From: Sky2high@aol.com <Sky2high@aol.com>
Subject: [LML] Re: Precision airmotive servo
To: lml@lancaironline.net
Date: Wednesday, June 20, 2012, 9:46 AM

Tom,

 

My IO 320 (CR 9:1) uses 15.2 gph at takeoff (WOT, 2750 RPM, 700 MSL) and the leanest cyl EGT is about 160 ROP.  Base engine timing is 20 DBTDC (Dual Plasma III EI). Hot day climb out at 135 KIAS will see CHTs at 380-390F.  I think that the flow is minimal but OK for me.

 

The only proper way to adjust max flow thru the servo is to do it on the bench by a technician with special equipment.

 

Scott Krueger

 

In a message dated 6/20/2012 7:17:13 A.M. Central Daylight Time, n20087@yahoo.com writes:

Folks

I believe my fuel servo is not delivering sufficient fuel to the engine in the takeoff position. Why I say this is because the difference between the peak EGT and the takeoff EGT is 70 degrees F on the leanest cylinder and 120 on the richest.  The book says this spread should be anywhere between 150 and 200 degrees F.  Why do I care you may ask.. Well my CHTs are too high at full throttle takeoff.  I have to work to keep them below 430.  I have done everything possible to maximize cooling airflow with little improvement in the CHT situation. 

Anyhow, I would be interested in information from the group on the following

Like to compare fuel flows at full throttle at close to sea level (mine is between 15 and 16 gals/hr)
Any info concerning experience with enriching the takeoff flow on the bendix style RSA-5AD1 servo (this setting is internal, I have found no reference material on the procedure)

Thanks

Tom
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