Author: "townsetm" <yooper@...> Time: Tue Aug 10, 2004 10:46 am PDT Link
Scott:
Thanks for mentioning Avidyne. I'll put in a little plug, since I
work there!
Avidyne makes the 10 inch PFD and MFD that are standard on all
Cirrus aircraft and optional on Lancairs, and now Piper Saratogas and
PA-28s. While our 10 inch products are mostly aimed at OEMs now,
keep your eyes open in the future and you may see a push towards the
aftermarket, too. They will cost more than Dynons or Blue Mountains,
but you have the assurance of TSO-certified hardware and software.
Our EX500 MFD is a 5-inch screen, and could be great in an RV. It
combines moving map, trip page, nearest page, along with support for
traffic sensors (including TIS), lightning sensors, TAWS (EGPWS), and
radar (if you've got it). The EX500 also has a built-in Orbcomm
satellite datalink receiver for weather information.
Two new big things for EX500 that are about to hit the street
are "JeppView" approach charts and XM satellite weather. The XM
satellite weather has a stronger signal than Orbcomm, allowing clear
reception even on "noisy" airplanes. XM delivers METARs, NEXRAD
images, and lightning strike positions. The EX500 will retain its
built-in Orbcomm transceiver so you can either get "pay-as-you-go"
weather with it, or "all you can eat" for a little more through XM,
or both!
There is also a secret new feature that will be announced soon. I
can't say much, but it will exploit the two-way datalink capabilities
of the Orbcomm transceiver . . .
Guess what my panel's going to have in it . . .
TDT
40025
--- In RV10@yahoogroups.com, "Scott Schmidt" <sschmidt@u...> wrote:
> Engines:
> I completely agree with Mr. Bilinski. The turbine RV-4 is a dog in
> flight. Takeoff is very unimpressive and from what I have heard,
fuel
> burn in around 10 - 12 gallons per hour. I did look at all the
engine
> options at Oshkosh and I am still convinced that if I had to
purchase an
> engine today, there is no option other than an IO-540. The smaller
> Lycomings or Continentals may be an option as well but I need to see
> some numbers. If you need further motivation for purchasing a
Lycoming
> go and talk to the insurance companies. If you consider putting a
> turbine in the RV-10 they said to expect double to triple the
premium of
> a standard aircraft engine. For full coverage, Falcon quoted
$2000 -
> $2400 a year on the RV-10 for a $130,000 value. Now, the Suburu
is an
> approved engine with many of insurance companies and the Innodyne
may
> become approved in the next 3-4 years. But currently all turbine
> powered aircraft have incredible premiums for insurance. Just try
and
> insure a Piper Meridian or TBM700 right now. My friend had to spend
> $40,000 in flight training just to be insurable on a Piper Meridian.
> Check the current rates on the Lancair Propjet as well. I am not
trying
> to upset anyone here because I want the turbine engine as bad as
> everyone else. They make so much sense. But Innodyne is 4 years
away
> from having a reliable and solid system for RV-10 in my opinion.
> Deltahawk just doesn't have enough engines out there for me to form
an
> opinion on. I was pretty impressed with the Eggenfellner Suburu
> conversion for the RV-7's but they just don't have an option for
the 10.
> Plus, I plan on flying my RV-10 on a lot of cross-country flights
and I
> want an engine that can be worked on everywhere. I do plan on
working
> on my own engine but if you lost a valve on a Lycoming, or lost a
valve
> on a Deltahawk, I don't know what you would do with the Deltahawk.
The
> Bombardier engine looks to me as the next engine that will take a
large
> portion of market share in the 250 - 300 HP market. They appear to
have
> the right business model and plan. They will go for type
certification
> first, they want at least 200 airports with trained mechanics on
their
> engines before launching as well. Once this is complete they will
go to
> the experimental market. They feel they are at least 3 years away
from
> offering engines to the experimental guys though. I was
disappointed
> that Predator Aviation wasn't there. They are currently working on
a
> LS1 Corvette engine conversion. The LS1 is the only automotive
engine
> designed to run at 100% power all the time. It is designed to take
the
> heat that has caused so many failures in other automotive engines.
But
> there lack of presence at Oshkosh tells me that they are 4-5 years
from
> being a real option. To me, the insurance company is going to
determine
> all of our engine options and they want at least a couple of years
of
> flight it appears before they give it a stamp of approval.
> I have been going to Oshkosh now for 9 years and every year there
is a
> new engine manufacture and rarely is their companies that stay more
than
> 2 years. All the V-8 and V-12 companies that were there three or
four
> years ago are gone now due to crashes and failures. Now the engines
> that are coming out look to be much better. Everyone appears to be
> learning the right lessons. I plan on flying one year from now and
I
> just don't see any other option than the Lycoming.
> I have been to many of Van's forums, discussions and have hung
around
> him at his booth and I bet 80-90% of the questions he gets are
about the
> use of alternate engines. I can imagine that he is very tired of
that
> question. Everyone including me wants something different to put
in the
> RV but there really just isn't an option right now. The diesel
engines
> look good because of fuel costs but where are you going to get fuel?
> JetA is a little cheaper but it isn't available at most small
airports.
> So why doesn't Van use other engines? RELIABILITY! The last thing
> Van's needs is a engine failure in a demonstration aircraft. It
would
> be highly detrimental to his company. I think that most people are
> looking at saving money by using an automotive engine, but I tell
anyone
> that asks me about it to not count on it. Price your plane out
with a
> new or rebuilt Lycoming, not some cheaper automotive engine.
> Anyway, I sure hope the turbine or some cheaper automotive engine
> eventually makes it. Lycoming needs the competition and people
need to
> be able to afford flying. What scares me more than all this engine
talk
> is an energy crisis. I work in the oil and gas industry and
Simmons and
> other analysts are predicting the worlds oil supply to be on a
decline
> in the next 15-20 years. Then who knows what gas will cost. But
you
> can't worry about all of that right now because no one really knows
for
> sure. All we can do is build and fly while we can.
>
> EFIS System Decision:
> I spent two full days at Oshkosh just talking to all the EFIS guys
and
> just thought I would give you my impression of what I learned.
Once you
> start talking to everyone and listen to their engineers' two things
> happen, you start to get very confused, and you decide that no
opinon
> can be formed until you are ready to purchase your instruments.
They
> are changing so fast and everyone is promising new features that
really
> sound great.
> First of all, I feel there is not a big enough market to sustain
all the
> companies that are currently out there. One of the companies is
going to
> drop out in one to two years and I feel it will be BlueMountain.
(let me
> explain before you get really mad to those who have already bought
> BlueMountain systems) Dynon, BlueMountain, Grand Rapids, Garmin,
and
> Chelton appear to be the current options out there. Garmin and
Chelton
> will obviously make it. They have incredible systems. I would buy
the
> Chelton system if it was $8000 cheaper and the Jeppesen upgrades
were
> less expensive. Jeppesen really sticks it to those guys. For the
> western states, Chelton gets charged $1000 / year where Garmin is
around
> $300 / year for the same stuff. That leaves Dynon, Grand Rapids and
> BlueMountain as the remaining three. I actually put Dynon in a
separate
> category because they don't offer all the functions that BM and GR
> offer. Dynon will make it though. They have sold hundreds of
systems
> and they have huge financial backing. This winter they will offer a
> much larger screen for their system and I expect them to get into
the
> moving map side of the market as well. Their engine display looks
good
> but I still feel the new Vision color system is the best option (but
> that was a different day of research and discussions).
> If I had to make a decision today it was going to be between the
Grand
> Rapids and BlueMountain. Now, I spent hours at each booth and
really
> tried to understand their systems, how they talked with a GPS,
> autopilot, Comm, ect........
> Grand Rapids I feel have really done a great job in the one year
they
> have been out on the market. Their engineers appeared to be the
most
> capable out of the two companies. So what are the big positives and
> negatives. BM has a nice big screen with terrain. GR will have
terrain
> this fall. GR has free upgrades to it's moving map whereas BM
charges
> $350/year. The autopilot functions on the BM are not as user
friendly.
> The moving map on the GR is much more user-friendly. The GR can
zoom
> the moving map where the BM cannot but they claim will have the
function
> this winter. BM has their own auto-pilot where GR works great with
the
> TruTrak. BM is a new company, GR has been in business for 21 years.
> But what really formed my opinion was talking with users. Every BM
user
> appeared to have many problems with the system while installing it
and
> still do. As for in-flight failures, both companies claim that their
> systems have never failed.
> I talked with the engineers at TruTrak as well and asked them about
> EFIS's. Obviously, BM is a competitor to them so they might be
biased
> in their statements, but they felt that GR was much easier to work
with
> and appeared to offer the best customer service. They were also
> convinced that one or more of the current EFIS companies were not
going
> to make it.
> I just don't want to make the mistake of purchasing an EFIS that
will
> not be supported in 10 years. Therefore, you can minimize the risk
by
> not spending a lot of money (Dynon, or maybe GR or BM Lite), or by
> trying to guess who will make it. And it has been my experience
that
> the companies that have the money to fail a couple of times and keep
> going will make it. Dynon and GR both appear to have the financial
> backing. From my experience at the BM booth, they are new company
with
> 8 employees and I was never able to talk to the founder of the
company.
> They seemed to be the most unstable company of them all.
>
> Well, I didn't mean to type this much, I was going to just
say, "Yae,
> that RV-4 flies like a dog." , and it turned into this.
> I would love to hear other peoples opinions on the EFIS's though.
This
> is just my opinion and it can change very easily. I know because I
> changed my mind on which one I would buy every day I was at Oshkosh.
> But when I left, I really liked the capabilities of the Grand
Rapids.
>
> Scott Schmidt
> USSynthetic Product Manager
> 1260 South 1600 West
> Orem UT 84058
> Phone: 801-235-9001
> Fax: 801-235-9141
> Cell: 801-319-3094
> sschmidt@u...
> ________________________________
>
> From: Scott Bilinski [mailto:bilinski@k...]
> Sent: Monday, August 09, 2004 9:51 AM
> To: RV10@yahoogroups.com
> Subject: Re: [RV10] Re: Innodyne (And Deltahawk)
>
> At least the DeltaHawk has Dyno documentation. What does the Innodyn
> have
> in the way of documentation, HP calculations from thrust. Which one
> would
> you put money on to be more accurate? People want a turbine so bad
they
> are
> not looking at it with a critical eye. Just watch the Innodyn RV-4
fly
> and
> you will ask why does it appear so underpowered? I have seen it fly
> about 4
> times in the past 3 years and the performance has never gotten any
> better.
> Do I want a turbine? Yes, but one that shows performance. The
Innodyn
> RV-4
> has never shown any performance from the times I have seen it fly.
Am I
> the
> only one noticing this? If so I wont make any more comments about
it and
>
> get back on my meds.
> At 12:08 AM 8/10/2004 +0930, you wrote:
> >Dave Hertner wrote:
> > > Sorry that I missed you at Oshkosh. I was there with bells on. I
> took
> > > some serious time to look over the DeltaHawk and I liked what I
saw.
> > > What I had some trouble with was the horsepower. I know that I
have
> > > been doing a lot of talking about the engine. The concept and
> > > execution of the engine is eloquent and it is poised to fill the
> need
> > > out there for an engine in the under 200hp class with a
vengeance. I
> > > wasn't totally convinced that it is the replacement for the IO-
540
> > > though.
> >
> >G'day,
> >
> >I was thinking along the same sort of lines. I personally am
waiting
> to
> >see the performance of RV-10 number 2 with the 210hp engine up
front.
> >
> >If the take-off performance of the 210hp is respectable then I will
> look
> >more seriously at the 200hp Deltahawk. I worked a few rough
figures
> and
> >reckon that the 260hp IO-540 falls to below 200hp somewhere between
> >6000-8000 feet (anyone able to narrow it down for me?). This
assumes
> >your IO-540 is actually getting 260hp at ISA MSL.
> >
> >With ambient conditions here in South Australia often (probably 6
> months
> >of the year at least) giving a density height of 1500-3000ft at sea
> >level you don't have to fly too high to have the 200hp DH producing
> more
> >power than the Lyc (theoretically). And considering I like
sitting at
> >10-12,000ft when going distances, anything turbo-normalized is
> attractive.
> >
> >And as for the Innodyn? Am waiting for some firm fuel consuption
> >figures. As I also like doing 500ft scenics up the coast a turbine
> >doesn't seem as suitable for me.
> >
> >Seeya,
> >Scott Lewis
> >40172
> >
> >P.S. I make no guarantees that I actually know what I am talking
about
> >here. Please feel free to steer me in the right direction if I am
full
> >of the proverbial!
> >Yahoo! Groups Sponsor
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> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
> [Non-text portions of this message have been removed]
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Author: "Scott Schmidt" <sschmidt@...> Time: Tue Aug 10, 2004 5:59 pm PDT Link
Sorry, but they just didn't have an EFIS for experimentals right now.
Your EX500 moving map is great though.
It is definitely an option if I choose to use a system like it or an
MX-20.
If you get your system that is in the Cirrus to $25,000 I'll buy it
today!!!
Scott Schmidt
USSynthetic Product Manager
1260 South 1600 West
Orem UT 84058
Phone: 801-235-9001
Fax: 801-235-9141
Cell: 801-319-3094
sschmidt@ussynthetic.com
________________________________
From: townsetm [mailto:yooper@alum.mit.edu]
Sent: Tuesday, August 10, 2004 9:42 AM
To: RV10@yahoogroups.com
Subject: [RV10] Re: EFIS thoughts
Scott:
Thanks for mentioning Avidyne. I'll put in a little plug, since I
work there!
Avidyne makes the 10 inch PFD and MFD that are standard on all
Cirrus aircraft and optional on Lancairs, and now Piper Saratogas and
PA-28s. While our 10 inch products are mostly aimed at OEMs now,
keep your eyes open in the future and you may see a push towards the
aftermarket, too. They will cost more than Dynons or Blue Mountains,
but you have the assurance of TSO-certified hardware and software.
Our EX500 MFD is a 5-inch screen, and could be great in an RV. It
combines moving map, trip page, nearest page, along with support for
traffic sensors (including TIS), lightning sensors, TAWS (EGPWS), and
radar (if you've got it). The EX500 also has a built-in Orbcomm
satellite datalink receiver for weather information.
Two new big things for EX500 that are about to hit the street
are "JeppView" approach charts and XM satellite weather. The XM
satellite weather has a stronger signal than Orbcomm, allowing clear
reception even on "noisy" airplanes. XM delivers METARs, NEXRAD
images, and lightning strike positions. The EX500 will retain its
built-in Orbcomm transceiver so you can either get "pay-as-you-go"
weather with it, or "all you can eat" for a little more through XM,
or both!
There is also a secret new feature that will be announced soon. I
can't say much, but it will exploit the two-way datalink capabilities
of the Orbcomm transceiver . . .
Guess what my panel's going to have in it . . .
TDT
40025
--- In RV10@yahoogroups.com, "Scott Schmidt" <sschmidt@u...> wrote:
> Engines:
> I completely agree with Mr. Bilinski. The turbine RV-4 is a dog in
> flight. Takeoff is very unimpressive and from what I have heard,
fuel
> burn in around 10 - 12 gallons per hour. I did look at all the
engine
> options at Oshkosh and I am still convinced that if I had to
purchase an
> engine today, there is no option other than an IO-540. The smaller
> Lycomings or Continentals may be an option as well but I need to see
> some numbers. If you need further motivation for purchasing a
Lycoming
> go and talk to the insurance companies. If you consider putting a
> turbine in the RV-10 they said to expect double to triple the
premium of
> a standard aircraft engine. For full coverage, Falcon quoted
$2000 -
> $2400 a year on the RV-10 for a $130,000 value. Now, the Suburu
is an
> approved engine with many of insurance companies and the Innodyne
may
> become approved in the next 3-4 years. But currently all turbine
> powered aircraft have incredible premiums for insurance. Just try
and
> insure a Piper Meridian or TBM700 right now. My friend had to spend
> $40,000 in flight training just to be insurable on a Piper Meridian.
> Check the current rates on the Lancair Propjet as well. I am not
trying
> to upset anyone here because I want the turbine engine as bad as
> everyone else. They make so much sense. But Innodyne is 4 years
away
> from having a reliable and solid system for RV-10 in my opinion.
> Deltahawk just doesn't have enough engines out there for me to form
an
> opinion on. I was pretty impressed with the Eggenfellner Suburu
> conversion for the RV-7's but they just don't have an option for
the 10.
> Plus, I plan on flying my RV-10 on a lot of cross-country flights
and I
> want an engine that can be worked on everywhere. I do plan on
working
> on my own engine but if you lost a valve on a Lycoming, or lost a
valve
> on a Deltahawk, I don't know what you would do with the Deltahawk.
The
> Bombardier engine looks to me as the next engine that will take a
large
> portion of market share in the 250 - 300 HP market. They appear to
have
> the right business model and plan. They will go for type
certification
> first, they want at least 200 airports with trained mechanics on
their
> engines before launching as well. Once this is complete they will
go to
> the experimental market. They feel they are at least 3 years away
from
> offering engines to the experimental guys though. I was
disappointed
> that Predator Aviation wasn't there. They are currently working on
a
> LS1 Corvette engine conversion. The LS1 is the only automotive
engine
> designed to run at 100% power all the time. It is designed to take
the
> heat that has caused so many failures in other automotive engines.
But
> there lack of presence at Oshkosh tells me that they are 4-5 years
from
> being a real option. To me, the insurance company is going to
determine
> all of our engine options and they want at least a couple of years
of
> flight it appears before they give it a stamp of approval.
> I have been going to Oshkosh now for 9 years and every year there
is a
> new engine manufacture and rarely is their companies that stay more
than
> 2 years. All the V-8 and V-12 companies that were there three or
four
> years ago are gone now due to crashes and failures. Now the engines
> that are coming out look to be much better. Everyone appears to be
> learning the right lessons. I plan on flying one year from now and
I
> just don't see any other option than the Lycoming.
> I have been to many of Van's forums, discussions and have hung
around
> him at his booth and I bet 80-90% of the questions he gets are
about the
> use of alternate engines. I can imagine that he is very tired of
that
> question. Everyone including me wants something different to put
in the
> RV but there really just isn't an option right now. The diesel
engines
> look good because of fuel costs but where are you going to get fuel?
> JetA is a little cheaper but it isn't available at most small
airports.
> So why doesn't Van use other engines? RELIABILITY! The last thing
> Van's needs is a engine failure in a demonstration aircraft. It
would
> be highly detrimental to his company. I think that most people are
> looking at saving money by using an automotive engine, but I tell
anyone
> that asks me about it to not count on it. Price your plane out
with a
> new or rebuilt Lycoming, not some cheaper automotive engine.
> Anyway, I sure hope the turbine or some cheaper automotive engine
> eventually makes it. Lycoming needs the competition and people
need to
> be able to afford flying. What scares me more than all this engine
talk
> is an energy crisis. I work in the oil and gas industry and
Simmons and
> other analysts are predicting the worlds oil supply to be on a
decline
> in the next 15-20 years. Then who knows what gas will cost. But
you
> can't worry about all of that right now because no one really knows
for
> sure. All we can do is build and fly while we can.
>
> EFIS System Decision:
> I spent two full days at Oshkosh just talking to all the EFIS guys
and
> just thought I would give you my impression of what I learned.
Once you
> start talking to everyone and listen to their engineers' two things
> happen, you start to get very confused, and you decide that no
opinon
> can be formed until you are ready to purchase your instruments.
They
> are changing so fast and everyone is promising new features that
really
> sound great.
> First of all, I feel there is not a big enough market to sustain
all the
> companies that are currently out there. One of the companies is
going to
> drop out in one to two years and I feel it will be BlueMountain.
(let me
> explain before you get really mad to those who have already bought
> BlueMountain systems) Dynon, BlueMountain, Grand Rapids, Garmin,
and
> Chelton appear to be the current options out there. Garmin and
Chelton
> will obviously make it. They have incredible systems. I would buy
the
> Chelton system if it was $8000 cheaper and the Jeppesen upgrades
were
> less expensive. Jeppesen really sticks it to those guys. For the
> western states, Chelton gets charged $1000 / year where Garmin is
around
> $300 / year for the same stuff. That leaves Dynon, Grand Rapids and
> BlueMountain as the remaining three. I actually put Dynon in a
separate
> category because they don't offer all the functions that BM and GR
> offer. Dynon will make it though. They have sold hundreds of
systems
> and they have huge financial backing. This winter they will offer a
> much larger screen for their system and I expect them to get into
the
> moving map side of the market as well. Their engine display looks
good
> but I still feel the new Vision color system is the best option (but
> that was a different day of research and discussions).
> If I had to make a decision today it was going to be between the
Grand
> Rapids and BlueMountain. Now, I spent hours at each booth and
really
> tried to understand their systems, how they talked with a GPS,
> autopilot, Comm, ect........
> Grand Rapids I feel have really done a great job in the one year
they
> have been out on the market. Their engineers appeared to be the
most
> capable out of the two companies. So what are the big positives and
> negatives. BM has a nice big screen with terrain. GR will have
terrain
> this fall. GR has free upgrades to it's moving map whereas BM
charges
> $350/year. The autopilot functions on the BM are not as user
friendly.
> The moving map on the GR is much more user-friendly. The GR can
zoom
> the moving map where the BM cannot but they claim will have the
function
> this winter. BM has their own auto-pilot where GR works great with
the
> TruTrak. BM is a new company, GR has been in business for 21 years.
> But what really formed my opinion was talking with users. Every BM
user
> appeared to have many problems with the system while installing it
and
> still do. As for in-flight failures, both companies claim that their
> systems have never failed.
> I talked with the engineers at TruTrak as well and asked them about
> EFIS's. Obviously, BM is a competitor to them so they might be
biased
> in their statements, but they felt that GR was much easier to work
with
> and appeared to offer the best customer service. They were also
> convinced that one or more of the current EFIS companies were not
going
> to make it.
> I just don't want to make the mistake of purchasing an EFIS that
will
> not be supported in 10 years. Therefore, you can minimize the risk
by
> not spending a lot of money (Dynon, or maybe GR or BM Lite), or by
> trying to guess who will make it. And it has been my experience
that
> the companies that have the money to fail a couple of times and keep
> going will make it. Dynon and GR both appear to have the financial
> backing. From my experience at the BM booth, they are new company
with
> 8 employees and I was never able to talk to the founder of the
company.
> They seemed to be the most unstable company of them all.
>
> Well, I didn't mean to type this much, I was going to just
say, "Yae,
> that RV-4 flies like a dog." , and it turned into this.
> I would love to hear other peoples opinions on the EFIS's though.
This
> is just my opinion and it can change very easily. I know because I
> changed my mind on which one I would buy every day I was at Oshkosh.
> But when I left, I really liked the capabilities of the Grand
Rapids.
>
> Scott Schmidt
> USSynthetic Product Manager
> 1260 South 1600 West
> Orem UT 84058
> Phone: 801-235-9001
> Fax: 801-235-9141
> Cell: 801-319-3094
> sschmidt@u...
> ________________________________
>
> From: Scott Bilinski [mailto:bilinski@k...]
> Sent: Monday, August 09, 2004 9:51 AM
> To: RV10@yahoogroups.com
> Subject: Re: [RV10] Re: Innodyne (And Deltahawk)
>
> At least the DeltaHawk has Dyno documentation. What does the Innodyn
> have
> in the way of documentation, HP calculations from thrust. Which one
> would
> you put money on to be more accurate? People want a turbine so bad
they
> are
> not looking at it with a critical eye. Just watch the Innodyn RV-4
fly
> and
> you will ask why does it appear so underpowered? I have seen it fly
> about 4
> times in the past 3 years and the performance has never gotten any
> better.
> Do I want a turbine? Yes, but one that shows performance. The
Innodyn
> RV-4
> has never shown any performance from the times I have seen it fly.
Am I
> the
> only one noticing this? If so I wont make any more comments about
it and
>
> get back on my meds.
> At 12:08 AM 8/10/2004 +0930, you wrote:
> >Dave Hertner wrote:
> > > Sorry that I missed you at Oshkosh. I was there with bells on. I
> took
> > > some serious time to look over the DeltaHawk and I liked what I
saw.
> > > What I had some trouble with was the horsepower. I know that I
have
> > > been doing a lot of talking about the engine. The concept and
> > > execution of the engine is eloquent and it is poised to fill the
> need
> > > out there for an engine in the under 200hp class with a
vengeance. I
> > > wasn't totally convinced that it is the replacement for the IO-
540
> > > though.
> >
> >G'day,
> >
> >I was thinking along the same sort of lines. I personally am
waiting
> to
> >see the performance of RV-10 number 2 with the 210hp engine up
front.
> >
> >If the take-off performance of the 210hp is respectable then I will
> look
> >more seriously at the 200hp Deltahawk. I worked a few rough
figures
> and
> >reckon that the 260hp IO-540 falls to below 200hp somewhere between
> >6000-8000 feet (anyone able to narrow it down for me?). This
assumes
> >your IO-540 is actually getting 260hp at ISA MSL.
> >
> >With ambient conditions here in South Australia often (probably 6
> months
> >of the year at least) giving a density height of 1500-3000ft at sea
> >level you don't have to fly too high to have the 200hp DH producing
> more
> >power than the Lyc (theoretically). And considering I like
sitting at
> >10-12,000ft when going distances, anything turbo-normalized is
> attractive.
> >
> >And as for the Innodyn? Am waiting for some firm fuel consuption
> >figures. As I also like doing 500ft scenics up the coast a turbine
> >doesn't seem as suitable for me.
> >
> >Seeya,
> >Scott Lewis
> >40172
> >
> >P.S. I make no guarantees that I actually know what I am talking
about
> >here. Please feel free to steer me in the right direction if I am
full
> >of the proverbial!
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> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
> [Non-text portions of this message have been removed]
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