-List@matronics.com
>> Subject: RV10-List: Optimal cowl intake and outlet areas for engine
>> cooling air
>>
>>
>> Hi,
>>
>> Can any of the engineers out there please advise whether there is
>> an optimal ratio of the cowl inlet to outlet areas for engine air
>> cooling?
>>
>> Thanking you all in anticipation,
>>
>> Rodger
>> In Oz where cooling matters
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 10
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| Subject: | Optimal cowl intake and outlet areas for engine cooling |
air
I'll take Robin's explanation as an education since my actual experience is with
a 6A - my bad as I thought they did the same GT / NASA testing on the -10 cowl.
I would really like to see the 'new' RV10 cowl as I am contemplating a four-place.....
Thanks,
Ralph
-----Original Message-----
>From: Robin Marks <robin@PaintTheWeb.com>
>Sent: Mar 23, 2011 1:30 PM
>To: rv10-list@matronics.com
>Subject: RE: RV10-List: Optimal cowl intake and outlet areas for engine cooling
air
>
>Re: RV10-List: Optimal cowl intake and outlet areas for engine cooling air
>
>Ahhhh.. as one of the first -10 James cowl flying owners with lots of
>negative experiences associated with that cowl & plenum I strongly suggest
>that is about the worst starting place possible. As usual the factory design
>while not as sexy is functional and proven. I think its been established
>that the openings on the James cowl are just too small to properly cool the
>Lycoming 540 engine. There has been some success (I am not totally up to
>date) by increasing the inlet ring size from 4.5 to 6 but that is a lot of
>work. Imagine taking a new cowl and cutting the inlets back to then manually
>make transitions to new 6 inlets. Then modify the Plenum to match. Plan on
>significant R&D right when you want to be flying your plane. I dont even
>want to go into the James Plenum that is misaligned from the factory as if
>they had NOOOO idea how wide their cowl inlets would be to mate to the
>plenum. The plenum doesnt even comply with known design principals of
>smooth but ever increasing volume as the cooling air moves aft. Having owned
>4 RVs, 2 with stock cowls & baffles & 2 with plenums & James cowls I find
>the plenums to be a large pain in the ass. Extra weight & complexity.
>Reduced access with limited definable benefit.
>
>Additionally forget about flying LOP out of the box with the James set up.
>While the stock cowl seems to not be an issue the James owners have a
>difficult time seeming to straddle a razors edge of LOP vs. poor engine
>performance even after exhaustive injector balancing and adding an expensive
>(and heavy) turbo rails & fuel injector shrouds.
>
>Showplanes is making a valiant effort with a new cowl for the -10 that is
>great looking. Unfortunately its still a little early to that party as they
>do not have a production unit available for sale.
>
>I personally will be removing my James cowl or making additional major
>modifications to the unit within the next 12 months. If you are building to
>fly head my warning.
>
>
>Robin Marks
>
>RV-4 Sold
>
>RV-6A Sold
>
>RV-10 220 Hours
>
>RV-8A 4 Hours
>
>
>*From:* owner-rv10-list-server@matronics.com [mailto:
>owner-rv10-list-server@matronics.com] *On Behalf Of *Ralph E. Capen
>*Sent:* Wednesday, March 23, 2011 9:27 AM
>*To:* rv10-list@matronics.com
>*Subject:* Re: RV10-List: Optimal cowl intake and outlet areas for engine
>cooling air
>
>
>
>Considering the work that was done to develop the SamJames cowl and
>plenum...and how well they work - I think they're a great starting place.
>
>
>-----Original Message-----
>>From: Rodger Todd <rj_todd@yahoo.co.uk>
>>Sent: Mar 23, 2011 7:42 AM
>>To: RV10-List@matronics.com
>>Subject: RV10-List: Optimal cowl intake and outlet areas for engine cooling
>air
>>
>>
>>Hi,
>>
>>Can any of the engineers out there please advise whether there is an
>optimal ratio of the cowl inlet to outlet areas for engine air cooling?
>>
>>Thanking you all in anticipation,
>>
>>Rodger
>>In Oz where cooling matters
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>------------------------------
>
>No virus found in this message.
>Checked by AVG - www.avg.com
Message 11
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| Subject: | Optimal cowl intake and outlet areas for engine cooling |
air
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b20KCg=
Message 12
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| Subject: | Re: Optimal cowl intake and outlet areas for engine cooling |
air
Yeah, while we've heard nothing but good about the
cowls on the 2-seat RV's, the RV-10 James cowl users
have had some pretty mixed and often negative experiences
and it's cost them lots of extra build time. That said,
for those who've put in the time, some have come out
at least OK....but it hasn't shown to be a big performance
improver like on the 2 seat RV's either, from what I
can tell. It's definitely specific to the RV-10 model.
Tim Olson - RV-10 N104CD
do not archive
On 3/23/2011 1:16 PM, Ralph E. Capen wrote:
> --> RV10-List message posted by: "Ralph E. Capen"<recapen@earthlink.net>
>
> I'll take Robin's explanation as an education since my actual experience is with
a 6A - my bad as I thought they did the same GT / NASA testing on the -10
cowl.
>
> I would really like to see the 'new' RV10 cowl as I am contemplating a four-place.....
>
> Thanks,
> Ralph
>
>
> -----Original Message-----
>> From: Robin Marks<robin@PaintTheWeb.com>
>> Sent: Mar 23, 2011 1:30 PM
>> To: rv10-list@matronics.com
>> Subject: RE: RV10-List: Optimal cowl intake and outlet areas for engine cooling
air
>>
>> Re: RV10-List: Optimal cowl intake and outlet areas for engine cooling air
>>
>> Ahhhh.. as one of the first -10 James cowl flying owners with lots of
>> negative experiences associated with that cowl& plenum I strongly suggest
>> that is about the worst starting place possible. As usual the factory design
>> while not as sexy is functional and proven. I think its been established
>> that the openings on the James cowl are just too small to properly cool the
>> Lycoming 540 engine. There has been some success (I am not totally up to
>> date) by increasing the inlet ring size from 4.5 to 6 but that is a lot of
>> work. Imagine taking a new cowl and cutting the inlets back to then manually
>> make transitions to new 6 inlets. Then modify the Plenum to match. Plan on
>> significant R&D right when you want to be flying your plane. I dont even
>> want to go into the James Plenum that is misaligned from the factory as if
>> they had NOOOO idea how wide their cowl inlets would be to mate to the
>> plenum. The plenum doesnt even comply with known design principals of
>> smooth but ever increasing volume as the cooling air moves aft. Having owned
>> 4 RVs, 2 with stock cowls& baffles& 2 with plenums& James cowls I find
>> the plenums to be a large pain in the ass. Extra weight& complexity.
>> Reduced access with limited definable benefit.
>>
>> Additionally forget about flying LOP out of the box with the James set up.
>> While the stock cowl seems to not be an issue the James owners have a
>> difficult time seeming to straddle a razors edge of LOP vs. poor engine
>> performance even after exhaustive injector balancing and adding an expensive
>> (and heavy) turbo rails& fuel injector shrouds.
>>
>> Showplanes is making a valiant effort with a new cowl for the -10 that is
>> great looking. Unfortunately its still a little early to that party as they
>> do not have a production unit available for sale.
>>
>> I personally will be removing my James cowl or making additional major
>> modifications to the unit within the next 12 months. If you are building to
>> fly head my warning.
>>
>>
>>
>> Robin Marks
>>
>> RV-4 Sold
>>
>> RV-6A Sold
>>
>> RV-10 220 Hours
>>
>> RV-8A 4 Hours
>>
>>
>>
>> *From:* owner-rv10-list-server@matronics.com [mailto:
>> owner-rv10-list-server@matronics.com] *On Behalf Of *Ralph E. Capen
>> *Sent:* Wednesday, March 23, 2011 9:27 AM
>> *To:* rv10-list@matronics.com
>> *Subject:* Re: RV10-List: Optimal cowl intake and outlet areas for engine
>> cooling air
>>
>>
>>
>> --> RV10-List message posted by: "Ralph E. Capen"<recapen@earthlink.net>
>>
>> Considering the work that was done to develop the SamJames cowl and
>> plenum...and how well they work - I think they're a great starting place.
>>
>>
>> -----Original Message-----
>>> From: Rodger Todd<rj_todd@yahoo.co.uk>
>>> Sent: Mar 23, 2011 7:42 AM
>>> To: RV10-List@matronics.com
>>> Subject: RV10-List: Optimal cowl intake and outlet areas for engine cooling
>> air
>>>
>>> --> RV10-List message posted by: Rodger Todd<rj_todd@yahoo.co.uk>
>>>
>>> Hi,
>>>
>>> Can any of the engineers out there please advise whether there is an
>> optimal ratio of the cowl inlet to outlet areas for engine air cooling?
>>>
>>> Thanking you all in anticipation,
>>>
>>> Rodger
>>> In Oz where cooling matters
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>> ------------------------------
>>
>> No virus found in this message.
>> Checked by AVG - www.avg.com
>
>
Message 13
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|
| Subject: | Re: Optimal cowl intake and outlet areas for engine cooling |
air
As one who drank the Koolaid, I would beg to disagree, IMO the Sam James
cowl intake area is WAY UNDERSIZED, I believe this has been
substantiated by another -10 builder who did some considerable
modifications to increase the size of the intake for the SJ cowl/plenum
and saw improved cooling performance. If you think about it, it stands
to reason, James uses the same size intake rings for the 6 cyl as he
does for the 4 cyl ????? Yet there is considerable more area to cool an
more heat generated. The cowls look sexy, but I cannot attribute ANY
improvement to speed/performance. However, by way of comparison there is
a Reduction in the cooling.
Deems
N519PJ
On 3/23/2011 9:27 AM, Ralph E. Capen wrote:
> --> RV10-List message posted by: "Ralph E. Capen"<recapen@earthlink.net>
>
> Considering the work that was done to develop the SamJames cowl and plenum...and
how well they work - I think they're a great starting place.
>
>
> -----Original Message-----
>> From: Rodger Todd<rj_todd@yahoo.co.uk>
>> Sent: Mar 23, 2011 7:42 AM
>> To: RV10-List@matronics.com
>> Subject: RV10-List: Optimal cowl intake and outlet areas for engine cooling
air
>>
>> --> RV10-List message posted by: Rodger Todd<rj_todd@yahoo.co.uk>
>>
>> Hi,
>>
>> Can any of the engineers out there please advise whether there is an optimal
ratio of the cowl inlet to outlet areas for engine air cooling?
>>
>> Thanking you all in anticipation,
>>
>> Rodger
>> In Oz where cooling matters
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 14
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| Subject: | PS Engineering unveils audio panel + remote com radio |
Here's a picture of it:
http://www.ps-engineering.com/PAR100EX.shtml
PS Engineering announced this new product this week. Cut and pasting from
the company's website:
Another Revolution in Audio Panels PAR100EX Brings Com Radio to your Finger
Tips!
PS Engineering takes communications in a new direction - OUT of the cockpit!
Reno, Nevada. For over a quarter century, PS Engineering, Inc.R has been
known as a premier innovator of intercommunications for crew and passengers.
Today, the company is adding a new dimension to their communications vision,
a 760-channel, VHF communication radio fully integrated with the audio
control panel.
The PAR100EX system combines an audio control panel, audiophile stereo
intercom with IntelliVoxR, BluetoothR connectivity, and a remote mounted VHF
aviation communications transceiver. Never before has there been so much
communication capability controlled with such a small footprint.
"For years, people have been asking us, "Why doesn't PS Engineering make
radios?" explained company founder Mark Scheuer, "because we are so deeply
focused exploiting every type of audio technology available, developing a
radio would only be a distraction. But now that we have a great core of
audio technologies, it is time to invest into radio technology. After all,
since 1972 when I received my Amateur Radio license, I have always been
fascinated with radio, now it's time to put it into our company's product
line."
PS Engineering, Inc. is always looking for ways to improve flying and
delight their fans, so they partnered with radio expert Microair and
integrated an important piece of avionics, with an advanced audio panel
system. By working with an established radio manufacturer, PS Engineering's
customers will benefit from their individual talents. This system will save
cockpit space, weight, provide the most sought after functionality, and save
money over the stand-alone independent systems.
"Microair is excited about partnering with PS Engineering," said Microair's
President, Phil Ainsworth, "We are looking forward to getting into more
airplanes with the PAR100EX, and the combination of our expertise will
change the way experimental and LSA aircraft avionics panels will be
created." The PAR100EX's low price makes it attractive for the Experimental
and Light Sport aviation market (the unit will be FCC approved but not hold
FAA Approval for airplanes certified under standard airworthiness), and the
elimination of one panel mounted radio saves panel space.
According to the Senior Design Engineer, Eduardo Lopez-Gil, "Seamless
integration between the audio panel and the radio was the primary goal in
this integration, for the best user experience possible, with minimal panel
space. The KISS principle was practiced all during the development of the
audio panel." The right half of the PAR100EX is dedicated to the comm.
radio, with an easy to read LCD display that shows the frequencies, which
are controlled through a concentric knob. This radio has active and standby
frequencies, and a standby frequency monitor mode.
The left half has all of the audio panel controls for radio selection,
intercom and music volume, intercom mode, and PS Engineering's multiple
music mute mode control. The functions of the PAR100EX are electrically
independent, including the power supply, so even in fail safe on the audio
panel, the VHF radio can still be used.
The PAR100EX can be configured as stand alone, as COM 2, or as COM 1. The
system can be a primary VHF Com, and the second radio could be a tactical or
business radio, ideal for ALE, game management, fish spotters, etc.
An integrated BluetoothR system allows the PAR100EX to interface with
cellular telephones, giving the aircraft occupants ready access to their
telephones. In addition, the BluetoothR will stream music from compatible
devices like iPads, and smart phones.
The list price of the PAR100EX, including the VHF com radio is $2,595, and
deliveries will start in the second quarter of 2011.
About Microair Pty Ltd: Microair remains committed to producing cost
effective products. We feel that with the technologies available today, the
price of modern avionics should come down. We listen to pilots, to
understand their needs and situation. This feedback influences our designs
for future products. We mean it when we say "designed by pilots for pilots."
Microair Avionics Pty Ltd * P.O Box 5532, Bundaberg * West QLD 4670
Australia Phone International +61 7 41553048 *Fax International +61 7
41553049 www.microair.com.au
About PS Engineering: Founded in 1985, PS Engineering has become a leading
manufacturer of general aviation intercoms and audio control systems. The
company's sole corporate focus is excellence in the design and manufacture
of avionics systems for General Aviation Aircraft. PS Engineering Inc. R is
credited for many innovations in the field, including IntelliVoxR,
SoftmuteT, Karaoke ModeT, Split modeT, Swap ModeT, and the IRST(Internal
Recording System). With a network of over 600 authorized dealer/installers
worldwide, the company is a leader in retrofit avionics as well as a
supplier to other major avionics manufacturers for their audio panel
requirements. www.ps-engineering.com
FOR MORE INFORMATION CONTACT:
Gary Picou
PS Engineering, Inc.
9800 Martel Road
Lenoir City, TN 37772
Phone (865) 988-9800 - FAX (865) 988-6619
E-mail: gpicou@ps-engineering.com
Message 15
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| Subject: | Re: PS Engineering unveils audio panel + remote com radio |
That is a nice way to go in a tight RV8 panel. PAR100EX a 530W :-) and
a transponder. Done.
Sent from my iPad2.
On Mar 23, 2011, at 5:18 PM, Kelly McMullen <apilot2@gmail.com> wrote:
>
> Here's a picture of it:
>
> http://www.ps-engineering.com/PAR100EX.shtml
>
>
> PS Engineering announced this new product this week. Cut and pasting from
> the company's website:
>
> Another Revolution in Audio Panels PAR100EX Brings Com Radio to your Finger
> Tips!
>
> PS Engineering takes communications in a new direction - OUT of the cockpit!
>
> Reno, Nevada. For over a quarter century, PS Engineering, Inc.R has been
> known as a premier innovator of intercommunications for crew and passengers.
>
> Today, the company is adding a new dimension to their communications vision,
> a 760-channel, VHF communication radio fully integrated with the audio
> control panel.
>
> The PAR100EX system combines an audio control panel, audiophile stereo
> intercom with IntelliVoxR, BluetoothR connectivity, and a remote mounted VHF
> aviation communications transceiver. Never before has there been so much
> communication capability controlled with such a small footprint.
>
> "For years, people have been asking us, "Why doesn't PS Engineering make
> radios?" explained company founder Mark Scheuer, "because we are so deeply
> focused exploiting every type of audio technology available, developing a
> radio would only be a distraction. But now that we have a great core of
> audio technologies, it is time to invest into radio technology. After all,
> since 1972 when I received my Amateur Radio license, I have always been
> fascinated with radio, now it's time to put it into our company's product
> line."
>
> PS Engineering, Inc. is always looking for ways to improve flying and
> delight their fans, so they partnered with radio expert Microair and
> integrated an important piece of avionics, with an advanced audio panel
> system. By working with an established radio manufacturer, PS Engineering's
> customers will benefit from their individual talents. This system will save
> cockpit space, weight, provide the most sought after functionality, and save
> money over the stand-alone independent systems.
>
> "Microair is excited about partnering with PS Engineering," said Microair's
> President, Phil Ainsworth, "We are looking forward to getting into more
> airplanes with the PAR100EX, and the combination of our expertise will
> change the way experimental and LSA aircraft avionics panels will be
> created." The PAR100EX's low price makes it attractive for the Experimental
> and Light Sport aviation market (the unit will be FCC approved but not hold
> FAA Approval for airplanes certified under standard airworthiness), and the
> elimination of one panel mounted radio saves panel space.
>
> According to the Senior Design Engineer, Eduardo Lopez-Gil, "Seamless
> integration between the audio panel and the radio was the primary goal in
> this integration, for the best user experience possible, with minimal panel
> space. The KISS principle was practiced all during the development of the
> audio panel." The right half of the PAR100EX is dedicated to the comm.
> radio, with an easy to read LCD display that shows the frequencies, which
> are controlled through a concentric knob. This radio has active and standby
> frequencies, and a standby frequency monitor mode.
>
> The left half has all of the audio panel controls for radio selection,
> intercom and music volume, intercom mode, and PS Engineering's multiple
> music mute mode control. The functions of the PAR100EX are electrically
> independent, including the power supply, so even in fail safe on the audio
> panel, the VHF radio can still be used.
>
> The PAR100EX can be configured as stand alone, as COM 2, or as COM 1. The
> system can be a primary VHF Com, and the second radio could be a tactical or
> business radio, ideal for ALE, game management, fish spotters, etc.
>
> An integrated BluetoothR system allows the PAR100EX to interface with
> cellular telephones, giving the aircraft occupants ready access to their
> telephones. In addition, the BluetoothR will stream music from compatible
> devices like iPads, and smart phones.
>
> The list price of the PAR100EX, including the VHF com radio is $2,595, and
> deliveries will start in the second quarter of 2011.
>
> About Microair Pty Ltd: Microair remains committed to producing cost
> effective products. We feel that with the technologies available today, the
> price of modern avionics should come down. We listen to pilots, to
> understand their needs and situation. This feedback influences our designs
> for future products. We mean it when we say "designed by pilots for pilots."
>
> Microair Avionics Pty Ltd * P.O Box 5532, Bundaberg * West QLD 4670
> Australia Phone International +61 7 41553048 *Fax International +61 7
> 41553049 www.microair.com.au
>
> About PS Engineering: Founded in 1985, PS Engineering has become a leading
> manufacturer of general aviation intercoms and audio control systems. The
> company's sole corporate focus is excellence in the design and manufacture
> of avionics systems for General Aviation Aircraft. PS Engineering Inc. R is
> credited for many innovations in the field, including IntelliVoxR,
> SoftmuteT, Karaoke ModeT, Split modeT, Swap ModeT, and the IRST(Internal
> Recording System). With a network of over 600 authorized dealer/installers
> worldwide, the company is a leader in retrofit avionics as well as a
> supplier to other major avionics manufacturers for their audio panel
> requirements. www.ps-engineering.com
>
> FOR MORE INFORMATION CONTACT:
> Gary Picou
> PS Engineering, Inc.
> 9800 Martel Road
> Lenoir City, TN 37772
> Phone (865) 988-9800 - FAX (865) 988-6619
> E-mail: gpicou@ps-engineering.com
>
>
Message 16
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| Subject: | Re: RV-8 Insurance... |
Just to follow up on the insurance information I posted, I got an email from EAA/Falcon
this morning indicating that they had quoted this year's policy based
on last year's flight time numbers (basically 0). They re-quoted on my current
hours (153 TTSN) and their quote came more into line at $2490.00. I just wanted
to set the record straight.
Also, the AOPA coverage for $2475 is really with USAIG (United States Aviation
Insurance Group), which is not the bailout "AIG" (American International Group).
At least I don't think so. Here are their respective web sites:
United Status Aviation Insurance Group
http://www.usau.com/usau.nsf/doc/index
American International Group
http://www.aigcorporate.com/index.html
FYI
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint Job Is All That's Left To Do...
>--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>Here's this year's Insurance Quotes along with the coverage details on my RV-8.
Can you guess which one I went with?
>
>$1m/$100k Liability
>$5000-$10000 Medical
>$0 Deductible
>$150k Hull Ground/Air
>
>153 Hours, Aircraft
>153 Hours in Type, Pilot
>450 Hours Total, Pilot
>242 Hours TW, Pilot
>
> Avemco: $5811
> EAA/Falcon: $2975 ($3075 last year + Test & 1st 10 hours)
> NationAir/Chartis $2888
> AOPA/AIG $2475
Message 17
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| Subject: | Re: engine cables |
I'll have to look at my part numbers tomorrow and maybe you can cross
reference them. It may be easier to route little longer cables than stock
ones, mine went in easy and I was able to set all my controls to end even at
the top and bottom while hitting the stops.
----- Original Message -----
From: "Bob Leffler" <rv@thelefflers.com>
Sent: Wednesday, March 23, 2011 11:26 AM
Subject: Re: RV10-List: Re: engine cables
>
> Were your lengths the same as the ones I listed from Dave Saylor?
>
> I've got to order mine, but I'm planning on taking some measurements this
> weekend.
>
> I've got the aerosport panel / throttle quadrant too, but my fm-200 is in
> a non-standard location to accommodate the rod bower ram air mod. Its
> horizontal, not vertical. It may need a couple extra inches.
>
> Bob
>
> Sent from my iPhone
>
> On Mar 23, 2011, at 11:01 AM, Seano <sean@braunandco.com> wrote:
>
>>
>> I was wondering if vans changed cable lengths before my serial number. I
>> had no issues using the supplied cables with my Aerosport lower console
>> and throttle quadrant. Kit number 40936.
>>
>> Sent from my iPhone
>>
>> On Mar 23, 2011, at 8:42, "rleffler" <rv@thelefflers.com> wrote:
>>
>>>
>>> For those with quadrants:
>>>
>>> Per Dave Saylor:
>>>
>>> I replaced the stock cables with 47" for the prop, 51" for mixture and
>>> 72"
>>> for the prop. I got the cables from a local cablecraft distributor.
>>> Also,
>>> ask for the highest temp rating you can get. The green cables from Vans
>>> aren't the best. A set of replacement cables should be $200 or less.
>>>
>>>
>>> The vendor is California Push-Pull in Chico, CA. Talk to Frank.
>>>
>>> http://www.push-pull.com/
>>>
>>> 176-VTT-2-51
>>> 176-VTT-2-47
>>> 176-VTT-2-72
>>>
>>> These are for the mixture, throttle and prop respectively.
>>>
>>> Ask for Frank if you need a live person. He knows what they're going on.
>>>
>>> The cable tags will say "not for use on aircraft", which usually means
>>> they know you're using it on an aircraft
>>>
>>> -----
>>>
>>> Hope this helps!
>>>
>>> bob
>>>
>>> --------
>>> Bob Leffler
>>> N410BL - FWF
>>> RV-10 #40684
>>> http://mykitlog.com/rleffler
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=334767#334767
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
Message 18
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| Subject: | For those that haven't bought their avionics yet.................. |
http://garmin.blogs.com/pr/2011/03/garmin-announces-the-future-of-avionics-.html#more
Message 19
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| Subject: | For those that haven't bought their avionics yet.................. |
So far the only thing I hate about Garmin is that they roll out new product
s too fast making their other new products obsolete way too soon.
EEEHHHGGGG!
> Date: Wed=2C 23 Mar 2011 20:30:01 -0700
> Subject: RV10-List: For those that haven't bought their avionics yet.....
.............
> From: apilot2@gmail.com
> To: rv10-list@matronics.com
>
>
> http://garmin.blogs.com/pr/2011/03/garmin-announces-the-future-of-avionic
s-.html#more
>
===========
===========
===========
===========
>
>
>
Message 20
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| Subject: | Re: For those that haven't bought their avionics yet.................. |
What a cool looking GPS. Pretty soon we will just buy a touch screen panel from
Stein that is then loaded with software and is completely customizable.
Scott Schmidt
scottmschmidt@yahoo.com
________________________________
From: John Gonzalez <indigoonlatigo@msn.com>
Sent: Wed, March 23, 2011 9:50:27 PM
Subject: RE: RV10-List: For those that haven't bought their avionics
yet..................
So far the only thing I hate about Garmin is that they roll out new products
too fast making their other new products obsolete way too soon.
EEEHHHGGGG!
> Date: Wed, 23 Mar 2011 20:30:01 -0700
> Subject: RV10-List: For those that haven't bought their avionics
>yet..................
> From: apilot2@gmail.com
> To: rv10-list@matronics.com
>
>
> http://garmin.blogs.com/pr/2011/03====================
> _====
>
>
>
Message 21
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| Subject: | Re: For those that haven't bought their avionics yet.................. |
Aero-News Net also reports that Honeywell/King has collaborated with
Aspen Avionics and claims they will finally have their WAAS GPS 770
before the end of this year.
On Wed, Mar 23, 2011 at 8:50 PM, John Gonzalez <indigoonlatigo@msn.com> wrote:
> So far the only thing I hate about Garmin is that they roll out new products
> too fast making their othernew products obsolete way too soon.
>
> EEEHHHGGGG!
>
>> Date: Wed, 23 Mar 2011 20:30:01 -0700
>> Subject: RV10-List: For those that haven't bought their avionics
>> yet..................
>> From: apilot2@gmail.com
>> To: rv10-list@matronics.com
>>
>>
>> http://garmin.blogs.com/pr/2011/03====================
>> _====
>>
>>
>>
>
>
Message 22
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| Subject: | Re: Optimal cowl intake and outlet areas for engine cooling |
air
Thanks Konrad,
That was the information I was seeking. Incidentally, do you know the source?
I too have the Sam James Cowl and plenum, in fact I was the second customer. It
is therefore quite disturbing to hear that the intake area is probably too small.
Increasing it to 6" will actually increase the airflow by a factor 5 (proportional
to the 4th power of the radius). However my understanding is that
the system works by having the intake very close to the propeller trailing edge
and therefore having relatively high energy air entering the plenum. The expansion
area of the plenum causes the air to slow down and hence be more available
for efficient cooling whilst the intake provides the pressure that drives
the flow. It's not a simple system and hence I was looking for an engineer's
opinion.
I received an update to the cowl some time ago and now I am getting ready to install
it. It appears that the air outlet was too small and Sam sent me a new
outlet to replace the original. This part will have to be glassed in and as I
am also using a non standard exhaust system which is larger than the Vetterman
I wanted to design the replacement outlet so that I only have one amendment
to make to the cowl.
I was aware of the LOP problem and was lucky enough to be able to see the solution
(pressurised injectors) on Deems' aircraft last May.
Many thanks to all,
Rodger
--- On Wed, 23/3/11, Konrad/Conny <klwerner@comcast.net> wrote:
> From: Konrad/Conny <klwerner@comcast.net>
> Subject: Re: RV10-List: Optimal cowl intake and outlet areas for engine cooling
air
> To: rv10-list@matronics.com
> Date: Wednesday, 23 March, 2011, 19:06
> Konrad/Conny <klwerner@comcast.net>
>
> Dear Rodger,
>
> I has been a few years, but if I recall correctly, then the
> factor is right around 1.5 (I think?) for the hot expanding
> air to exhaust properly, when compared to the denser cold
> air coming in.
>
> I agree with Ralph, as Sam James's cowling and plenum
> systems are very efficient in that respect, by tightly
> controlling the cooling airflow and not wasting any air
> molecules for unnecessary drag.
>
> Konrad
>
>
> On Mar 23, 2011, at 10:27 AM, Ralph E. Capen wrote:
>
> <recapen@earthlink.net>
> >
> > Considering the work that was done to develop the
> SamJames cowl and plenum...and how well they work - I think
> they're a great starting place.
> >
> >
> > -----Original Message-----
> >> From: Rodger Todd <rj_todd@yahoo.co.uk>
> >> Sent: Mar 23, 2011 7:42 AM
> >> To: RV10-List@matronics.com
> >> Subject: RV10-List: Optimal cowl intake and outlet
> areas for engine cooling air
> >>
> <rj_todd@yahoo.co.uk>
> >>
> >> Hi,
> >>
> >> Can any of the engineers out there please advise
> whether there is an optimal ratio of the cowl inlet to
> outlet areas for engine air cooling?
> >>
> >> Thanking you all in anticipation,
> >>
> >> Rodger
> >> In Oz where cooling matters
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
>
>
> Forum -
> FAQ,
> - MATRONICS WEB FORUMS -
> List Contribution Web Site -
> -Matt
> Dralle, List Admin.
>
>
>
>
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