Sender: <marvkaye@lancaironline.net> (Marvin Kaye)
To: lml
Date: Sun, 21 Apr 2002 11:32:24 -0400
Message-ID: <redirect-1172215@logan.com>
From: Brent Regan <Brent@regandesigns.com>
User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.0; en-US; rv:0.9.4) Gecko/20011019 Netscape6/6.2
MIME-Version: 1.0
Subject: Re: pressurization IV-P
Content-Type: text/plain; charset=us-ascii; format=flowed
Content-Transfer-Encoding: 7bit

George writes:

<<One trick, you can fill the cabin with big blocks of Styrofoam>>

Yep, that is what the factory did when they cycle tested the design. I 
considered doing the same but in reality you would need more styrofoam 
than in a Star Trek rock slide and you would have to remove and 
reinstall it after each attempt to find and plug leaks. Most leaks 
happen around the gearbox so you will be moving a lot of foam. Better 
and cheaper to rent a big compressor and duck and cover.

<<I'm curious as to how you run your engine.>>

T.O. : Full power 36-38" 2700 RPM 38-40 GPM (full rich)
Race: Full power lean to 1400 TIT OR 400 CHT whichever happens first 
(OAT and altitude dependent)
Climb: MAP 32", 2500 RPM, 30-32 GPM 1350-1400 TIT (OAT and altitude 
dependent)
Cruse: 75% power, 28", 2500 RPM, 21.5 GPM, 1500 TIT, 385 CHT, 196 Oil Temp

I rarely use less than 75%. I never let the oil temp get over 210. I 
never let the TIT exceed 1500. Ignition uses Bendix 1200 mags set at 20 
BTDC (25 will detonate at race power settings). Total time is 717 and 
compression is still in the mid 70's. I can hold 34" map at FL250. The 
induction and exhaust systems are typical for a 540K with the exception 
that the deck plenum does not share a common wall with the oil sump. I 
balanced cylinder flows to achieve relative CHTs+-5 degrees F (no Gamis, 
sorry).

Monty Barrett (Barrett Performance Aircraft) is the best engine builder 
in the business. He also has the best dyno available. I would recommend 
him to anyone needing an overhaul. Monty apparently likes my engine too 
as it is the one pictured in his TAP ads (opposite the shot of the 
captain himself at the helm of his dyno). So be warned, maybe I am just 
blinded by the fame.

IMHO the Continental "Tuned Induction" is a joke. You can't split a 
pulsating flow with a "Y"ed runner and get even mass flow. This, I 
believe is why Gami is so successful with the Continental. The situation 
is so bad out of the box that it is easy to make a big improvement. You 
are likely not seeing the big gains on the Lycomings because they have a 
much better intake system. But what do I know.

Regards
Brent Regan