Russell Kent wrote:

I think that anyone who thinks maintaining SL pressure at FL30 (sic) is not
only doable but also a good design goal is possibly in

for a rude

discovery.  Be wary...

Russell Kent

Russell, I want to mention something, all
arguments about the use of carbon fiber
aside. This guy is NOT, REPEAT NOT, a
fly-by-night shyster. He is a very
knowledgeable fabricator. His day job is
to build cars that go faster on the ground
than many of our aircraft will go VNE! If
he believes he can maintain SL to FL30 I
wouldn't bet against him, however unlikely.

His cabin is an all carbon shell and should
withstand the pressure easily. If he uses
turbo bleed air to pressurize it should be
doable. I have communicated with him on
several occasions and found him both
knowledgeable and helpful. He has done the
entire job himself and the only area that I
have any questions about is cooling.
(No big surprise!) I will go so far as to
say that I wanted to work with him but as we
are based 1800 miles apart it wasn't practical.
Bill Jepson

Check out this Bill. I really don't thing he is involved in 
the engineering of those race cars as good as a fabricator he may be.

Paul Lamar

**********************************************************************
"I have some more permanent fuel consumption figures based on Sport
Aviation's July 2001 issue. Page 46 has an LS1
 powered Seabee that is producing 320 hp at 4,400 rpm using 10.2 gal/
hr. I intend to cruise at 3800 rpm with 300 hp, this drops it to
 about 9.8 gallons per hour, giving an over 2200 mile range at 350
mph, less reserve. This is a far better range than I had ever hoped
 for and makes Atlantic crossings a reality. I knew this engine was
efficient but not how much! I have been working with the propeller/
 boost controller ECU"
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