Return-Path: Received: from pimout4-int.prodigy.net ([207.115.63.103]) by ns1.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-64832U3500L350S0V35) with ESMTP id com for ; Sun, 27 Aug 2000 09:29:32 -0400 Received: from oemcomputer (A010-0224.JCVL.splitrock.net [63.253.148.224]) by pimout4-int.prodigy.net (8.10.1/8.10.1) with SMTP id e7RDa2Z118048 for ; Sun, 27 Aug 2000 09:36:03 -0400 Message-ID: <001801c0102e$6ba09540$21ddfea9@oemcomputer> From: "DOUGLAS W JOHNSON" To: References: <20000827043211.AAA4600@ns1.olsusa.com> Subject: Re: lancair.list V1 #135 Date: Sun, 27 Aug 2000 09:55:11 -0400 X-Mailing-List: lancair.list@olsusa.com Reply-To: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Kirk Hammersmith of Lancair states that use of high boost at 10k feet will "snuff out the engine." Is that really so? I would think that is should not do so, as one of the remedies for an inflight engine pump failure is to flick on high boost. I have turned on high boost while doing my recurrency training at lower altitude (2k) to see its effect on the engine normal operation, and noted no perceptible change. Doug Johnson N654DM (424hrs on the IVP so far) >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>