Today's Message Index:
----------------------
1. 05:46 AM - Re: Re: o-540 (Jesse Saint)
2. 05:48 AM - Re: Blocking heater vent outlets (Jesse Saint)
3. 05:55 AM - Re: Re: o-540 (Rhonda Bewley)
4. 06:47 AM - Re: Blocking heater vent outlets (Linn Walters)
5. 07:11 AM - Re: Re: o-540 (Kelly McMullen)
6. 07:15 AM - Re: Blocking heater vent outlets (Rob Kermanj)
7. 07:50 AM - Re: Re: o-540 (Rhonda Bewley)
8. 09:01 AM - Re: Re: o-540 (Robin Marks)
9. 09:13 AM - Re: Re: o-540 (John Cox)
10. 11:23 AM - Re: Re: o-540 (Michael Sausen)
11. 11:27 AM - Re: Re: o-540 (Rhonda Bewley)
12. 11:28 AM - Re: Re: o-540 (Michael Sausen)
13. 11:29 AM - Re: Re: 2013 RV-10 Airventure Group Camping (Michael Sausen)
14. 12:44 PM - Re: Things needed for the build (RichGurr)
15. 02:18 PM - Re: Re: 2013 RV-10 Airventure Group Camping (Robin Marks)
16. 02:31 PM - Re: Re: 2013 RV-10 Airventure Group Camping (Bill Watson)
17. 03:01 PM - Re: Re: o-540 (Kelly McMullen)
18. 03:08 PM - Re: Re: 2013 RV-10 Airventure Group Camping (Kelly McMullen)
19. 03:33 PM - Re: Blocking heater vent outlets (Rob Kochman)
20. 04:49 PM - Re: Blocking heater vent outlets (Rob Kermanj)
21. 08:40 PM - Re: Re: 2013 RV-10 Airventure Group Camping (Rick Lark)
Message 1
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I have heard others make these types of claims. There's no way 10:1 and
1 Lightspeed is going to make 260HP into 310HP. If 7:1 to 8.5:1 takes it
from 235HP to 250HP, even if the comparison is not linear, you couldn't
get to 310HP.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Jul 9, 2013, at 1:26 AM, Albert Gardner <ibspud@roadrunner.com>
wrote:
> Performance Engines out of La Verne, CA built my IO-540. With 10:1
compression and 1 Lightspeed they rated it at 310 HP. With 799 hours on
it I have put 8003 gallons of 100LL in, just about exactly 10 GPH
average. (I=92m not going to tell my wife how much 8K gallons of gas
costs)
> Albert Gardner
> N991RV
> Yuma, AZ
>
> From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Don McDonald
> Sent: Monday, July 08, 2013 8:27 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Re: o-540
>
> Every RV'er that has ever gone with less hp or smaller displacement,
always pays the price. They have to run a higher percentage of power
just to keep up, and because of that they also end up burning more fuel.
Also if you're carbeurated you have more difficulty running lean of
peak, which also means you burn more fuel.
> A friend of mine with a new Mattituck, carbed 540 has an avg cruise
fuel burn between 11 and 12 gph.... whereas I burn between 9.6 and
10.2.... do the math, I now have over 500 hours, at a 1+ gph more fuel
burn, that would cost you around $2,800 in additional fuel cost..... so
over the life of the TBO, over $10,000!!!!!!!!
> Don McDonald
>
>
>
>
>
Message 2
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| Subject: | Re: Blocking heater vent outlets |
I agree. Otherwise all of that hot air is sitting inside the scat tube
inside the tunnel. Another option, temporarily, would be to block off
the fresh air inlet on the baffles that goes to the rear seat heater.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Jul 9, 2013, at 9:57 PM, David Leikam <arplnplt@gmail.com> wrote:
> Block the inlet in the engine compartment.
>
> Dave Leikam
>
> On Jul 9, 2013, at 4:32 PM, Rob Kochman wrote:
>
>> My rear heater leaks--the door is bent, so even when it's closed, it
still lets a decent amount of hot air through. As a temporary fix, does
anyone see a problem with using aluminum tape to block the air outlets,
by the rear passenger feet? I figure there will be no air flow, so no
issue. Thanks...
>>
>> -Rob
>>
>> --
>> Rob Kochman
>> RV-10 Flying since March 2011
>> Woodinville, WA
>> http://kochman.net/N819K
>>
>>
>>
>
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
>
Message 3
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Jesse:
With an updraft sump, you are absolutely correct. With cold air
induction and either an RSA10 or Airflow Performance FM250/FM300A, a
10:1 parallel head engine will make right at 300 hp.
Rhonda Barrett-Bewley
Barrett Precision Engines
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Wednesday, July 10, 2013 7:45 AM
Subject: Re: RV10-List: Re: o-540
I have heard others make these types of claims. There's no way 10:1 and
1 Lightspeed is going to make 260HP into 310HP. If 7:1 to 8.5:1 takes it
from 235HP to 250HP, even if the comparison is not linear, you couldn't
get to 310HP.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Jul 9, 2013, at 1:26 AM, Albert Gardner <ibspud@roadrunner.com>
wrote:
Performance Engines out of La Verne, CA built my IO-540. With 10:1
compression and 1 Lightspeed they rated it at 310 HP. With 799 hours on
it I have put 8003 gallons of 100LL in, just about exactly 10 GPH
average. (I'm not going to tell my wife how much 8K gallons of gas
costs)
Albert Gardner
N991RV
Yuma, AZ
From: owner-rv10-list-server@matronics.com
<mailto:owner-rv10-list-server@matronics.com>
[mailto:owner-rv10-list-server@matronics.com
<mailto:rv10-list-server@matronics.com> ] On Behalf Of Don McDonald
Sent: Monday, July 08, 2013 8:27 PM
Subject: Re: RV10-List: Re: o-540
Every RV'er that has ever gone with less hp or smaller displacement,
always pays the price. They have to run a higher percentage of power
just to keep up, and because of that they also end up burning more fuel.
Also if you're carbeurated you have more difficulty running lean of
peak, which also means you burn more fuel.
A friend of mine with a new Mattituck, carbed 540 has an avg cruise fuel
burn between 11 and 12 gph.... whereas I burn between 9.6 and 10.2....
do the math, I now have over 500 hours, at a 1+ gph more fuel burn, that
would cost you around $2,800 in additional fuel cost..... so over the
life of the TBO, over $10,000!!!!!!!!
Don McDonald
________________________________
style="color: purple; text-decoration: underline;
">http://www.matronics.com/Navigator?RV10-List
purple; text-decoration: underline; ">http://forums.matronics.com
style="color: purple; text-decoration: underline;
">http://www.matronics.com/contribution
Message 4
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| Subject: | Re: Blocking heater vent outlets |
I fly in FL and my Traumahawk had the same problem .... so I pulled the
scat tube off the muffler and placed it in the bottom cowl so I got a
little suction on it ..... didn't want the smells in the cockpit. When
winter rolls around .... all 4 days of it .... I just slip the scat tube
back in place.
I plan on regulating the amount of heat in the cabin of the -10 by
blocking off some of the inlet on the baffling with metal tape .....
when I get flying. I think about 1/2 of the diam should be a good start.
Linn
On 7/10/2013 8:48 AM, Jesse Saint wrote:
> I agree. Otherwise all of that hot air is sitting inside the scat tube
> inside the tunnel. Another option, temporarily, would be to block off
> the fresh air inlet on the baffles that goes to the rear seat heater.
>
> do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
> C: 352-427-0285
> F: 815-377-3694
>
Message 5
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I'd like to know what someone is going to do with the extra hp(300 or
310). With 260 hp the aircraft is already capable of making within 10%
of its design flutter speed in level flight. How close do you really
want to be of having a control surface ripped from the plane? Perhaps
achieve 2000 fpm climb instead of 1600 fpm? Burn enough fuel to cruise
at 185kts instead of 175 or 165 kts? How much extra fuel does that take??
IIRC there is already enough power to cruise up into the lower flight
levels.
What is someone going to do for fuel if 100 octane becomes scarce or
more than double current ridiculous price?
I don't know how the 10:1 fares in a parallel valve engine, but in an
angle valve, such as where there is an STC for 200 hp certified planes
like the Cardinal RG and Mooney 201, the cylinders tend to wear out by
50% TBO unless operated at very conservative settings for CHT. AFAIK
Lycoming only used that compression in a helicopter engine with a
different TBO and operating regime.
With 8.5:1 stock pistons you can still burn premium mogas if you can
find it without ethanol. Not going to happen at higher compression.
Now there are other supporting reasons to run cold-air induction and/or
electronic ignition, but higher compression seems to me to have more
negative than positive aspects.
Of course it is EXPERIMENTAL, so everyone is free to make the choices
that make them happy.
On 7/10/2013 5:45 AM, Jesse Saint wrote:
> I have heard others make these types of claims. There's no way 10:1
> and 1 Lightspeed is going to make 260HP into 310HP. If 7:1 to 8.5:1
> takes it from 235HP to 250HP, even if the comparison is not linear,
> you couldn't get to 310HP.
>
> do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
> C: 352-427-0285
> F: 815-377-3694
>
> On Jul 9, 2013, at 1:26 AM, Albert Gardner <ibspud@roadrunner.com
> <mailto:ibspud@roadrunner.com>> wrote:
>
>> Performance Engines out of La Verne, CA built my IO-540. With 10:1
>> compression and 1 Lightspeed they rated it at 310 HP. With 799 hours
>> on it I have put 8003 gallons of 100LL in, just about exactly 10 GPH
>> average. (Im not going to tell my wife how much 8K gallons of gas costs)
>> Albert Gardner
>> N991RV
>> Yuma, AZ
>> *From:*owner-rv10-list-server@matronics.com
>> <mailto:owner-rv10-list-server@matronics.com>[mailto:owner-rv10-list-server@matronics.com
>> <mailto:rv10-list-server@matronics.com>]*On Behalf Of*Don McDonald
>> *Sent:*Monday, July 08, 2013 8:27 PM
>> *To:*rv10-list@matronics.com <mailto:rv10-list@matronics.com>
>> *Subject:*Re: RV10-List: Re: o-540
>> Every RV'er that has ever gone with less hp or smaller displacement,
>> always pays the price. They have to run a higher percentage of power
>> just to keep up, and because of that they also end up burning more
>> fuel. Also if you're carbeurated you have more difficulty running
>> lean of peak, which also means you burn more fuel.
>> A friend of mine with a new Mattituck, carbed 540 has an avg cruise
>> fuel burn between 11 and 12 gph.... whereas I burn between 9.6 and
>> 10.2.... do the math, I now have over 500 hours, at a 1+ gph more
>> fuel burn, that would cost you around $2,800 in additional fuel
>> cost..... so over the life of the TBO, over $10,000!!!!!!!!
>> Don McDonald
>>
>> ------------------------------------------------------------------------
>> *
>>
>> style="color: purple; text-decoration: underline; ">http://www.matronics.com/Navigator?RV10-List
>> purple; text-decoration: underline; ">http://forums.matronics.com
>> style="color: purple; text-decoration: underline; ">http://www.matronics.com/contribution
>>
>> *
>>
>
> *
>
>
> *
Message 6
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| Subject: | Re: Blocking heater vent outlets |
I fly in Florida too and have routed one of the scat tubing with fresh
air from the cool side of the cowl, in the high pressure area, into the
tunnel. The tunnel stays fairly cool (although warm to touch in the
summer) and I have flown in 20 deg weather without suffering from the
cold. At these temperatures, if the wife is in the back, she sez it is
a little chilly and sleeps with a blanket. No different flying the
airlines these days. During decent, it gets chilly in the front too but
not cold.
Do Not archive.
On Jul 10, 2013, at 9:46 AM, Linn Walters <flying-nut@cfl.rr.com> wrote:
> I fly in FL and my Traumahawk had the same problem .... so I pulled
the scat tube off the muffler and placed it in the bottom cowl so I got
a little suction on it ..... didn't want the smells in the cockpit.
When winter rolls around .... all 4 days of it .... I just slip the scat
tube back in place.
>
> I plan on regulating the amount of heat in the cabin of the -10 by
blocking off some of the inlet on the baffling with metal tape .....
when I get flying. I think about 1/2 of the diam should be a good
start.
> Linn
>
>
> On 7/10/2013 8:48 AM, Jesse Saint wrote:
>> I agree. Otherwise all of that hot air is sitting inside the scat
tube inside the tunnel. Another option, temporarily, would be to block
off the fresh air inlet on the baffles that goes to the rear seat
heater.
>>
>> do not archive
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com
>> C: 352-427-0285
>> F: 815-377-3694
>>
>
>
>
>
Message 7
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Kelly:
As a general rule, we don't actively encourage our RV-10 drivers to
install 10:1 compression in their engines. We think that 9:1 and cold
air is a nice combination and maintain a 2000 hour tbo, 8.5:1 if the
consumer wants to run mogas.
Historically, a 10:1 compression engine lasts only about 1,000 hours
before TBO. This is the compression that Red Bull Air Race runs,
although a number of air show performers run higher (generally 11:1),
but then again they go through their engines every couple of years.
There's definitely a trade off to pumping it up that high.
Rhonda Barrett-Bewley
Barrett Precision Engines
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
McMullen
Sent: Wednesday, July 10, 2013 9:10 AM
Subject: Re: RV10-List: Re: o-540
I'd like to know what someone is going to do with the extra hp(300 or
310). With 260 hp the aircraft is already capable of making within 10%
of its design flutter speed in level flight. How close do you really
want to be of having a control surface ripped from the plane? Perhaps
achieve 2000 fpm climb instead of 1600 fpm? Burn enough fuel to cruise
at 185kts instead of 175 or 165 kts? How much extra fuel does that
take??
IIRC there is already enough power to cruise up into the lower flight
levels.
What is someone going to do for fuel if 100 octane becomes scarce or
more than double current ridiculous price?
I don't know how the 10:1 fares in a parallel valve engine, but in an
angle valve, such as where there is an STC for 200 hp certified planes
like the Cardinal RG and Mooney 201, the cylinders tend to wear out by
50% TBO unless operated at very conservative settings for CHT. AFAIK
Lycoming only used that compression in a helicopter engine with a
different TBO and operating regime.
With 8.5:1 stock pistons you can still burn premium mogas if you can
find it without ethanol. Not going to happen at higher compression.
Now there are other supporting reasons to run cold-air induction and/or
electronic ignition, but higher compression seems to me to have more
negative than positive aspects.
Of course it is EXPERIMENTAL, so everyone is free to make the choices
that make them happy.
On 7/10/2013 5:45 AM, Jesse Saint wrote:
> I have heard others make these types of claims. There's no way 10:1
> and 1 Lightspeed is going to make 260HP into 310HP. If 7:1 to 8.5:1
> takes it from 235HP to 250HP, even if the comparison is not linear,
> you couldn't get to 310HP.
>
> do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
> C: 352-427-0285
> F: 815-377-3694
>
> On Jul 9, 2013, at 1:26 AM, Albert Gardner <ibspud@roadrunner.com
> <mailto:ibspud@roadrunner.com>> wrote:
>
>> Performance Engines out of La Verne, CA built my IO-540. With 10:1
>> compression and 1 Lightspeed they rated it at 310 HP. With 799 hours
>> on it I have put 8003 gallons of 100LL in, just about exactly 10 GPH
>> average. (I'm not going to tell my wife how much 8K gallons of gas
costs)
>> Albert Gardner
>> N991RV
>> Yuma, AZ
>> *From:*owner-rv10-list-server@matronics.com
>>
<mailto:owner-rv10-list-server@matronics.com>[mailto:owner-rv10-list-ser
ver@matronics.com
>> <mailto:rv10-list-server@matronics.com>]*On Behalf Of*Don McDonald
>> *Sent:*Monday, July 08, 2013 8:27 PM
>> *To:*rv10-list@matronics.com <mailto:rv10-list@matronics.com>
>> *Subject:*Re: RV10-List: Re: o-540
>> Every RV'er that has ever gone with less hp or smaller displacement,
>> always pays the price. They have to run a higher percentage of power
>> just to keep up, and because of that they also end up burning more
>> fuel. Also if you're carbeurated you have more difficulty running
>> lean of peak, which also means you burn more fuel.
>> A friend of mine with a new Mattituck, carbed 540 has an avg cruise
>> fuel burn between 11 and 12 gph.... whereas I burn between 9.6 and
>> 10.2.... do the math, I now have over 500 hours, at a 1+ gph more
>> fuel burn, that would cost you around $2,800 in additional fuel
>> cost..... so over the life of the TBO, over $10,000!!!!!!!!
>> Don McDonald
>>
>>
------------------------------------------------------------------------
>> *
>>
>> style="color: purple; text-decoration: underline;
">http://www.matronics.com/Navigator?RV10-List
>> purple; text-decoration: underline; ">http://forums.matronics.com
>> style="color: purple; text-decoration: underline;
">http://www.matronics.com/contribution
>>
>> *
>>
>
> *
>
>
> *
Message 8
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My 9:1 with Forward Facing Cold Induction & FM300 plus 2 Mags tested at 293
Hp. Still waiting for a simple EI swap out. And waiting, and waiting...
Robin
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Rhonda Bewley
Sent: Wednesday, July 10, 2013 5:54 AM
Subject: RE: RV10-List: Re: o-540
Jesse:
With an updraft sump, you are absolutely correct. With cold air induction
and either an RSA10 or Airflow Performance FM250/FM300A, a 10:1 parallel he
ad engine will make right at 300 hp.
Rhonda Barrett-Bewley
Barrett Precision Engines
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com<http://www.barrettprecisionengines.com>
________________________________
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jes
se Saint
Sent: Wednesday, July 10, 2013 7:45 AM
Subject: Re: RV10-List: Re: o-540
I have heard others make these types of claims. There's no way 10:1 and 1 L
ightspeed is going to make 260HP into 310HP. If 7:1 to 8.5:1 takes it from
235HP to 250HP, even if the comparison is not linear, you couldn't get to 3
10HP.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com<mailto:jesse@saintaviation.com>
C: 352-427-0285
F: 815-377-3694
On Jul 9, 2013, at 1:26 AM, Albert Gardner <ibspud@roadrunner.com<mailto:ib
spud@roadrunner.com>> wrote:
Performance Engines out of La Verne, CA built my IO-540. With 10:1 compress
ion and 1 Lightspeed they rated it at 310 HP. With 799 hours on it I have p
ut 8003 gallons of 100LL in, just about exactly 10 GPH average. (I'm not go
ing to tell my wife how much 8K gallons of gas costs)
Albert Gardner
N991RV
Yuma, AZ
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com<mailto:rv10-list-
server@matronics.com>] On Behalf Of Don McDonald
Sent: Monday, July 08, 2013 8:27 PM
Subject: Re: RV10-List: Re: o-540
Every RV'er that has ever gone with less hp or smaller displacement, always
pays the price. They have to run a higher percentage of power just to keep
up, and because of that they also end up burning more fuel. Also if you're
carbeurated you have more difficulty running lean of peak, which also mean
s you burn more fuel.
A friend of mine with a new Mattituck, carbed 540 has an avg cruise fuel bu
rn between 11 and 12 gph.... whereas I burn between 9.6 and 10.2.... do the
math, I now have over 500 hours, at a 1+ gph more fuel burn, that would co
st you around $2,800 in additional fuel cost..... so over the life of the T
BO, over $10,000!!!!!!!!
Don McDonald
________________________________
style="color: purple; text-decoration: underline; ">http://www.matronics.
com/Navigator?RV10-List
purple; text-decoration: underline; ">http://forums.matronics.com
style="color: purple; text-decoration: underline; ">http://www.matronics.
com/contribution
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________
No virus found in this message.
Checked by AVG - www.avg.com<http://www.avg.com>
Message 9
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|
One firm was just pencil whipping the Horsepower output to meet Marketing
hype. A dyno run like those available at Barrett is the only basis for
quoting output. In writing, from a reputable firm such as Barrett. Opposed
piston, inducted fuel/air piston engines creating horsepower output is a
mathematical formula some firms love to manipulate. I still laugh at the
RV-10 N425HP that was advertised for sale with numerically altered output.
An extended dyno run is a great way to effectively and safely break-in a
brand new build.
John
On Wed, Jul 10, 2013 at 9:00 AM, Robin Marks <robin@painttheweb.com> wrote:
> My 9:1 with Forward Facing Cold Induction & FM300 plus 2 Mags tested at
> 293 Hp. Still waiting for a simple EI swap out. And waiting, and waiting
=85*
> ***
>
> ** **
>
> Robin****
>
> ** **
>
> *From:* owner-rv10-list-server@matronics.com [mailto:
> owner-rv10-list-server@matronics.com] *On Behalf Of *Rhonda Bewley
> *Sent:* Wednesday, July 10, 2013 5:54 AM
> *To:* rv10-list@matronics.com
> *Subject:* RE: RV10-List: Re: o-540****
>
> ** **
>
> Jesse:****
>
> ** **
>
> With an updraft sump, you are absolutely correct. With cold air inductio
n
> and either an RSA10 or Airflow Performance FM250/FM300A, a 10:1 parallel
> head engine will make right at 300 hp. ****
>
> ** **
>
> *Rhonda Barrett-Bewley*****
>
> *Barrett Precision Engines*****
>
> 2870-B N. Sheridan Rd.****
>
> Tulsa, OK 74115****
>
> (918) 835-1089 phone****
>
> (918) 835-1754 fax****
>
> www.barrettprecisionengines.com****
> ------------------------------
>
> *From:* owner-rv10-list-server@matronics.com [
> mailto:owner-rv10-list-server@matronics.com<owner-rv10-list-server@matron
ics.com>]
> *On Behalf Of *Jesse Saint
> *Sent:* Wednesday, July 10, 2013 7:45 AM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Re: o-540****
>
> ** **
>
> I have heard others make these types of claims. There's no way 10:1 and 1
> Lightspeed is going to make 260HP into 310HP. If 7:1 to 8.5:1 takes it fr
om
> 235HP to 250HP, even if the comparison is not linear, you couldn't get to
> 310HP.****
>
> ** **
>
> do not archive****
>
> ** **
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> C: 352-427-0285
> F: 815-377-3694 ****
>
> ** **
>
> On Jul 9, 2013, at 1:26 AM, Albert Gardner <ibspud@roadrunner.com> wrote:
*
> ***
>
> ** **
>
> Performance Engines out of La Verne, CA built my IO-540. With 10:1
> compression and 1 Lightspeed they rated it at 310 HP. With 799 hours on i
t
> I have put 8003 gallons of 100LL in, just about exactly 10 GPH average.
> (I=92m not going to tell my wife how much 8K gallons of gas costs)****
>
> Albert Gardner****
>
> N991RV****
>
> Yuma, AZ****
>
> ****
>
> *From:* owner-rv10-list-server@matronics.com [mailto:owner-
> rv10-list-server@matronics.com] *On Behalf Of *Don McDonald
> *Sent:* Monday, July 08, 2013 8:27 PM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Re: o-540****
>
> ****
>
> Every RV'er that has ever gone with less hp or smaller displacement,
> always pays the price. They have to run a higher percentage of power just
> to keep up, and because of that they also end up burning more fuel. Also
if
> you're carbeurated you have more difficulty running lean of peak, which
> also means you burn more fuel.
> A friend of mine with a new Mattituck, carbed 540 has an avg cruise fuel
> burn between 11 and 12 gph.... whereas I burn between 9.6 and 10.2.... do
> the math, I now have over 500 hours, at a 1+ gph more fuel burn, that wou
ld
> cost you around $2,800 in additional fuel cost..... so over the life of t
he
> TBO, over $10,000!!!!!!!!
> Don McDonald****
>
> ****
> ------------------------------
>
> * *
>
> * *
>
> *style="color: purple; text-decoration: underline; ">http://www.matroni
cs.com/Navigator?RV10-List*
>
> *purple; text-decoration: underline; ">http://forums.matronics.com*
>
> *style="color: purple; text-decoration: underline; ">http://www.matroni
cs.com/contribution*
>
> * *
>
> ** **
>
> ** **
>
> * *
>
> * *
>
> *href="http://www.matronics.com/Navigator?RV10-List">http://www.matroni
cs.com/Navigator?RV10-List*
>
> *href="http://forums.matronics.com">http://forums.matronics.com*
>
> *href="http://www.matronics.com/contribution">http://www.matronics.com/
c*
>
> * *
>
> * *
>
> ==============**** V10-List Email Forum -****
> :p> /o:p> tor?RV10-List">
> http://www.matronics.com/Navigator?RV10-List**** ========
======****bsp; - MATRONICS WEB FORUMS -
> **** :p> tp://forums.matronics.com**** ===========
===**** bsp; - List
> Contribution Web Site -**** e> bsp; -Matt Dralle, List
> Admin.**** bution">http://www.matronics.com/contribution****====
=========
> ****
>
> * *
>
> ------------------------------
>
> No virus found in this message.
> Checked by AVG - www.avg.com
> :p>**
>
> *
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>
Message 10
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... and they love to put in Lightspeed Ignitions. Or at least they loved m
ine. :)
Michael
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Robin Marks
Sent: Tuesday, July 09, 2013 12:32 PM
Subject: RE: RV10-List: Re: o-540
Hard to go wrong with Barrett unless you don't like to be pushed back in yo
ur seat when you advance the throttle. :).
Robin
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim
Farrell
Sent: Tuesday, July 09, 2013 9:42 AM
Subject: Re: RV10-List: Re: o-540
Since Performance Engines has been brought up in this thread . . . Many ha
ve had great experiences with them, but the Lancair community has had some
pretty serious safety issues come up. I personally have no facts, so I wil
l not judge, but my opinion is that it should be disclosed that past custom
ers have brought to light some issues with Continental engines. Below is a
snippet from the Lancair Yahoo group from 2010 and more info can be found
on LML (Lancair Mailing List).
"There's been a lot of talk lately on other sites regarding the overhauled
engines delivered by Performance Engines of La Vern, CA. There have been
several total failures lately and a few others have had theirs torn down fo
r
inspection only to find unserviceable or out of tolerance parts installed.
In
one case, the engine case was cracked. This is causing many owners a lot of
money and putting their lives at risk. The FAA is currently paying very clo
se
attention to PE."
On Mon, Jul 8, 2013 at 10:26 PM, Albert Gardner <ibspud@roadrunner.com<mail
to:ibspud@roadrunner.com>> wrote:
Performance Engines out of La Verne, CA built my IO-540. With 10:1 compress
ion and 1 Lightspeed they rated it at 310 HP. With 799 hours on it I have p
ut 8003 gallons of 100LL in, just about exactly 10 GPH average. (I'm not go
ing to tell my wife how much 8K gallons of gas costs)
Albert Gardner
N991RV
Yuma, AZ
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com<mailto:owner-rv10
-list-server@matronics.com>] On Behalf Of Don McDonald
Sent: Monday, July 08, 2013 8:27 PM
Subject: Re: RV10-List: Re: o-540
Every RV'er that has ever gone with less hp or smaller displacement, always
pays the price. They have to run a higher percentage of power just to keep
up, and because of that they also end up burning more fuel. Also if you're
carbeurated you have more difficulty running lean of peak, which also mean
s you burn more fuel.
A friend of mine with a new Mattituck, carbed 540 has an avg cruise fuel bu
rn between 11 and 12 gph.... whereas I burn between 9.6 and 10.2.... do the
math, I now have over 500 hours, at a 1+ gph more fuel burn, that would co
st you around $2,800 in additional fuel cost..... so over the life of the T
BO, over $10,000!!!!!!!!
Don McDonald
________________________________
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
--
Aircrafters
140 Aviation Way
Watsonville CA, 95076
KWVI
831-722-9141
www.AircraftersLLC.com<http://www.AircraftersLLC.com>
=============
V10-List Email Forum -
>
:p>
/o:p>
tor?RV10-List">http://www.matronics.com/Navigator?RV10-List
=============
bsp; - MATRONICS WEB FORUMS -
:p>
tp://forums.matronics.com
=============
bsp; - List Contribution Web Site -
e> bsp; -Matt Dralle, List Admin.
bution">http://www.matronics.com/contribution
=============
________________________________
No virus found in this message.
Checked by AVG - www.avg.com<http://www.avg.com>
r>
Message 11
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That's it....you owe me a beer!
Rhonda Barrett-Bewley
Barrett Precision Engines
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Michael
Sausen
Sent: Wednesday, July 10, 2013 1:23 PM
Subject: RE: RV10-List: Re: o-540
... and they love to put in Lightspeed Ignitions. Or at least they
loved mine. :)
Michael
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Robin Marks
Sent: Tuesday, July 09, 2013 12:32 PM
Subject: RE: RV10-List: Re: o-540
Hard to go wrong with Barrett unless you don't like to be pushed back in
your seat when you advance the throttle. :-).
Robin
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Farrell
Sent: Tuesday, July 09, 2013 9:42 AM
Subject: Re: RV10-List: Re: o-540
Since Performance Engines has been brought up in this thread . . . Many
have had great experiences with them, but the Lancair community has had
some pretty serious safety issues come up. I personally have no facts,
so I will not judge, but my opinion is that it should be disclosed that
past customers have brought to light some issues with Continental
engines. Below is a snippet from the Lancair Yahoo group from 2010 and
more info can be found on LML (Lancair Mailing List).
"There's been a lot of talk lately on other sites regarding the
overhauled
engines delivered by Performance Engines of La Vern, CA. There have been
several total failures lately and a few others have had theirs torn down
for
inspection only to find unserviceable or out of tolerance parts
installed. In
one case, the engine case was cracked. This is causing many owners a lot
of
money and putting their lives at risk. The FAA is currently paying very
close
attention to PE."
On Mon, Jul 8, 2013 at 10:26 PM, Albert Gardner <ibspud@roadrunner.com>
wrote:
Performance Engines out of La Verne, CA built my IO-540. With
10:1 compression and 1 Lightspeed they rated it at 310 HP. With 799
hours on it I have put 8003 gallons of 100LL in, just about exactly 10
GPH average. (I'm not going to tell my wife how much 8K gallons of gas
costs)
Albert Gardner
N991RV
Yuma, AZ
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Don McDonald
Sent: Monday, July 08, 2013 8:27 PM
To: rv10-list@matronics.com
Subject: Re: RV10-List: Re: o-540
Every RV'er that has ever gone with less hp or smaller displacement,
always pays the price. They have to run a higher percentage of power
just to keep up, and because of that they also end up burning more fuel.
Also if you're carbeurated you have more difficulty running lean of
peak, which also means you burn more fuel.
A friend of mine with a new Mattituck, carbed 540 has an avg cruise fuel
burn between 11 and 12 gph.... whereas I burn between 9.6 and 10.2....
do the math, I now have over 500 hours, at a 1+ gph more fuel burn, that
would cost you around $2,800 in additional fuel cost..... so over the
life of the TBO, over $10,000!!!!!!!!
Don McDonald
________________________________
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
--
Aircrafters
140 Aviation Way
Watsonville CA, 95076
KWVI
831-722-9141
www.AircraftersLLC.com
=============
V10-List Email Forum -
>
:p>
/o:p>
tor?RV10-List">http://www.matronics.com/Navigator?RV10-List
=============
bsp; - MATRONICS WEB FORUMS -
:p>
tp://forums.matronics.com
=============
bsp; - List Contribution Web Site -
e> bsp; -Matt Dralle, List Admin.
bution">http://www.matronics.com/contribution
=============
________________________________
No virus found in this message.
Checked by AVG - www.avg.com
r>
=============
V10-List Email Forum -
>
:p>
/o:p>
tor?RV10-List">http://www.matronics.com/Navigator?RV10-List
=============
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Message 12
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Similar config to Robin and dyno'd on a 100+ degree day got me to 290 I b
elieve. As for what to do with the extra HP, it's not about the top end.
I'll take any HP I can get in high DA or out of a grass strip. The go leve
r ensures I don't use it if I don't need it.
Michael
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Robin Marks
Sent: Wednesday, July 10, 2013 11:01 AM
Subject: RE: RV10-List: Re: o-540
My 9:1 with Forward Facing Cold Induction & FM300 plus 2 Mags tested at 293
Hp. Still waiting for a simple EI swap out. And waiting, and waiting...
Robin
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rho
nda Bewley
Sent: Wednesday, July 10, 2013 5:54 AM
Subject: RE: RV10-List: Re: o-540
Jesse:
With an updraft sump, you are absolutely correct. With cold air induction
and either an RSA10 or Airflow Performance FM250/FM300A, a 10:1 parallel he
ad engine will make right at 300 hp.
Rhonda Barrett-Bewley
Barrett Precision Engines
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com<http://www.barrettprecisionengines.com>
________________________________
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jes
se Saint
Sent: Wednesday, July 10, 2013 7:45 AM
Subject: Re: RV10-List: Re: o-540
I have heard others make these types of claims. There's no way 10:1 and 1 L
ightspeed is going to make 260HP into 310HP. If 7:1 to 8.5:1 takes it from
235HP to 250HP, even if the comparison is not linear, you couldn't get to 3
10HP.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com<mailto:jesse@saintaviation.com>
C: 352-427-0285
F: 815-377-3694
On Jul 9, 2013, at 1:26 AM, Albert Gardner <ibspud@roadrunner.com<mailto:ib
spud@roadrunner.com>> wrote:
Performance Engines out of La Verne, CA built my IO-540. With 10:1 compress
ion and 1 Lightspeed they rated it at 310 HP. With 799 hours on it I have p
ut 8003 gallons of 100LL in, just about exactly 10 GPH average. (I'm not go
ing to tell my wife how much 8K gallons of gas costs)
Albert Gardner
N991RV
Yuma, AZ
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com<mailto:rv10-list-
server@matronics.com>] On Behalf Of Don McDonald
Sent: Monday, July 08, 2013 8:27 PM
Subject: Re: RV10-List: Re: o-540
Every RV'er that has ever gone with less hp or smaller displacement, always
pays the price. They have to run a higher percentage of power just to keep
up, and because of that they also end up burning more fuel. Also if you're
carbeurated you have more difficulty running lean of peak, which also mean
s you burn more fuel.
A friend of mine with a new Mattituck, carbed 540 has an avg cruise fuel bu
rn between 11 and 12 gph.... whereas I burn between 9.6 and 10.2.... do the
math, I now have over 500 hours, at a 1+ gph more fuel burn, that would co
st you around $2,800 in additional fuel cost..... so over the life of the T
BO, over $10,000!!!!!!!!
Don McDonald
________________________________
style="color: purple; text-decoration: underline; ">http://www.matronics.
com/Navigator?RV10-List
purple; text-decoration: underline; ">http://forums.matronics.com
style="color: purple; text-decoration: underline; ">http://www.matronics.
com/contribution
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
=============
V10-List Email Forum -
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tor?RV10-List">http://www.matronics.com/Navigator?RV10-List
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:p>
tp://forums.matronics.com
=============
bsp; - List Contribution Web Site -
e> bsp; -Matt Dralle, List Admin.
bution">http://www.matronics.com/contribution
=============
________________________________
No virus found in this message.
Checked by AVG - www.avg.com<http://www.avg.com>
:p>
Message 13
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| Subject: | Re: 2013 RV-10 Airventure Group Camping |
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Ck1pY2hhZWwNCg0KRnJvbTogb3duZXItcnYxMC1saXN0LXNlcnZlckBtYXRyb25pY3MuY29tIFtt
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Message 14
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| Subject: | Re: Things needed for the build |
Just want to say thanks. I have a good list put together based on all your input.
It was very helpful and informative.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=404406#404406
Message 15
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| Subject: | Re: 2013 RV-10 Airventure Group Camping |
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ve+/ve+/ve+/ve+/ve+/vWvvv73vv71+77+977+977+977+977+977+977+977+977+9be+/vQ0K
Message 16
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|
| Subject: | Re: 2013 RV-10 Airventure Group Camping |
Effective use of the search function perhaps. Same plane but most
questions have been asked and answered.
On 7/10/2013 5:17 PM, Robin Marks wrote:
>
> Whats amazing (to me) is how little building Qs happen on the list
> these days. I had about a million Qs when building but apparently the
> -10 just snaps together now.
>
> Robin
>
do not archive
>
> Do Not Archive
>
>
Message 17
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|
And a keyboard! ;-0
On 7/10/2013 11:26 AM, Rhonda Bewley wrote:
>
> That's it....you owe me a beer!
>
> **Rhonda Barrett-Bewley**
>
> //Barrett Precision Engines//
>
> 2870-B N. Sheridan Rd.
>
> Tulsa, OK 74115
>
> (918) 835-1089 phone
>
> (918) 835-1754 fax
>
> www.barrettprecisionengines.com <http://www.barrettprecisionengines.com>
>
> ------------------------------------------------------------------------
>
> *From:*owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Michael
> Sausen
> *Sent:* Wednesday, July 10, 2013 1:23 PM
> *To:* rv10-list@matronics.com
> *Subject:* RE: RV10-List: Re: o-540
>
> ... and they love to put in Lightspeed Ignitions. Or at least they
> loved mine. :)
>
> Michael
>
>
Message 18
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|
| Subject: | Re: 2013 RV-10 Airventure Group Camping |
Not to mention super builders sites on the web. Mike Howe's (RIP) was
excellent up to around Section 45. Tim's of course, and many others.
On 7/10/2013 2:30 PM, Bill Watson wrote:
> Effective use of the search function perhaps. Same plane but most
> questions have been asked and answered.
>
>
> On 7/10/2013 5:17 PM, Robin Marks wrote:
>>
>> Whats amazing (to me) is how little building Qs happen on the list
>> these days. I had about a million Qs when building but apparently
>> the -10 just snaps together now.
>>
>> Robin
>>
> do not archive
>>
>> Do Not Archive
>>
>>
>
> *
>
>
> *
Message 19
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|
| Subject: | Re: Blocking heater vent outlets |
Thanks, guys... I should have specified that "temporary" meant very
temporary--until I pull the cowl next time. My thought is that since the
outlet is blocked, there's no airflow, and thus the scat tube isn't really
heating up.
I've been told *not* to block the inlet at the baffles, since it's required
to cool the shrouded portion of the exhaust.
-Rob
On Wed, Jul 10, 2013 at 7:15 AM, Rob Kermanj <flysrv10@gmail.com> wrote:
> I fly in Florida too and have routed one of the scat tubing with fresh air
> from the cool side of the cowl, in the high pressure area, into the tunnel.
> The tunnel stays fairly cool (although warm to touch in the summer) and I
> have flown in 20 deg weather without suffering from the cold. At these
> temperatures, if the wife is in the back, she sez it is a little chilly and
> sleeps with a blanket. No different flying the airlines these days. During
> decent, it gets chilly in the front too but not cold.
>
> Do Not archive.
>
>
> On Jul 10, 2013, at 9:46 AM, Linn Walters <flying-nut@cfl.rr.com> wrote:
>
> I fly in FL and my Traumahawk had the same problem .... so I pulled the
> scat tube off the muffler and placed it in the bottom cowl so I got a
> little suction on it ..... didn't want the smells in the cockpit. When
> winter rolls around .... all 4 days of it .... I just slip the scat tube
> back in place.
>
> I plan on regulating the amount of heat in the cabin of the -10 by
> blocking off some of the inlet on the baffling with metal tape ..... when I
> get flying. I think about 1/2 of the diam should be a good start.
> Linn
>
>
> On 7/10/2013 8:48 AM, Jesse Saint wrote:
>
> I agree. Otherwise all of that hot air is sitting inside the scat tube
> inside the tunnel. Another option, temporarily, would be to block off the
> fresh air inlet on the baffles that goes to the rear seat heater.
>
> do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> C: 352-427-0285
> F: 815-377-3694
>
>
> *
>
> *
>
>
> *
>
>
> *
>
>
--
Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
Message 20
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| Subject: | Re: Blocking heater vent outlets |
I believe you are right. I don't remember how I managed mine. If you need to
know, I can look and let you know.
Do not archive.
Rob Kermanj
Sent from my iPad
On Jul 10, 2013, at 6:33 PM, Rob Kochman <rv10rob@gmail.com> wrote:
> Thanks, guys... I should have specified that "temporary" meant very tempor
ary--until I pull the cowl next time. My thought is that since the outlet i
s blocked, there's no airflow, and thus the scat tube isn't really heating u
p.
>
> I've been told *not* to block the inlet at the baffles, since it's require
d to cool the shrouded portion of the exhaust.
>
> -Rob
>
>
> On Wed, Jul 10, 2013 at 7:15 AM, Rob Kermanj <flysrv10@gmail.com> wrote:
>> I fly in Florida too and have routed one of the scat tubing with fresh ai
r from the cool side of the cowl, in the high pressure area, into the tunnel
. The tunnel stays fairly cool (although warm to touch in the summer) and I
have flown in 20 deg weather without suffering from the cold. At these tem
peratures, if the wife is in the back, she sez it is a little chilly and sle
eps with a blanket. No different flying the airlines these days. During dec
ent, it gets chilly in the front too but not cold.
>>
>> Do Not archive.
>>
>>
>> On Jul 10, 2013, at 9:46 AM, Linn Walters <flying-nut@cfl.rr.com> wrote:
>>
>>> I fly in FL and my Traumahawk had the same problem .... so I pulled the s
cat tube off the muffler and placed it in the bottom cowl so I got a little s
uction on it ..... didn't want the smells in the cockpit. When winter rolls
around .... all 4 days of it .... I just slip the scat tube back in p
lace.
>>>
>>> I plan on regulating the amount of heat in the cabin of the -10 by block
ing off some of the inlet on the baffling with metal tape ..... when I get f
lying. I think about 1/2 of the diam should be a good start.
>>> Linn
>>>
>>>
>>> On 7/10/2013 8:48 AM, Jesse Saint wrote:
>>>> I agree. Otherwise all of that hot air is sitting inside the scat tube i
nside the tunnel. Another option, temporarily, would be to block off the fre
sh air inlet on the baffles that goes to the rear seat heater.
>>>>
>>>> do not archive
>>>>
>>>> Jesse Saint
>>>> Saint Aviation, Inc.
>>>> jesse@saintaviation.com
>>>> C: 352-427-0285
>>>> F: 815-377-3694
>>
>>
>>
>> 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>> ass="im">
>> 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>> 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>> 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>>
>
>
>
> --
> Rob Kochman
> RV-10 Flying since March 2011
> Woodinville, WA
> http://kochman.net/N819K
>
>
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