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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
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