Quit Being A Goddamn Idiot, Bill ------!!
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
Leave the Americans out of it. haven't every heard of running the
rack? 1946 Detroit and Cummins cylinder injection:
http://www.----------.com/detroitCumminsRack.jpg
God Bless America, ßill O|||||||O
mailto:--------------------
Ted Azito wrote:
>
> No British or American liquid cooled production engines had direct
> FI. The Daimler-Benz (the company was Daimler-Benz:the automobiles
> were called Mercedes Benz)DB6xx inverted V12s were. They used a Bosch
> diesel type pump ruggedized to handle nonlubricious fuels and diesel
> style nozzles, directly into the combustion chamber. They were not
> diesels: they had spark plugs and intake throttles and were operated
> in pure SI mode. Later, people figured out that with Diesel injection
> systems and spark plugs you could build multifuel engines, but the
> Benz aeroengines, along with the 300SL inline six and the 300SLR/W196
> Grand Prix desmo valve straight eight,were not diesel,"semidiesel", or
> multifuel.
>
> The early mark RR Merlins had float bowl carburetors, later mark RR
> Merlins (and AFAIK all Packard built engines) had a pressure
> carburetor.
>
> There are probably several Web sites, and various books and
> periodicals that cover this stuff.
>
> As Hershel Smith and other authors have pointed out, there were
> various Diesel aircraft engines and toward the end of piston aircraft
> engine development by real companies (P&W,RR,etc: not Lycoming or
> Continental, they couldn't develop a ****-up in a brewery) that was
> the trend. The US military resisted the trend for the stated reason
> that they didn't want to provide two fuels at air bases, with serious
> consequences if a misfueling took place. The early jets offered so
> much more speed the military had to accept them even if a different
> fuel was required, but in fact, the early jets were all sold to the
> Navy and the Army Air Corps on the basis that they could burn either
> avgas or kerosene. When the military found that using kerosene
> enhanced safety, provided extra range for a given gallonage, and
> didn't require frequent lead defouling, jet fuels were here to stay.
> But the Navy ran its carrier jets on avgas for several years so as not
> to carry two fuels.
>
> Jet engines on mixed-power aircraft-the P2V Neptune and the B-36-ran
> on avgas their whole careers. That's not to say modern gas turbines
> would tolerate leaded fuels at the ITT they run today.
rack? 1946 Detroit and Cummins cylinder injection:
http://www.----------.com/detroitCumminsRack.jpg
God Bless America, ßill O|||||||O
mailto:--------------------
Ted Azito wrote:
>
> No British or American liquid cooled production engines had direct
> FI. The Daimler-Benz (the company was Daimler-Benz:the automobiles
> were called Mercedes Benz)DB6xx inverted V12s were. They used a Bosch
> diesel type pump ruggedized to handle nonlubricious fuels and diesel
> style nozzles, directly into the combustion chamber. They were not
> diesels: they had spark plugs and intake throttles and were operated
> in pure SI mode. Later, people figured out that with Diesel injection
> systems and spark plugs you could build multifuel engines, but the
> Benz aeroengines, along with the 300SL inline six and the 300SLR/W196
> Grand Prix desmo valve straight eight,were not diesel,"semidiesel", or
> multifuel.
>
> The early mark RR Merlins had float bowl carburetors, later mark RR
> Merlins (and AFAIK all Packard built engines) had a pressure
> carburetor.
>
> There are probably several Web sites, and various books and
> periodicals that cover this stuff.
>
> As Hershel Smith and other authors have pointed out, there were
> various Diesel aircraft engines and toward the end of piston aircraft
> engine development by real companies (P&W,RR,etc: not Lycoming or
> Continental, they couldn't develop a ****-up in a brewery) that was
> the trend. The US military resisted the trend for the stated reason
> that they didn't want to provide two fuels at air bases, with serious
> consequences if a misfueling took place. The early jets offered so
> much more speed the military had to accept them even if a different
> fuel was required, but in fact, the early jets were all sold to the
> Navy and the Army Air Corps on the basis that they could burn either
> avgas or kerosene. When the military found that using kerosene
> enhanced safety, provided extra range for a given gallonage, and
> didn't require frequent lead defouling, jet fuels were here to stay.
> But the Navy ran its carrier jets on avgas for several years so as not
> to carry two fuels.
>
> Jet engines on mixed-power aircraft-the P2V Neptune and the B-36-ran
> on avgas their whole careers. That's not to say modern gas turbines
> would tolerate leaded fuels at the ITT they run today.
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
On 13 Sep 2004 15:56:07 -0700, Ted Azito wrote:
[...]
> The early mark RR Merlins had float bowl carburetors, later mark RR
>Merlins (and AFAIK all Packard built engines) had a pressure
>carburetor.
[...]
True.
This led to possibly the only advantage enjoyed by the Germans during
Battle of Britain dog fights. Because the British Hurricanes and
Spitfires used float bowl carburetors, the aircraft had to be flown in
a positive g mode at all times, otherwise the engine would stop. This
meant (for example) that the aircraft had to be rolled before entering
a dive, whereas the Germans FI engines did not. This split second
delay in evasive action was responsible for a lot of German kills.
--
GW De Lacey
[...]
> The early mark RR Merlins had float bowl carburetors, later mark RR
>Merlins (and AFAIK all Packard built engines) had a pressure
>carburetor.
[...]
True.
This led to possibly the only advantage enjoyed by the Germans during
Battle of Britain dog fights. Because the British Hurricanes and
Spitfires used float bowl carburetors, the aircraft had to be flown in
a positive g mode at all times, otherwise the engine would stop. This
meant (for example) that the aircraft had to be rolled before entering
a dive, whereas the Germans FI engines did not. This split second
delay in evasive action was responsible for a lot of German kills.
--
GW De Lacey
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
On 13 Sep 2004 15:56:07 -0700, Ted Azito wrote:
[...]
> The early mark RR Merlins had float bowl carburetors, later mark RR
>Merlins (and AFAIK all Packard built engines) had a pressure
>carburetor.
[...]
True.
This led to possibly the only advantage enjoyed by the Germans during
Battle of Britain dog fights. Because the British Hurricanes and
Spitfires used float bowl carburetors, the aircraft had to be flown in
a positive g mode at all times, otherwise the engine would stop. This
meant (for example) that the aircraft had to be rolled before entering
a dive, whereas the Germans FI engines did not. This split second
delay in evasive action was responsible for a lot of German kills.
--
GW De Lacey
[...]
> The early mark RR Merlins had float bowl carburetors, later mark RR
>Merlins (and AFAIK all Packard built engines) had a pressure
>carburetor.
[...]
True.
This led to possibly the only advantage enjoyed by the Germans during
Battle of Britain dog fights. Because the British Hurricanes and
Spitfires used float bowl carburetors, the aircraft had to be flown in
a positive g mode at all times, otherwise the engine would stop. This
meant (for example) that the aircraft had to be rolled before entering
a dive, whereas the Germans FI engines did not. This split second
delay in evasive action was responsible for a lot of German kills.
--
GW De Lacey
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
On 13 Sep 2004 15:56:07 -0700, Ted Azito wrote:
[...]
> The early mark RR Merlins had float bowl carburetors, later mark RR
>Merlins (and AFAIK all Packard built engines) had a pressure
>carburetor.
[...]
True.
This led to possibly the only advantage enjoyed by the Germans during
Battle of Britain dog fights. Because the British Hurricanes and
Spitfires used float bowl carburetors, the aircraft had to be flown in
a positive g mode at all times, otherwise the engine would stop. This
meant (for example) that the aircraft had to be rolled before entering
a dive, whereas the Germans FI engines did not. This split second
delay in evasive action was responsible for a lot of German kills.
--
GW De Lacey
[...]
> The early mark RR Merlins had float bowl carburetors, later mark RR
>Merlins (and AFAIK all Packard built engines) had a pressure
>carburetor.
[...]
True.
This led to possibly the only advantage enjoyed by the Germans during
Battle of Britain dog fights. Because the British Hurricanes and
Spitfires used float bowl carburetors, the aircraft had to be flown in
a positive g mode at all times, otherwise the engine would stop. This
meant (for example) that the aircraft had to be rolled before entering
a dive, whereas the Germans FI engines did not. This split second
delay in evasive action was responsible for a lot of German kills.
--
GW De Lacey
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<41463FF8.87787C6D@***.net>...
> Leave the Americans out of it. haven't every heard of running the
> rack? 1946 Detroit and Cummins cylinder injection:
> http://www.----------.com/detroitCumminsRack.jpg
> God Bless America, ßill O|||||||O
> mailto:--------------------
God, you are stupid. Really, breathtakingly stupid.
Detroits have racks (pre-DDEC). There are no more two-stroke Detroits
in truck service and a scant few in commercially operated buses. All
four-stroke Detroits are DDEC except the 8.3 V8 which is almost
extinct as well.
Cumminses have PT injection, with a unit injector actuated by cam but
fuel control regulated by rail fuel pressure(Or CELECT, which is the
electronic version.) The B Series engines have Bosch pumps and I'm not
sure what the ISBs use.
These are diesel systems and they aren't used on spark ignition
engines at all.
Aircraft FI is indirect and continuous flow on all engines built in
the USA except certain R-3350 Wrights. The two basic port injection
systems are the Continental-which is similar to the Hilborn on drag
cars-and the Bendix/RSA which is most like K-Jetronic in the auto
world. It's mostly found on Lycomings.
> Leave the Americans out of it. haven't every heard of running the
> rack? 1946 Detroit and Cummins cylinder injection:
> http://www.----------.com/detroitCumminsRack.jpg
> God Bless America, ßill O|||||||O
> mailto:--------------------
God, you are stupid. Really, breathtakingly stupid.
Detroits have racks (pre-DDEC). There are no more two-stroke Detroits
in truck service and a scant few in commercially operated buses. All
four-stroke Detroits are DDEC except the 8.3 V8 which is almost
extinct as well.
Cumminses have PT injection, with a unit injector actuated by cam but
fuel control regulated by rail fuel pressure(Or CELECT, which is the
electronic version.) The B Series engines have Bosch pumps and I'm not
sure what the ISBs use.
These are diesel systems and they aren't used on spark ignition
engines at all.
Aircraft FI is indirect and continuous flow on all engines built in
the USA except certain R-3350 Wrights. The two basic port injection
systems are the Continental-which is similar to the Hilborn on drag
cars-and the Bendix/RSA which is most like K-Jetronic in the auto
world. It's mostly found on Lycomings.
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<41463FF8.87787C6D@***.net>...
> Leave the Americans out of it. haven't every heard of running the
> rack? 1946 Detroit and Cummins cylinder injection:
> http://www.----------.com/detroitCumminsRack.jpg
> God Bless America, ßill O|||||||O
> mailto:--------------------
God, you are stupid. Really, breathtakingly stupid.
Detroits have racks (pre-DDEC). There are no more two-stroke Detroits
in truck service and a scant few in commercially operated buses. All
four-stroke Detroits are DDEC except the 8.3 V8 which is almost
extinct as well.
Cumminses have PT injection, with a unit injector actuated by cam but
fuel control regulated by rail fuel pressure(Or CELECT, which is the
electronic version.) The B Series engines have Bosch pumps and I'm not
sure what the ISBs use.
These are diesel systems and they aren't used on spark ignition
engines at all.
Aircraft FI is indirect and continuous flow on all engines built in
the USA except certain R-3350 Wrights. The two basic port injection
systems are the Continental-which is similar to the Hilborn on drag
cars-and the Bendix/RSA which is most like K-Jetronic in the auto
world. It's mostly found on Lycomings.
> Leave the Americans out of it. haven't every heard of running the
> rack? 1946 Detroit and Cummins cylinder injection:
> http://www.----------.com/detroitCumminsRack.jpg
> God Bless America, ßill O|||||||O
> mailto:--------------------
God, you are stupid. Really, breathtakingly stupid.
Detroits have racks (pre-DDEC). There are no more two-stroke Detroits
in truck service and a scant few in commercially operated buses. All
four-stroke Detroits are DDEC except the 8.3 V8 which is almost
extinct as well.
Cumminses have PT injection, with a unit injector actuated by cam but
fuel control regulated by rail fuel pressure(Or CELECT, which is the
electronic version.) The B Series engines have Bosch pumps and I'm not
sure what the ISBs use.
These are diesel systems and they aren't used on spark ignition
engines at all.
Aircraft FI is indirect and continuous flow on all engines built in
the USA except certain R-3350 Wrights. The two basic port injection
systems are the Continental-which is similar to the Hilborn on drag
cars-and the Bendix/RSA which is most like K-Jetronic in the auto
world. It's mostly found on Lycomings.
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<41463FF8.87787C6D@***.net>...
> Leave the Americans out of it. haven't every heard of running the
> rack? 1946 Detroit and Cummins cylinder injection:
> http://www.----------.com/detroitCumminsRack.jpg
> God Bless America, ßill O|||||||O
> mailto:--------------------
God, you are stupid. Really, breathtakingly stupid.
Detroits have racks (pre-DDEC). There are no more two-stroke Detroits
in truck service and a scant few in commercially operated buses. All
four-stroke Detroits are DDEC except the 8.3 V8 which is almost
extinct as well.
Cumminses have PT injection, with a unit injector actuated by cam but
fuel control regulated by rail fuel pressure(Or CELECT, which is the
electronic version.) The B Series engines have Bosch pumps and I'm not
sure what the ISBs use.
These are diesel systems and they aren't used on spark ignition
engines at all.
Aircraft FI is indirect and continuous flow on all engines built in
the USA except certain R-3350 Wrights. The two basic port injection
systems are the Continental-which is similar to the Hilborn on drag
cars-and the Bendix/RSA which is most like K-Jetronic in the auto
world. It's mostly found on Lycomings.
> Leave the Americans out of it. haven't every heard of running the
> rack? 1946 Detroit and Cummins cylinder injection:
> http://www.----------.com/detroitCumminsRack.jpg
> God Bless America, ßill O|||||||O
> mailto:--------------------
God, you are stupid. Really, breathtakingly stupid.
Detroits have racks (pre-DDEC). There are no more two-stroke Detroits
in truck service and a scant few in commercially operated buses. All
four-stroke Detroits are DDEC except the 8.3 V8 which is almost
extinct as well.
Cumminses have PT injection, with a unit injector actuated by cam but
fuel control regulated by rail fuel pressure(Or CELECT, which is the
electronic version.) The B Series engines have Bosch pumps and I'm not
sure what the ISBs use.
These are diesel systems and they aren't used on spark ignition
engines at all.
Aircraft FI is indirect and continuous flow on all engines built in
the USA except certain R-3350 Wrights. The two basic port injection
systems are the Continental-which is similar to the Hilborn on drag
cars-and the Bendix/RSA which is most like K-Jetronic in the auto
world. It's mostly found on Lycomings.
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
God, you are stupid. Really, really stupid, most people are just
ignorant, when they don't know what they're talking about, but you're
not capable of learning, dangerously stupid!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
><snip dribble>
ignorant, when they don't know what they're talking about, but you're
not capable of learning, dangerously stupid!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
><snip dribble>
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
God, you are stupid. Really, really stupid, most people are just
ignorant, when they don't know what they're talking about, but you're
not capable of learning, dangerously stupid!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
><snip dribble>
ignorant, when they don't know what they're talking about, but you're
not capable of learning, dangerously stupid!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
><snip dribble>
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
God, you are stupid. Really, really stupid, most people are just
ignorant, when they don't know what they're talking about, but you're
not capable of learning, dangerously stupid!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
><snip dribble>
ignorant, when they don't know what they're talking about, but you're
not capable of learning, dangerously stupid!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
><snip dribble>
