Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Mon, 27 Dec 2004 18:39:29 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m25.mx.aol.com ([64.12.137.6] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 581367 for lml@lancaironline.net; Mon, 27 Dec 2004 12:19:22 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.6; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m25.mx.aol.com (mail_out_v37_r3.8.) id q.1b8.956b55e (4410) for ; Mon, 27 Dec 2004 12:18:48 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <1b8.956b55e.2f019df7@aol.com> X-Original-Date: Mon, 27 Dec 2004 12:18:47 EST Subject: Re: [LML] Re: airspeed vs. power X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1104167927" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1104167927 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Matt, Thanks for the data. 1. What was the MAP and Baro readings taken before engine start? 2. How do you explain the magic of TAS in trial 3? Interestingly enough, 4 people have used this to recognize problems with the "snubber valve" on the engine side of the firewall for VM systems. Trial 1 and 2 are consistent with respect to all variables, change in MAP, fuel flow and airspeed. A good way to test this particular instrumentation is, at a reasonable cruise altitude and WOT, reduce the MAP by 1" and record the change in fuel flow and speed - after returning to WOT, reduce the RPM by 100 and record the change in fuel flow and airspeed. These numbers should be within 5-10% of each other. If not, something is wrong. Scott Krueger AKA Grayhawk N92EX IO320 Aurora, IL (KARR) -------------------------------1104167927 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Matt,

Thanks for the data.

1. What was the MAP and Baro readings taken before engine start? =20

2. How do you explain the magic of TAS in trial 3?

Interestingly enough, 4 people have used this to recognize problems wit= h=20 the "snubber valve" on the engine side of the firewall for VM systems. = =20 Trial 1 and 2 are consistent with respect to all variables, change in MAP, f= uel=20 flow and airspeed. A good way to test this particular instrumentation=20= is,=20 at a reasonable cruise altitude and WOT, reduce the MAP by 1" and record the= =20 change in fuel flow and speed - after returning to WOT, reduce the RPM by 10= 0=20 and record the change in fuel flow and airspeed. These numbers should=20= be=20 within 5-10% of each other. If not, something is wrong.=20

Scott Krueger=20 AKA Grayhawk
N92EX IO320 Aurora, IL=20 (KARR)

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