Return-Path: <13brv3@bellsouth.net> Received: from imf24aec.mail.bellsouth.net ([205.152.59.72] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 2750990 for flyrotary@lancaironline.net; Wed, 19 Nov 2003 00:32:43 -0500 Received: from rad ([68.212.10.137]) by imf24aec.mail.bellsouth.net (InterMail vM.5.01.06.05 201-253-122-130-105-20030824) with ESMTP id <20031119053242.HGJG3345.imf24aec.mail.bellsouth.net@rad> for ; Wed, 19 Nov 2003 00:32:42 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: gauges Date: Tue, 18 Nov 2003 23:35:33 -0600 Message-ID: <027f01c3ae5e$f3947ee0$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0280_01C3AE2C.A8FA0EE0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0280_01C3AE2C.A8FA0EE0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I'm not sure I follow this. What information do you get from a boost = gauge that you dont get from a MAP gauge? Arent they both telling you manifold pressure in different units?=20 =20 Not exactly. As Marvin mentioned, the boost gauge is a differential = device. If you were flying at 10,000 ft, and shut off your engine (pretend = you're Ed ), the boost gauge would read 0, and the MAP would read about 20". = As you glide in for your free hamburgers, the boost gauge will continue to = read 0, and the MAP will increase toward 30". The boost gauge will show you = the difference between the manifold pressure, and the outside pressure, = which is 0 since the engine is not running. One of the main criteria for sizing turbos is the pressure ratio between inlet and outlet, so being able to = read this directly from a gauge is useful to me. I think Marvin and I will = have to agree to disagree on this. =20 =20 I've got too much invested in analog gauges, and I prefer an analog = readout anyway.=20 =20 I certainly prefer analog flight instruments, but a digital monitor is = the only way to go for engine instruments. If you have to be responsible = for reading the gauges full time, then analog is easier to interpret at a glance. However, the primary benefit of a digital engine monitor is = that it frees you from having to scan the engine instruments full time, because = it's tirelessly monitoring the parameters for you. It doesn't get = distracted, and it works much faster than you do. IMHO, computers should be allowed = to do tasks such as this. =20 =20 > PS- John, I won't be coming to Delray this week after all. =20 I'm sure you're really upset about that. =20 =20 You have no idea :-) Actually, the upgrade got delayed, so I might = still end up there in a few weeks. =20 =20 Rusty =20 =20 =20 ------=_NextPart_000_0280_01C3AE2C.A8FA0EE0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
I'm not sure I follow = this. What=20 information do you get from a boost gauge that you dont get from a MAP = gauge?=20 Arent they both telling you manifold pressure in different units? 
 
Not exactly.  As Marvin mentioned, the boost gauge = is a=20 differential device.  If you were flying at 10,000 ft, and = shut off=20 your engine (pretend you're Ed <G>), the boost gauge would=20 read 0, and the MAP would read about 20".  As you glide = in for=20 your free hamburgers, the boost gauge will continue to read 0, and the = MAP will=20 increase toward 30".  The boost gauge will show you=20 the difference between the manifold pressure, and the outside=20 pressure, which is 0 since the engine is not running.  One of = the main=20 criteria for sizing turbos is the pressure ratio between inlet and=20 outlet, so being able to read this directly from a gauge is useful = to=20 me.   I think Marvin and I will have to agree to disagree = on=20 this.      
 
I've got too much = invested in=20 analog gauges, and I prefer an analog readout anyway. 
 
I certainly prefer analog flight instruments, but a = digital=20 monitor is the only way to go for engine instruments.  If you have = to be=20 responsible for reading the gauges full time, then analog is easier to = interpret=20 at a glance.  However, the primary benefit of a digital engine = monitor is=20 that it frees you from having to scan the engine instruments full time, = because=20 it's tirelessly monitoring the parameters for you.  It doesn't get=20 distracted, and it works much faster than you do.  IMHO, = computers=20 should be allowed to do tasks such as this.    =20
&nbs= p;
 > PS- John, I=20 won't be coming to Delray this week after = all.    
I'm=20 sure you're really upset about that.  
&nbs= p;
You have no = idea=20 :-)   Actually, the upgrade got delayed, so I might still = end up=20 there in a few=20 weeks.  
=
&nbs= p;
Rusty=20  
&nbs= p;
 
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