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
|
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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