Q The Engineer

Thanks for the great info N231BN.

Are you sure about that? You might want to check on what limits CDT in addition to combustion temps.

I talked to KS Avionics yesterday and it looks like they have a TIT probe available for at a reasonable price point. If I can dig up the specs for the CDT it sounds like they can make them too. Anyone have the print for the CDT? I hear it's a thermistor and not a thermocouple.

Thanks for the feedback gentlemen.

Throw pressure to the cylinder you're checking with closed valves and listen into the intake and exhaust. It will tell you everything you need to know.

Based on my experience it is. You have to manage IMP, TIT, and CDT. Yep, to get a 6 cylinder the burbles at idle, it's definitely worth it.

LOL I have a bad keyboard that misses stuff as well. Reall recognizes real!

That makes sense, just like on my LB, it gets richer as it goes rearward. Fair enough, I appreciate you clarifying and for my lack of experience. I thought you were talking injector flow, not fuel flow. I realize what needs to happen. However, I won't compromise what makes sense to satisfy anyone. It's my ass in the seat and I'll do what's right for me and my airplane. You'd be wise to do the same.

No they won't, no engine will foul a plug based on being lean, none. They will foul a plug being rich or in oil. I'm not sure who you are but you lost me with this incorrect information.

Thanks man, I appreciate it. .5 gph is not very good, it's really bad actually, and it all depends on the feed pressure that changes the flow. I'll work my own injectors. It's really interesting how aviation does it's deal.

He is clearly a diamond in the rough. I consider myself capable in the engine, engineering field. Bob is capable and as real as it gets! Not trying to spell check but its Minnis. Names matter.

Likely truth. Just gotta watch engine weight and CG.

He's agreed if I'm willing to take it on. One thing is clear, it's my ass in the airplane, I'll be doing the work and engineering on all of it. I'm extremely fortunate to have a great A&P and IA I can work with. Bob is good and a wild man!

Thanks for the feedback. I won't be going that way. Finding some salvage hardware would be my preferred approach.

The tuned exhaust is only used if the cam is set up for it. You need the low pressure wave hitting the cylinder when both the intake and exhaust valves are open using the exhaust energy to pull in air from the intake on overlap. I think you're talking average pressure versus dynamic pressures in both systems. The average is the average, the dynamic is the result of blow down and tuning lengths on both the intake and exhaust. I have no idea what a GAMI is? Can you share some info? It sounds like you have a great machine! Cheers!