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From: W Atkinson <Walter@advancedpilot.com>
Subject: Re: [LML] Re: airspeed vs. power
X-Original-Date: Tue, 28 Dec 2004 08:30:43 -0600
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Scott:

Reducing MP 1" from WOT will not give proper FF change readings as the=20=

fuel enrichment feature causes a larger drop in FF than MP as the=20
throttle is first retarded. This results in a a leaning effect and the=20=

mixture is not staying the same.  The drop in FF as RPM is retarded is=20=

a much more accurate measure as the the change in the engine driven=20
fuel pump allows the mixture to remain fairly constant.

Walter


On Dec 27, 2004, at 5:39 PM, Sky2high@aol.com wrote:


Matt,
=A0
Thanks for the data.
=A0
1. What was the MAP and Baro readings taken before engine start?=A0
  =A0
2.=A0 How do you explain the magic of TAS in trial 3?
=A0
Interestingly enough, 4 people have used this to recognize problems=20
with the "snubber valve" on the engine side of the firewall for VM=20
systems.=A0 Trial 1 and 2 are consistent with respect to all variables,=20=

change in MAP, fuel flow and airspeed.=A0 A good way to test this=20
particular instrumentation is, at a reasonable cruise altitude and WOT,=20=

reduce the MAP by 1" and record the change in fuel flow and speed -=20
after returning to WOT, reduce the RPM by 100 and record the change in=20=

fuel flow and airspeed.=A0 These numbers should be within 5-10% of each=20=

other.=A0 If not, something is wrong.
  =A0
Scott Krueger AKA Grayhawk
N92EX IO320 Aurora, IL (KARR)


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Scott:


Reducing MP 1" from WOT will not give proper FF change readings as the
fuel enrichment feature causes a larger drop in FF than MP as the
throttle is first retarded. This results in a a leaning effect and the
mixture is not staying the same.  The drop in FF as RPM is retarded is
a much more accurate measure as the the change in the engine driven
fuel pump allows the mixture to remain fairly constant.


Walter



On Dec 27, 2004, at 5:39 PM, Sky2high@aol.com wrote:



<fontfamily><param>Arial</param><smaller>Matt,</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>=A0</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>Thanks for the =
data.</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>=A0</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>1. What was the MAP and Baro
readings taken before engine start?=A0</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller> =A0</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>2.=A0 How do you explain the
magic of TAS in trial 3?</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>=A0</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>Interestingly enough, 4
people have used this to recognize problems with the "snubber valve"
on the engine side of the firewall for VM systems.=A0 Trial 1 and 2 are
consistent with respect to all variables, change in MAP, fuel flow and
airspeed.=A0 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.=A0 These
numbers should be within 5-10% of each other.=A0 If not, something is
wrong.</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller> =A0</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>Scott Krueger AKA =
Grayhawk</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>N92EX IO320 Aurora, IL =
(KARR)</smaller></fontfamily>



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