X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 18 Jan 2014 14:42:41 -0500 Message-ID: X-Original-Return-Path: Received: from nm31-vm1.bullet.mail.bf1.yahoo.com ([72.30.239.9] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTPS id 6692377 for lml@lancaironline.net; Sat, 18 Jan 2014 07:26:46 -0500 Received-SPF: none receiver=logan.com; client-ip=72.30.239.9; envelope-from=casey.gary@yahoo.com Received: from [98.139.215.140] by nm31.bullet.mail.bf1.yahoo.com with NNFMP; 18 Jan 2014 12:26:11 -0000 Received: from [98.139.212.235] by tm11.bullet.mail.bf1.yahoo.com with NNFMP; 18 Jan 2014 12:26:11 -0000 Received: from [127.0.0.1] by omp1044.mail.bf1.yahoo.com with NNFMP; 18 Jan 2014 12:26:11 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 408604.53706.bm@omp1044.mail.bf1.yahoo.com Received: (qmail 55843 invoked by uid 60001); 18 Jan 2014 12:26:11 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Rocket-MIMEInfo:X-Mailer:Message-ID:Date:From:Reply-To:Subject:To:MIME-Version:Content-Type; b=hVaots2qsgrrMFbnGTazLT5DRuVU31U05/RbR8inIY75Ebemw3oWWqbvX9Ph5DMnl/VS9pte4G8OmKj61u0fkwJZ3VsMPWSZwxyzoU7bDc8Goo9K8q2fUKFCEvMcMDQ4npONW44V3XzD+/8QJb/wgQM2i3bA/H9mjONIMeqzu54=; X-YMail-OSG: Biy8ulEVM1ndSS1CCSknbzJ8nAoNnDFWclNqwVyHesCH7cq EaOHuT3s6Z0PPNMEHRmKukRo.3G2Hzesmvav8jjuqc00trRTrAG_TJXdrR37 RdjiqiAxGk9MUy3N4ImrazSSAbGVpiNmLH44_nGgDW1UhTOKihNdntSissxa .9hzESaokHFq6PoO.lcX1C2mj6_UTsqlawN.TgTivF6b7Rku2Tfyy_b2qApG rsGhyqc68BsxLIQqVwG3lIA49xxfLGM9l2mgpdZxVsXRjwUyuH3oCLJFCybP G71ZrnRI2.eyDY8dlUEVNS_gtpzq5pMh4nYM3IKmqyhSqJLNQvDgozyfZPxg 6byHriw0qIyM2ZU24gD_lH3gXASRVmgk2ZWtwTZV83Q9hnIZs42lqStGK0hb AqD5vicd2FR59BNjA_s98YIb0NdYTje8o1BnCmr9XqiJkpewyIgAXzbiVrO8 WMrpIIAscx._x49PvVgCoR_snJmWkrDnhG8n0c1OyU3SIch.yxHK1.b8AHQp LeWSD5lf0q.Tbupxff4iji4I4uarVDDNWBt8iyjd3fCYt4J_BvnqeI8A6Ar4 73ieYfKyPRB6Pj8dY3g-- Received: from [97.92.63.83] by web161203.mail.bf1.yahoo.com via HTTP; Sat, 18 Jan 2014 04:26:11 PST X-Rocket-MIMEInfo: 002.001,TG90cyBvZiBjb21tZW50cyBvbiB0aGlzIHN1YmplY3QgYW5kIEkgYWdyZWUgd2l0aCBtb3N0LiDCoEp1c3QgYSBmZXcgImNsYXJpZmljYXRpb25zLiIgwqBGaXJzdCwgdGhlIHJlc3RyaWN0aW9uIG9mIGFuIGFpciBmaWx0ZXIgaXMgdGhlcmUgYWxsIHRpbWUgdGhlIHRocm90dGxlIGlzIHdpZGUgb3BlbiwgaW5jbHVkaW5nIGF0IGhpZ2ggYWx0aXR1ZGUuIMKgVHJ1ZSwgYSBoaWdoIGFsdGl0dWRlIHRoZSBudW1iZXIgb2YgaHAgbG9zdCBpcyBsZXNzLCBidXQgdGhlIHBlcmNlbnQgbG9zcyBpcyBhYm91dCB0aGUBMAEBAQE- X-Mailer: YahooMailWebService/0.8.173.622 X-Original-Message-ID: <1390047971.26086.YahooMailNeo@web161203.mail.bf1.yahoo.com> X-Original-Date: Sat, 18 Jan 2014 04:26:11 -0800 (PST) From: Gary Casey Reply-To: Gary Casey Subject: Re: K&N Filter X-Original-To: Lancair Mailing List MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-852950040-1440439315-1390047971=:26086" ---852950040-1440439315-1390047971=:26086 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Lots of comments on this subject and I agree with most. =A0Just a few "clar= ifications." =A0First, the restriction of an air filter is there all time t= he throttle is wide open, including at high altitude. =A0True, a high altit= ude the number of hp lost is less, but the percent loss is about the same. = =A0Another comment said that there isn't a noticeable drop in manifold pres= sure, so it doesn't make any difference. =A0True, the reduction in manifold= pressure isn't much, but it is there. =A0So while every little bit counts,= it is up to the owner to decide whether the reduced pressure drop in the K= &N is worth the potential increased wear.=0A=0AAlso, it isn't exactly true = that IFR aircraft must not have "the slightest power hesitation...." =A0In = fact, air filters can and do plug with ice and water. =A0The FAA concluded = that since it is unavoidable, they require an alternate air source, either = automatic or manually operated.=0A=0AOkay, you can soak a paper filter with= water and it will block air flow, while if you do the same thing with a K&= N it will still flow. =A0That's partly because the holes in the filter are = larger (that would be the same holes that let the dust through) and partly = because the oil repels water. =A0Is that a big enough advantage to use the = K&N? =A0Don't know. =A0A filter manufacturer told me that the main differen= ce between automotive and aircraft filters is that aircraft filters are req= uired to have enough strength to avoid being sucked into the engine if they= get plugged. =A0That's why there is a metal screen on the downstream side.= =0AFor what it's worth,=0AGary Casey=0A=0AIf you occasionally take off when= you can see dust in the air, you might be well advised to use a paper filt= er.=A0=0AI was satisfied that a wet paper filter could, indeed, cause power= loss on=3D=0Aan aircraft engine - especially because our IFR aircraft must= necessarily =3D=0Aadvance into clouds, rain, ice and snow without the= slightest=0Apower hesitation or interruption - unlike racing automobi= les that&nbs=3D=0Ap;wisely avoid rain, ice and snow.=0A ---852950040-1440439315-1390047971=:26086 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Lots of comments on this subject and I agree with most. =  Just a few "clarifications."  First, the restriction of an air f= ilter is there all time the throttle is wide open, including at high altitu= de.  True, a high altitude the number of hp lost is less, but the perc= ent loss is about the same.  Another comment said that there isn't a n= oticeable drop in manifold pressure, so it doesn't make any difference. &nb= sp;True, the reduction in manifold pressure isn't much, but it is there. &n= bsp;So while every little bit counts, it is up to the owner to decide wheth= er the reduced pressure drop in the K&N is worth the potential increase= d wear.

Also, it isn't exactly true that IFR aircraft must not have "the sl= ightest power hesitation...."  In fact, air filters can and do plug wi= th ice and water.  The FAA concluded that since it is unavoidable, the= y require an alternate air source, either automatic or manually operated.

Okay, you can soak a paper filter with w= ater and it will block air flow, while if you do the same thing with a K&am= p;N it will still flow.  That's partly because the holes in the filter are larger (that would be the same holes that let the dust through)= and partly because the oil repels water.  Is that a big enough advant= age to use the K&N?  Don't know.  A filter manufacturer told = me that the main difference between automotive and aircraft filters is that= aircraft filters are required to have enough strength to avoid being sucke= d into the engine if they get plugged.  That's why there is a metal sc= reen on the downstream side.
For what it's worth,
Gary Casey
If you occasionally = take off when you can see dust in the air, you might be well advised to use= a paper filter. 
I was satisfied that a wet paper filt= er could, indeed, cause power loss on=3D
an aircraft engine - especially= because our IFR aircraft must necessarily =3D
advance into clouds, rain= , ice and snow without&nbsp;the slightest
power hesitation or interruptio= n&nbsp;- unlike racing automobiles that&nbs=3D
p;wisely avoid ra= in, ice and snow.
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