X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 05 Aug 2005 07:33:27 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m22.mx.aol.com ([64.12.137.3] verified) by logan.com (CommuniGate Pro SMTP 4.3.6) with ESMTP id 625229 for lml@lancaironline.net; Thu, 04 Aug 2005 18:11:47 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.3; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m22.mx.aol.com (mail_out_v38_r4.1.) id q.88.2c1b6e49 (3866) for ; Thu, 4 Aug 2005 18:10:52 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <88.2c1b6e49.3023ec6c@aol.com> X-Original-Date: Thu, 4 Aug 2005 18:10:52 EDT Subject: Re: [LML] Re: Lower Cowl Air Temperature - Induction Air - Heater Air Temp X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1123193452" X-Mailer: 9.0 Security Edition for Windows sub 5009 X-Spam-Flag: NO -------------------------------1123193452 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 8/4/2005 4:15:47 P.M. Central Standard Time, marv@lancaironline.net writes: I think you might find that any reduction in IAT from fuel vaporization at the cylinder induction port will be insignificant. Walter, Hmmmmm.... You were quite willing to point out earlier that the final induction air temperature in a carburetor remained quite low (the FAA requirement is what, a 50F, 80F min rise from carb heat as measured after vaporization?) even though I now know that the searing temperature of air from the heat muff raises the pre-vaporization air temp quite a bit. I guess the only thing to do insert a probe in the cylinder just after injector vaporization or do a calculation (now my head is hurting) on gas cooling effects. If only my copy of Taylor, Vol 1 would get here. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1123193452 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 8/4/2005 4:15:47 P.M. Central Standard Time,=20 marv@lancaironline.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>I think=20 you might
find that any reduction in IAT from fuel vaporization at the=20 cylinder
induction port will be insignificant.
<= /DIV>
Walter,
 
Hmmmmm....  You were quite willing to point out earlier that the=20 final induction air temperature in a carburetor  remained qui= te=20 low (the FAA requirement is what, a 50F, 80F min rise from carb heat as= =20 measured after vaporization?)  even though I now know that the searing=20 temperature of air from the heat muff raises the pre-vaporization air temp q= uite=20 a bit.
 
I guess the only thing to do insert a probe in the cylinder just after=20 injector vaporization or do a calculation (now my head is hurting) on g= as=20  cooling effects.
 
If only my copy of Taylor, Vol 1 would get here.
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)



-------------------------------1123193452--