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Hi Bill,
No, I have not. I have thought about
it on the ground, but always seem to forget in the air. I guess part of it
is that I think I have found good timing for power on takeoff and climb and just
don't want to mess with that. But, now that I think of it I presume that I
could mess with the timing on the "B" controller and leave the "A" controller
where it is, Hummmm.
I think I will check with Tracy to make certain screwing with
the timing on one processor won't screw it up on the other. I am 99%
certain - buuuttttt want to be sure.
I am going to put the presentation on my website (well,
actually I dont' have my own, but a guy by name of Don Mack has hosted my stuff
for 4 years. Perhaps he won't mind adding some more.
In any case, I will probably make hardcopy for a nominal fee
(cover my costs) for those interested.
I've actually copyrighted the presentation and
officially registered it with the Library of Congress CopyRight Office. I
don't know if anything similar was even done by the Mazda engineers. We
know they did a lot of cut and try experimenting. Like for the 1990 VDIE
manifold the to the 1988 NA DIE manifold and changed its length in 200mm
segments and then ran dyno curves. Then they chose the segment lengths
that gave them the curves they wanted. So they may never have set down and
worked out the equations - what need had they when they had the resources to
emperically derive what they wanted {:>)
Hell, I might find little guys dress all in black swinging
long sharp swords at my neither region {:>). I might accused of
industrial spying {:>)
Well, going to also go to SERFI at Evergreen, Al in early
October. Plan on meeting Tracy there and having him give my work a santity
check. I sort of probed Paul Lamar, but without even seeing a single
slide, he started telling me that I would have a "hard sell". I guess that
is because he has "gone on the record" with an email telling folks not to copy
anything I was doing manifold wise, because it would "hurt" engine performance
at aircraft rpms. Well, he was wrong, but at the time there was nothing I
had to show that. I now do {:>). It might need a little twicking
on a couple of the parameter values, but the logic and equation derivation is
straight foward. No tricks up the sleeve, no magic hats - its all laid out
for anyone who can follow simple high school algebra (and even if they can't)
will understand.
Keep trying to tell some of these folks that just because an
intake system is advertised (even honestedly) that it will produce 220 HP at
8000 hp, doesn't mean that it will work for an aircraft (unless we can find a
way to shift gears). But, I went that route early on so it take some time
and poor experiences to help you find the path.
Good hearing from you, Bill. I am going to try and make
the SWRFI next year as I have a long lost nephew living near that
area.
Take care and good flying
Best Regards
Ed
----- Original Message -----
Sent: Friday, September 19, 2003 8:34
PM
Subject: [FlyRotary] Re: Turbomania
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Ed,
Have you ever tweedled with the timing while at cruise RPM? I
didn't think to try that, but I may.
Unfortunately work precludes the Shady Bend attendance this
time. Rats again.
I am really looking forward to somehow taking in your presentation
on intake manifolds.
Bill
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