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<DIV><STRONG><FONT face="MS Sans Serif" size=2>And here I always attributed it
to prop load d/t engine quitting after landing as it was windmilling on
final. So what do I know...</FONT></STRONG></DIV>
<DIV><STRONG><FONT face="MS Sans Serif" size=2> </FONT></STRONG></DIV>
<DIV><STRONG><FONT face="MS Sans Serif" size=2>
del</FONT></STRONG></DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=natpenton@centurytel.net href="mailto:natpenton@centurytel.net">Nat
Penton</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Tuesday, June 22, 2004 2:09
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Idle</DIV>
<DIV><BR></DIV>
<DIV><FONT face=Arial size=2>George the increased idle speed is not a result
of a fuel supply condition. You can land two minutes after takeoff and still
have the problem. It results because the pressure drop in the carb cools the
barrell more than the case. This results in a poor seal and the carb looses
some ability to controll the airflow. The barrell and the case operate at sub
ambient and the barrell is somewhat insulated by the oil film creating greater
differential temps. Insulating the case might keep the differential
temps lower. Also a steel barrell / alum case might prove beneficial. I'm
running the Perry carb and getting improved performance in the above regard.I
think once this problem is solved we can get appreciable braking from the two
stroke. Collectively we can find a solution and/also prevail on the
manufactures.
Nat Penton</FONT></DIV></BLOCKQUOTE></BODY></HTML>