Q The Engineer

You shouldn't be. Have a look at any modern turbocharger, it's application and what limits it's life in the application. Operating loads on the compressor, which include pressure and temperature, limit the life due to fatigue. I'm not a big fan of the prove me wrong approach, it tells people what they need to know.

interested in the CDT/TIT gauge if it's still available. Thanks

PM sent thanks

Thanks Pete. I have mine at Instrument Overhaul Service. They couldn't salvage the first one I sent so I sent them my spare core for parts. We'll see how it goes and I'll keep looking. Thanks for the recommendation, thanks. I'm not a big of digital gauges but I may not have a choice.

Looking for one as well if anyone has something available. Thanks

Hi Dan, I realize it's a LONG shot, however, I'd be interested in the TIT/CDT gauge, IMP/Fuel Flow gauge, and the tach. Is there any chance they're still available? Thanks!

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!

Good post. Do you know what are the differences are between the MB and SB hardware? My understanding is it's nothing, just changing operating speeds.

I can talk to you about DLC coatings in general. If you'd like to chat PM me. Thanks

FYI, our TIT limit with inconel turbines/housings is 1562 deg F continuous. I don't believe any better production materials were available back in the 80's to mid 90's for turbines. Our TBO expectations are 20,000 hours using that TIT limit.

I'm learning in mine so I'll deal with the consequences. I just don't see training in a 172 for 70 hours that I'm never going to fly again. They are traveling machines for sure. It sounds like the race shop had the A/F ratio way rich causing the issue. It was common on engines with high overlap cams. It takes a bit of carb work but it can be resolved, you just need more airflow at idle without feeding it more fuel. I understand and will deal with it. Fuel dilution is fine, the biggest issue is fouling the plugs. It shouldn't be too much of a problem as long as it gets leaned out to clean the plugs up frequently. Thanks for the feedback.