Return-Path: Received: from web41522.mail.yahoo.com ([66.218.94.129] verified) by logan.com (CommuniGate Pro SMTP 4.3c1) with SMTP id 721653 for flyrotary@lancaironline.net; Wed, 09 Feb 2005 09:07:18 -0500 Received-SPF: none receiver=logan.com; client-ip=66.218.94.129; envelope-from=tomtugan@yahoo.com Received: (qmail 13552 invoked by uid 60001); 9 Feb 2005 14:05:47 -0000 Comment: DomainKeys? See http://antispam.yahoo.com/domainkeys DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; b=huWVPmdI8W/v8QeAgAXqL0hedq9mlPgIK4KUGWDJP1+dumpQgKCDD9ujtNrHOwK9lICcYFYpWQZD0n0RxugpIcWrcxkF5oChoxZt+YnZRjOBm4iurDFCEzhwb3iuJ9lCYuWGsngYjva6aGlEuCJvp5Rcf8Kzm3tAcQuOB4oydt4= ; Message-ID: <20050209140547.13550.qmail@web41522.mail.yahoo.com> Received: from [63.224.93.112] by web41522.mail.yahoo.com via HTTP; Wed, 09 Feb 2005 06:05:46 PST Date: Wed, 9 Feb 2005 06:05:46 -0800 (PST) From: Tom Subject: Re: [FlyRotary] High flow inlet systems To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-754047412-1107957946=:12212" --0-754047412-1107957946=:12212 Content-Type: text/plain; charset=us-ascii Thanks Bill, That explanation helps. I also tend to fear the complexity of EFI since there's so much to learn to get an entirely successfully implementation. I don't mind learning and I've always been intending extensive ground-testing and debugging before taking it airborne. But despite my best efforts it seems that there's still a good chance I would encounter discoveries new to me only after getting airborne. I would still like to see a comparative evaluation of an Ellison on these motors, if Paul doesn't do it there's a good chance I'd give the Ellison a try first and do so on a dyno. That won't be in the next few months however. Tom WRJJRS@aol.com wrote: Group, I want to remind everyone about how much a priority the large volume inlets are to us. I believe Ed Anderson was mentioning in one of his posts how difficult it can be to get a MAP signal in the airbox of one of our PP engines. This is a perfect indication of why the smaller throttle bodies used on some of the slow turning engines will kill our HP. --------------------------------- Do you Yahoo!? Yahoo! Search presents - Jib Jab's 'Second Term' --0-754047412-1107957946=:12212 Content-Type: text/html; charset=us-ascii

Thanks Bill,

That explanation helps. I also tend to fear the complexity of EFI since there's so much to learn to get an entirely successfully implementation. I don't mind learning and I've always been intending extensive ground-testing and debugging before taking it airborne. But despite my best efforts it seems that there's still a good chance I would encounter discoveries new to me only after getting airborne. I would still like to see a comparative evaluation of an Ellison on these motors, if Paul doesn't do it there's a good chance I'd give the Ellison a try first and do so on a dyno. That won't be in the next few months however.

Tom

WRJJRS@aol.com wrote:

Group,

I want to remind everyone about how much a priority the large volume inlets are to us. I believe Ed Anderson was mentioning in one of his posts how difficult it can be to get a MAP signal in the airbox of one of our PP engines. This is a perfect indication of why the smaller throttle bodies used on some of the slow turning engines will kill our HP.

Do you Yahoo!?
Yahoo! Search presents - Jib Jab's 'Second Term' --0-754047412-1107957946=:12212--