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Walter said...Most of what you said in this post, I am in agreement
over. Interestingly enough, I find no disagreement with what you posted below
and what George posted that you originally seemed to have disagreed with.
?????
My intent was not to disagree but to carry the
thought process further. It's hard to analyze exhaust gas temp vs
ignition system without looking at the bigger picture. That is:
what variables are present in many aircraft. As I mentioned once
previously, I am very jealous of all of you flying new and well maintained lawn
darts and IV-P's. I'm flying an old POS Cherokee where a lot of the marginal
conditions I described are everyday occurrences. The plane(s) still pass the 100
hr. I was an Engine Engineer at General Motors when cars went from distributors
with mechanical advance and carburetors to ECM's firing the ignition and
electronic injectors. Believe me, it was a God send for a development engineer.
I know this thread is drifting, but look at all of the wonderful things the
computer has done for avionics (Chelton EFIS for example). Well the same
number of wonderful things could be done for engine/prop management if
electronics could/would be incorporated. Maybe that subconscious desire causes
me to respond in the manner I do/did.
Craig Berland
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