Return-Path: Sender: (Marvin Kaye) To: lml Date: Sat, 25 Jan 2003 19:48:33 -0500 Message-ID: X-Original-Return-Path: Received: from imo-r04.mx.aol.com ([152.163.225.100] verified) by logan.com (CommuniGate Pro SMTP 4.0.5) with ESMTP id 1998463 for lml@lancaironline.net; Sat, 25 Jan 2003 17:29:57 -0500 Received: from StarAerospace@aol.com by imo-r04.mx.aol.com (mail_out_v34.13.) id q.128.2148fd9c (3850) for ; Sat, 25 Jan 2003 17:29:54 -0500 (EST) From: StarAerospace@aol.com X-Original-Message-ID: <128.2148fd9c.2b6469e2@aol.com> X-Original-Date: Sat, 25 Jan 2003 17:29:54 EST Subject: Re: Centurion Diesel X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Mailer: AOL 5.0 for Windows sub 124 What I'd like to know is how they got Bosch to let them go at all with their engine controls, injection, etc. Many have looked into this for years and the answer from Bosch has always been that they will not, under any circumstances, allow Bosch engine controls to be used for aircraft piston engines. Since much of this response came while Theilert was certificating his conversions (under JAA), we have to wonder if Bosch would allow only his, or only German manufacturers to use their products in aircraft. Eric Ahlstrom