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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?
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 <G>), 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.
I've got too much invested in
analog gauges, and I prefer an analog readout anyway.
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.
> PS- John, I
won't be coming to Delray this week after all.
I'm
sure you're really upset about that.
You have no idea
:-) Actually, the upgrade got delayed, so I might still end up
there in a few
weeks.
Rusty
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