Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Tue, 15 Feb 2005 19:58:08 -0500 Message-ID: X-Original-Return-Path: Received: from systems3.net ([68.14.236.16] verified) by logan.com (CommuniGate Pro SMTP 4.3c1) with ESMTP-TLS id 740781 for lml@lancaironline.net; Tue, 15 Feb 2005 19:24:54 -0500 Received-SPF: none receiver=logan.com; client-ip=68.14.236.16; envelope-from=cberland@systems3.net Received: from systems0d3b724 ([192.168.1.81]) by systems3.net (8.13.1/8.13.1/Debian-12) with SMTP id j1G0O8Vp006675 for ; Tue, 15 Feb 2005 17:24:08 -0700 X-Original-Message-ID: <015f01c513bd$05969af0$5101a8c0@systems0d3b724> From: "Craig Berland" X-Original-To: "Lancair Mail List" Subject: [LML] Re: EGT's on O-360 X-Original-Date: Tue, 15 Feb 2005 17:18:16 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_015A_01C51382.562504B0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1437 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1441 X-Virus-Scanned: clamd / ClamAV version 0.75-1, clamav-milter version 0.75c on linux X-Virus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_015A_01C51382.562504B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Walter, My point is... with a lot of general aviation aircraft there is a very = short distance from a "new" part to non-conforming (as you put it) and = that a prudent pilot may want to investigate ways to increase that = distance....such as a better ignition. A second point is...engines can = exhibit reduced exhaust temps because of poor performing components, and = those components may be nearly new. The reason I use extremes to make a = point (such as .080 plug gap) is because a wise old engineer told = me...."Affect the system, don't get confused with a bunch of tiny = steps". You are correct, there were many trick engine developments in = the early military aircraft engines. Unfortunately...general aviation = has been stuck with a very high percentage of non-crossflow heads, = magnetos and carburetors. I suspect you know how bad the cylinder to = cylinder A/F distribution is on some of these engines. I guess there = wouldn't be much of a market for Gami injectors if even the higher end = crossflow and fuel injected engines were done a little better. I know I = want my TSIO550 engine improved over what Cont had in mind. I had an = engine on a dyne years ago that had a 7 A/F spread from lean to rich at = part throttle and a 4.0 A/F spread at WOT. At RBT the rich cylinder was = near rich misfire. The engine was new. If you were flying one of these = bad boys and had to do an emergency go around after loading up one or = two cylinders, then I would want an ignition that would fire all = cylinders and some won't. It all makes since to me, but then that alone = may be scary. Craig Berland ------=_NextPart_000_015A_01C51382.562504B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Walter,

My point is... with a lot of general = aviation=20 aircraft there is a very short distance from a "new" part to = non-conforming (as=20 you put it) and that a prudent pilot may want to investigate ways to = increase=20 that distance....such as a better ignition. A second point = is...engines=20 can exhibit reduced exhaust temps because of poor performing components, = and=20 those components may be nearly new. The reason I use extremes to = make a=20 point (such as .080 plug gap) is because a wise old engineer told = me...."Affect=20 the system, don't get confused with a bunch of tiny steps". You = are=20 correct, there were many trick engine developments in the early military = aircraft engines. Unfortunately...general aviation has been stuck = with a=20 very high percentage of non-crossflow heads, magnetos and carburetors. I = suspect=20 you know how bad the cylinder to cylinder A/F distribution is on some of = these=20 engines. I guess there wouldn't be much of a market for Gami injectors = if even=20 the higher end crossflow and fuel injected engines were done a = little=20 better. I know I want my TSIO550 engine improved over what Cont had = in=20 mind. I had an engine on a dyne years ago that had a 7 A/F spread from = lean to=20 rich at part throttle and a 4.0 A/F spread at WOT. At RBT the rich = cylinder=20 was near rich misfire. The engine was new. If you were flying = one of=20 these bad boys and had to do an emergency go around after loading = up one or=20 two cylinders, then I would want an ignition that would fire all = cylinders and=20 some won't. It all makes since to me, but then that alone may be=20 scary.

Craig Berland

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