X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 29 Dec 2005 10:12:30 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m20.mx.aol.com ([64.12.137.1] verified) by logan.com (CommuniGate Pro SMTP 5.0.5) with ESMTP id 904777 for lml@lancaironline.net; Thu, 29 Dec 2005 00:57:41 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.1; envelope-from=PTACKABURY@aol.com Received: from PTACKABURY@aol.com by imo-m20.mx.aol.com (mail_out_v38_r6.3.) id q.e1.22c407c9 (14374) for ; Thu, 29 Dec 2005 00:56:50 -0500 (EST) From: PTACKABURY@aol.com X-Original-Message-ID: X-Original-Date: Thu, 29 Dec 2005 00:56:49 EST Subject: Re: [LML] Re: Where has all the power gone? X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1135835809" X-Mailer: 9.0 SE for Windows sub 5022 X-Spam-Flag: NO -------------------------------1135835809 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Skip: Klaus doesn't share proprietary data and therefore George/Walter et al won't evaluate or comment on his LSE system?? Well, they could buy a system or two and put it/them on their lab mule. They could put one on an Ada plane and record the timing readouts as they do some airborne testing. Or they could just be quiet rather than suggest variable timing is a boogie man the will hole your piston mucho pronto (I guess that was Brent, the other EI-phobe). I am quite sure that when/if their PRISM thingie hits the market they will be a bit close hold regards its design fundamentals. Will Klaus be given a pass if he comments negatively on their system or faults their willingness to share design data? Look I have a problem with engineering snobs, especially engineering snobs with no engineering degrees. George/Walter et al are doing a superb job of marketing and have educated a significant part of the GA community, a community that hungers for ideas and answers. But they are recycling past truths, truths developed in the Wright labs of the 40s and 50s. It is a good service and they are to be commended, but don't grant them God status--you could learn the same principals of piston engine operation by reading TWA handbooks for the Connie or even Piper handbooks for the Malibu. And Brent: Yep Continental and Lycoming make great leaf blowers--you gotta be kidding me. Lightning: splice your 1200 Bendix mag in the cable from your lightning rod to the ground and see what happens to the points and plastic after the next thunderstorm system moves through. But more importantly, do the same with your LIVP wing--I was on the B-2s design team and I assure you their wing required much more than carbon fiber like ours to enable lightning survival (not just protection). regards D-Subs--each to his own. I'm with Bob N on this as well as fastons. It is hard to imagine how you could fail a faston, but I will take your word for it. And the "gear" is much more than an impulse coupling issue thank you. Gears can and do fail--pieces of gears are metal that eat bearings. I have four fewer internal gears on my engine. Last three: reading timing settings in flight is a good thing--better than hoping the mags didn't adjust themselves because the A&P didn't torque properly. And varying a few degrees here and there to see what is really happening and how it effects what has not been a problem--but you know maybe I should not lean during cruise because I may forget to enrich when I descend--but you know maybe I should not decrease prop rpm during cruise because if I forget to push the knob fwd when I go around... Maybe apes should not fly airplanes. Lastly alts generate electrons, batteries store them. All three provide power--half again the number of sources of ignition, three times the number of engines. If the battery power lasts longer than the fuel's supply it is a better source of energy than the alt. And the last lastly: Despite the rhetorical similarities, engines are not a religion. They are mechanical dynamic systems that must respond to reason. Clear, unbiased analytical thinking will bring you to the truth and sometimes that truth runs contrary to faith. Experimenting is advocated and encouraged but, for the love of low insurance premiums, use your brain. There I was working to get an engineering degree, flying fighters, fighting combat, completing the USAF Test Pilot School at Edwards AFB, teaching at the school, commanding a few test forces for today's fighters, leading the R&D for the B-2 Division, etc and all the time I was drinking cool aid forgetting to use my brain. I guess my 40 plus years as a pilot of hundreds of military and civilian airplanes has been a bit like a religion. Well, Brent I will certainly be careful because your insurance premiums are a major concern. Is it OK to say arrogant ass on this list? thats it for me; back to sanding paul -------------------------------1135835809 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Skip:  Klaus doesn't share proprietary data and therefore=20 George/Walter et al won't evaluate or comment on his LSE system?? = =20 Well, they could buy a system or two and put it/them on their lab mule. = ;=20 They could put one on an Ada plane and record the timing readouts as they do= =20 some airborne testing.  Or they could just be quiet rather than suggest= =20 variable timing is a boogie man the will hole your piston mucho pronto (I gu= ess=20 that was Brent, the other EI-phobe).  I am quite sure that when/if thei= r=20 PRISM thingie hits the market they will be a bit close hold regards its desi= gn=20 fundamentals.  Will Klaus be given a pass if he comments negativel= y on=20 their system or faults their willingness to share design data?
 
Look I have a problem with engineering snobs, especially engineering sn= obs=20 with no engineering degrees.  George/Walter et al are doing a superb jo= b of=20 marketing and have educated a significant part of the GA community, a commun= ity=20 that hungers for ideas and answers.  But they are recycling past truths= ,=20 truths developed in the Wright labs of the 40s and 50s.  It is a good=20 service and they are to be commended, but don't grant them God status--you c= ould=20 learn the same principals of piston engine operation by reading TWA handbook= s=20 for the Connie or even Piper handbooks for the Malibu.
 
And Brent:  Yep Continental and Lycoming make great leaf blowers--= you=20 gotta be kidding me.  Lightning:  splice your 1200 Bendix mag in t= he=20 cable from your lightning rod to the ground and see what happens to the poin= ts=20 and plastic after the next thunderstorm system moves through.  But more= =20 importantly, do the same with your LIVP wing--I was on the B-2s design team=20= and=20 I assure you their wing required much more than carbon fiber like ours=20= to=20 enable lightning survival (not just protection).  regards D-Subs--each=20= to=20 his own.  I'm with Bob N on this as well as fastons.  It is hard t= o=20 imagine how you could fail a faston, but I will take your word for it. = And=20 the "gear" is much more than an impulse coupling issue thank you.  Gear= s=20 can and do fail--pieces of gears are metal that eat bearings.  I h= ave=20 four fewer internal gears on my engine.  Last three:  reading= =20 timing settings in flight is a good thing--better than hoping the mags didn'= t=20 adjust themselves because the A&P didn't torque properly. = ;=20 And varying a few degrees here and there to see what is really happening&nbs= p;=20 and how it effects what has not been a problem--but you know maybe I should=20= not=20 lean during cruise because I may forget to enrich when I descend--but y= ou=20 know maybe I should not decrease prop rpm during cruise because if I forget=20= to=20 push the knob fwd when I go around...  Maybe apes should not fly=20 airplanes.  Lastly alts generate electrons, batteries store them. = All=20 three provide power--half again the number of sources of ignition, three tim= es=20 the number of engines.  If the battery power lasts longer than the=20 fuel's supply it is a better source of energy than the alt.  And t= he=20 last lastly:
 
Despite the rhetorical similarities, engines are not a=20 religion. They are mechanical dynamic systems that must respond to reason.=20 Clear, unbiased analytical thinking will bring you to the truth and sometime= s=20 that truth runs contrary to faith. Experimenting is advocated and encouraged= =20 but, for the love of low insurance premiums, use your brain.
There I was working to get an engineering degree, flying fighters, figh= ting=20 combat, completing the USAF Test Pilot School at Edwards AFB, teaching at th= e=20 school, commanding a few test forces for today's fighters, leading the R&= ;D=20 for the B-2 Division, etc and all the time I was drinking cool aid forgettin= g to=20 use my brain.  I guess my 40 plus years as a pilot of hundreds of milit= ary=20 and civilian airplanes has been a bit like a religion.  Well, Brent I w= ill=20 certainly be careful because your insurance premiums are a major concern.&nb= sp;=20 Is it OK to say arrogant ass on this list?
 
thats it for me; back to sanding
paul
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