X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 22 Jan 2008 10:41:43 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m23.mx.aol.com ([64.12.137.4] verified) by logan.com (CommuniGate Pro SMTP 5.2c4) with ESMTP id 2681947 for lml@lancaironline.net; Mon, 21 Jan 2008 11:03:11 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.4; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m23.mx.aol.com (mail_out_v38_r9.3.) id q.d35.1cce411f (39955) for ; Mon, 21 Jan 2008 11:02:26 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Mon, 21 Jan 2008 11:02:26 EST Subject: Re: [LML] Re: Pressurized Injectors X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1200931346" X-Mailer: Unknown sub 34 X-Spam-Flag: NO -------------------------------1200931346 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 1/21/2008 9:06:34 A.M. Central Standard Time, walter@advancedpilot.com writes: Nice summary. In addition, if he is using the air pressure under the cowl to push air into the injector (through the screen on the NA injector), the addition of RAM air to the induction increases the MP to the point that he no longer might have enough upper deck cowl pressure differential to result in anything more than a pencil stream in the FF. That alone--even with excellent F:A ratios could result in rough running as the fuel would be more liquid than vapor. That's what I understood his message to be about. If my interpretation were correct, then he's right about adding upper deck pressure to the injectors to increase the differential pressure between MP and cowl pressure into the injector. Walter, Thanks. What you makes sense. It is another reason why running an evenly distributed air supply to injectors at or above deck pressure is beneficial by independently controlling one or two combustion event variables. My point was not clear if one doesn't realize that each change may have unintended consequences and that any given change may not cause universal improvement without, perhaps, having to make others. Once one starts on the path of dickering, the desired result may prove to be a bit elusive. If one has a means of measuring happiness, such as inter cylinder measures like FFs close at peak, leveling of CHTs, EGT ranges and others, it is important to keep tabs of those to track the results of even subtle changes. The fact that my airworthiness certificate was issued in 1996 (late last century) only meant that the experiments stopped being theoretical and started being practical. At last, flight was providing feedback. I am almost through with dickering. Scott **************Start the year off right. Easy ways to stay in shape. http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489 -------------------------------1200931346 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 1/21/2008 9:06:34 A.M. Central Standard Time,=20 walter@advancedpilot.com writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

Nice summary. In addition, if he is using the air pressure unde= r=20 the cowl to push air into the injector (through the screen on the NA=20 injector), the addition of RAM air to the induction increases the MP to th= e=20 point that he no longer might have enough upper deck cowl pressure=20 differential to result in anything more than a pencil stream in the FF.=20 That alone--even with excellent F:A ratios could result in rough run= ning=20 as the fuel would be more liquid than vapor. That's what I understoo= d=20 his message to be about. If my interpretation were correct, then he'= s=20 right about adding upper deck pressure to the injectors to increase the=20 differential pressure between MP and cowl pressure into the=20 injector.

Walter,

Thanks. What you makes sense. It is another reason why=20 running an evenly distributed air supply to injectors=20= at=20 or above deck pressure is beneficial by independently controlling one or two= =20 combustion event variables. My point was not clear if one doesn't real= ize=20 that each change may have unintended consequences and that any given change=20= may=20 not cause universal improvement without, perhaps, having to=20 make others. Once one starts on the path of dickering, the desire= d=20 result may prove to be a bit elusive. If one has a means of measu= ring=20 happiness, such as inter cylinder measures like FFs close at peak, leveling=20= of=20 CHTs, EGT ranges and others, it is important to keep tabs of those to track=20= the=20 results of even subtle changes.

The fact that my airworthiness certificate was issued in 1996 (late las= t=20 century) only meant that the experiments stopped being theoretical and=20 started being practical. At last, flight was providing=20 feedback. I am almost through with dickering.

Scott

<= BR>

Start the year off right. Easy ways to stay in shape in the new year.

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