Today's Message Index:
----------------------
1. 06:34 AM - Re: Fw: plenum (Nuisance)
2. 07:36 AM - SL-30 Intercom (Speedy11@aol.com)
3. 08:15 AM - Re: SL-30 Intercom (scott bilinski)
4. 09:10 AM - Re: SL-30 Intercom (Tim Coldenhoff)
5. 06:12 PM - Re: Re: Fw: plenum (Walter Tondu)
6. 08:54 PM - Six New Email Lists / Forums At Matronics! (Matt Dralle)
Message 1
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--> RV8-List message posted by: "Nuisance" <aflyer@lazy8.net>
[quote="walter(at)tondu.com"]On 01/28 2:34, Nuisance wrote:
> I don't know what the LASAR system was doing, they consider that
> information to be proprietary.
They must have told avweb, and I've also gotten this information
directly from them over the phone. Here's a quote from avweb.
"With settings available from zero to 42 degrees before Top Dead Center,
however, the LASAR matches the spark advance to make possible the most
"fire in the hole" from the smallest possible amount of fuel."
Hi Walter
I did read that article back in '01, and that, together with a strong recommendation
from Ken Tunnel at Lycon, is why I ordered my engine with the LASAR system.
The information I tried to get from Harry Fenton when he was still working for
Unison was basically a timing map. That is, at what MAP and RPM does the advance
start, and what is it at a normal cruise setting, and what is it at a high
altitude cruise, etc. This information has always been withheld. We are given
the range 0-42 degrees...I think Lightspeed says 0-40. But, it is the essence
of this dicussion to consider when, and how much, advance is provided at various
settings. This is what I am referring to when I say that the LASAR advance
curve is too aggressive...too much advance comes in too early as MAP is reduced,
and that is what causes the CHTs to run higher than they should.
I firmly believe that with LASAR, by the time you provide enough extra cooling
air to keep your engine at normal, sub 400 degree CHTs, you have caused enough
extra drag to negate the benefit of any extra power you may be getting from the
timing advance. You are also putting more strain on the rod and main bearings
(see the discussion of thetaPP on the GAMI website, and John Deacon's articles
on AVWEB).
I have read (somewhere, maybe on one of these email lists) that the E-mag people
are using a more conservative timing advance curve, and I would leap to the
conclusion that they are aware of these problems.
LASAR, as a certified system, is stuck with what they have. The company won't put
more R&D into the system due to the poor market acceptance on the existing
system...they won't even develop a system for Continentals. They did their testing
on C-172s and various Pipers that provide huge masses of air for cooling
(and go slow). They pushed the timing curve in the attempt to provide more attractive
performance results, and didn't realize what would happen to the tighter
cowled engines in the experimental world.
Best of luck to ya!
John
disclaimer...these are all just my stupid opinions.
--------
Life is too short to run lean of peak.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=7788#7788
Message 2
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--> RV8-List message posted by: Speedy11@aol.com
Listers,
Is anyone with the Garmin SL-30 nav-comm using the built-in intercom?
If so, is it acceptable? Or do you recommend buying a separate intercom?
Is squelch a problem? Do you have control over squelch? Is there a means to
input music? Is there a muting function?
All advice appreciated.
Stan Sutterfield
www.rv-8a.net
Message 3
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| Subject: | Re: SL-30 Intercom |
--> RV8-List message posted by: scott bilinski <rv8a2001@yahoo.com>
If I remember correctly if you use the built in intercom then the freq monitor
function wont work.
Speedy11@aol.com wrote: --> RV8-List message posted by: Speedy11@aol.com
Listers,
Is anyone with the Garmin SL-30 nav-comm using the built-in intercom?
If so, is it acceptable? Or do you recommend buying a separate intercom?
Is squelch a problem? Do you have control over squelch? Is there a means to
input music? Is there a muting function?
All advice appreciated.
Stan Sutterfield
www.rv-8a.net
Scott Bilinski
RV-8a
cell 858-395-5094
---------------------------------
Message 4
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| Subject: | Re: SL-30 Intercom |
--> RV8-List message posted by: Tim Coldenhoff <rvlist@rv9a.deru.com>
> --> RV8-List message posted by: scott bilinski
> If I remember correctly if you use the built in intercom then the
> freq monitor function wont work.
>
> Speedy11@aol.com wrote:
> Listers, Is anyone with the Garmin SL-30 nav-comm using the built-in
> intercom? If so, is it acceptable? Or do you recommend buying a
> separate intercom? Is squelch a problem? Do you have control over
> squelch? Is there a means to input music? Is there a muting function?
I have the SL-30 as my only Nav/Comm and I use the built in intercom.
For me, it is perfectly acceptable.
The ability to monitor two frequencies at once is not affected by use of
the internal intercom - I use this feature quite a lot.
Squelch is controllable by going through the system menus. Cumbersome
to do in flight, however I have never had to go back and change it after
finding a good setting.
There is no means for Aux inputs, and therefore no muting function.
The radio and intercom volume are the same control, so the pax will be
just as loud as the radio. No big deal unless you need to talk while
there is a lot of radio traffic, in which case you can just flip-flop to
a clear freq momentarily.
I had built an RST-565 audio panel to allow me to have a handheld as a
backup COMM, as well as have an input for music. Unfortunately, I found
the panel to have unacceptable performance and removed it. I have since
purchased a handheld with a headset adaptor, and my Lightspeed headset
has an aux input for music/cellphone, so I don't miss the audio panel.
--
Tim Coldenhoff
N194TC - 2.5L Egg Subaru powered RV9a
http://rv9a.deru.com
Message 5
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--> RV8-List message posted by: Walter Tondu <walter@tondu.com>
On 01/29 6:32, Nuisance wrote:
> I did read that article back in '01, and that, together with a strong recommendation
from Ken Tunnel at Lycon, is why I ordered my engine with the LASAR system.
>
> The information I tried to get from Harry Fenton when he was still working for
Unison was basically a timing map. That is, at what MAP and RPM does the advance
start, and what is it at a normal cruise setting, and what is it at a high
altitude cruise, etc. This information has always been withheld. We are given
the range 0-42 degrees...I think Lightspeed says 0-40. But, it is the essence
of this dicussion to consider when, and how much, advance is provided at various
settings. This is what I am referring to when I say that the LASAR advance
curve is too aggressive...too much advance comes in too early as MAP is reduced,
and that is what causes the CHTs to run higher than they should.
>
> I firmly believe that with LASAR, by the time you provide enough extra cooling
air to keep your engine at normal, sub 400 degree CHTs, you have caused enough
extra drag to negate the benefit of any extra power you may be getting from
the timing advance. You are also putting more strain on the rod and main bearings
(see the discussion of thetaPP on the GAMI website, and John Deacon's articles
on AVWEB).
>
> I have read (somewhere, maybe on one of these email lists) that the E-mag people
are using a more conservative timing advance curve, and I would leap to the
conclusion that they are aware of these problems.
>
> LASAR, as a certified system, is stuck with what they have. The company won't
put more R&D into the system due to the poor market acceptance on the existing
system...they won't even develop a system for Continentals. They did their
testing on C-172s and various Pipers that provide huge masses of air for cooling
(and go slow). They pushed the timing curve in the attempt to provide more
attractive performance results, and didn't realize what would happen to the tighter
cowled engines in the experimental world.
I agree on every point. Well said.
--
Walter Tondu
http://www.rv7-a.com
Flying!
Message 6
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| Subject: | Six New Email Lists / Forums At Matronics! |
--> RV8-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
Its my pleasure to announce the addition of six new Email List / Forums to the
aviation line up at Matronics! These new lists support all the usual features
you've come to know and love from the Matronics Email List including full integration
with the All New Web BBS Forums Site!! The new Lists include:
LycomingEngines-List Textron/Lycoming Engines
RotaxEngines-List Rotax Engine for Aircraft
M14PEngines-List Vendenyev M14P Radial Engine
MurphyMoose-List Murphy Moose Aircraft
Allegro-List Allegro 2000, a Czech-built, Rotax-powered Aircraft
Falco-List Sequoia Aircraft's Falco Experimental
To sign up for any or all of the new Lists, surf over to the Matronics Email List
Subscription Form and follow the instructions:
http://www.matronics.com/subscribe
Don't forget to check out the All New Web BBS Forum now available along with all
of the usual message and archive viewing tools at the Matronics Email Lists
site. Surf over to the following URL for information on the BBS Forum:
http://forums.matronics.com
Enjoy the new Lists!
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
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