X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.122] verified) by logan.com (CommuniGate Pro SMTP 5.3.1) with ESMTP id 4084843 for flyrotary@lancaironline.net; Sat, 16 Jan 2010 08:34:34 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.122; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.0 c=1 a=ayC55rCoAAAA:8 a=arxwEM4EAAAA:8 a=QdXCYpuVAAAA:8 a=7g1VtSJxAAAA:8 a=ekHE3smAAAAA:20 a=UretUmmEAAAA:8 a=Ia-xEzejAAAA:8 a=nUuTZ29dAAAA:8 a=scUkmjj97C6NuPIcdcQA:9 a=tb4gKW8D4CYOH9pzGl8A:7 a=3whHWzHNQBjDjwJS0l2Kg5OV6JwA:4 a=1vhyWl4Y8LcA:10 a=EzXvWhQp4_cA:10 a=SSmOFEACAAAA:8 a=Soe3EyAkUIeqObQdot0A:9 a=nmF6_eO8YG8DiRPEbngA:7 a=H081_tQu7uaaSMPVTN3bH6e79hcA:4 X-Cloudmark-Score: 0 X-Originating-IP: 75.191.186.236 Received: from [75.191.186.236] ([75.191.186.236:1313] helo=computername) by cdptpa-oedge01.mail.rr.com (envelope-from ) (ecelerity 2.2.2.39 r()) with ESMTP id 8E/DE-19578-540C15B4; Sat, 16 Jan 2010 13:33:58 +0000 From: "Ed Anderson" Message-ID: <8E.DE.19578.540C15B4@cdptpa-omtalb.mail.rr.com> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] mechanical vs electrical Date: Sat, 16 Jan 2010 08:34:12 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0048_01CA9686.AE916A30" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Thread-Index: AcqWX+5yurJyatilRmWscz1AYUsbIAAUBhvw In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0048_01CA9686.AE916A30 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Kevin, I use all electrical gauges except for manifold pressure gauge. = My primary reason was I wanted no lines with hot oil or coolant, = gasoline, etc in my cockpit to provide a potential source for a leak. = No question if done properly changes for a leak with mechanical gauges = are minimal but they are zero if no such lines in cockpit. =20 Besides if you loose electrical power, you probably have more things to = do than watching your oil pressure or coolant temp =E2=80=93 believe me = {:>). =20 But, that said, if you want to use mechanical gauges, they have been = around and used for ages =E2=80=93 go for it. =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com = http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ = http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm = =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of kevin lane Sent: Friday, January 15, 2010 10:56 PM To: Rotary motors in aircraft Subject: [FlyRotary] mechanical vs electrical =20 I suppose this argument simply goes in circles, but a mechanical gauge = works when there is no electrical source. that seems like a big factor = to me. I still remember my Jeff rose electronic ignition [on my O-320] = dying while flying over crater lake, OR and that 1920's-era magneto = never knew what was happening. I have a mechanical oil pressure[nylon = line] & temp gauge that have 1000+ hrs on them and no problems. same = with my van's fuel gauges [original, electrical non-capacitance resistor = style]. but, while I argue of the benefits of independent, = non-electrical gauges, I admit that this rotary engine will have an = electric fuel pump, so, when the juice quits, I guess it doesn't matter = if you don't know why. what about an electric airspeed indicator? all = those messy tubes and ports and such! =E2=98=BA kevin [will readily = admit I may simply be dumb and happy] __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_000_0048_01CA9686.AE916A30 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable =EF=BB=BF

Kevin, I use all electrical gauges = except for manifold pressure gauge.=C2=A0 My primary reason was I wanted no = lines with hot oil or coolant, gasoline, etc in my cockpit to provide a potential = source for a leak.=C2=A0 No question if done properly changes for a leak with = mechanical gauges are minimal but they are zero if no such lines in = cockpit.

 

Besides if you loose electrical = power, you probably have more things to do than watching your oil pressure or = coolant temp =E2=80=93 believe me {:>).

 

But, that said, if you want to use mechanical gauges, they have been around and used for ages =E2=80=93 go = for it.

 

Ed

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of kevin lane
Sent: Friday, January 15, = 2010 10:56 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] = mechanical vs electrical

 

I suppose this argument simply goes = in circles, but a mechanical gauge works when there is no electrical = source.  that seems like a big factor to me.  I still remember my Jeff rose electronic ignition [on my O-320] dying while flying over crater lake, OR and that 1920's-era magneto never knew what was happening.  = I have a mechanical oil pressure[nylon line] & temp gauge that = have 1000+ hrs on them and no problems.  same with my van's fuel gauges [original, electrical non-capacitance resistor style].  but, while = I argue of the benefits of independent, non-electrical gauges, I admit that this = rotary engine will have an electric fuel pump, so, when the juice quits, I = guess it doesn't matter if you don't know why.  what about an electric = airspeed indicator?  all those messy tubes and ports and such! = =E2=98=BA   kevin [will readily admit I may simply be dumb and = happy]



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